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Marine Gas Turbines

Conference Paper November 2013

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 7th International Advanced Technologies Symposium (IATS13), 30 October-1 November 2013, Istanbul, Turkey
Marine Gas Turbines
Gemi Gaz Trbinleri
H. K. Kayadelen1*, Y. st2
1
Yildiz Technical University, Department of Marine Engineering Operations, Istanbul, Turkey.
2
Yildiz Technical University, Department of Naval Architecture and Marine Engineering, Istanbul, Turkey.
AbstractGas turbine engines offer a wide range of power in
relatively small sizes and are used in a variety of power
generation purposes including marine applications. This paper
discusses about advantages of gas turbines and gas turbine
systems in marine industry. It puts forward economic,
performance related and environmental benefits of employing
gas turbines in ships giving brief information about combinations
with diesel and steam engines.
Keywords Marine gas turbines, gas turbine performance,
economic advantages, environmental benefits.
zetDenizcilikteki uygulamalar dahil bir ok g retim
uygulamasnda kullanlan gaz trbinleri nispeten kk
boyutlarda geni bir g spektrumuna sahiptirler. Bu alma
gaz trbinlerinin ve gaz trbini sistemlerinin denizcilik
endstrisindeki avantajlarndan bahsetmektedir. Ayrca diesel
motor ve buhar trbinli kombine sistemler hakknda ksa bilgiler
vererek gemilerde gaz trbini kullanmnn ekonomi, performans
ve evresel adan avantajlarn ortaya koymaktadr.
Anahtar kelimeler Gemi gaz trbinleri, gaz trbinlerinin
performans, ekonomik faydalar, evresel faydalar.
I. INTRODUCTION
as turbine engines offer a wide range of power in
G relatively small sizes and are used in a variety of power
generation purposes from utility power generation to
transportation or military vehicles such as, airplanes, high-
speed jets, helicopters, ships, tanks, locomotives and even in
automobile and motorcycle turbochargers. The important
characteristic of gas turbines which make them more
environmental friendly than its competitor diesel engine and
one of the reasons that it has a better power/weight ratio is that
combustion in gas turbines is continuous with average
temperatures and pressures lower than the peak levels in diesel
engines that foster NOx emissions and hence require stronger
constructions. Moreover, gas turbines can be operated on a
wide range of fuels including natural gas which performs a
cleaner combustion. The reason for this is that continuous-
flow engines develop steady aerodynamics and flame kinetics
which reduce the constraints placed on fuel properties for
combustion such as limitations for RON (octane) number or
cetane index. In addition, the fundamental characteristic of
continuous combustion in a gas turbine engine is that the
residence time at high flame temperatures (a key cause of
NOx formation) is capable of being controlled. A balance
,i*
between smoke production and NOx generation can also be
easily secured [1-3].
Because gas turbines have wide operational flexibility and
they meet an important portion of worlds total energy demand
so their economic and ecological performance improvement
has been a significant concern for the governments. Gas
turbines have recently started to be dispatched for base load
power which have long only been used for peaking capacity
by utilities. According to some predictions gas turbines may
furnish more than 80 percent of all new U.S. generation
capacity in coming decades [4].
In addition to the advances in utility power generation,
application of gas turbines in marine vessels have advanced
significantly from only naval vessels in the 1970s to a broad
range of commercial and new naval configurations [5].
Historically, the only drawbacks of gas turbine propulsion
were high fuel consumption, lower efficiency and inability to
burn heavy fuel. With advancements in gas turbines and
propulsor design, these drawbacks have been overcomed.
Even when burning MDO, the modular gas turbine plant
offers a substantial increase in profits. They offer a high level
of flexibility with regard to vessel construction and life cycle
constraints [6]. The characteristics that have made gas turbines
attractive for naval applications are: low weight and volume,
high reliability, high speed, decreased crew size on board, ease
of maintenance and servicing because of its modular parts,
low maintenance costs and low emissions. These traits are
being realized in more commercial classes [5] and they have
become the ideal candidates for future propulsion plants [6].
The paper is divided into six sections of which this section
constitutes the introduction. Here, the traits which make gas
turbines preferable to diesel engines are explained. Different
arrangements of gas turbines are introduced in Section 2. The
reasons why gas turbines are preferred in different kinds of
ships are given in Section 3. Environmental and human health
concerns are outlined in Section 4. Design considerations for
marine gas turbines are explained in Section 5. Performance
improvement methods are mentioned in Section 6. Finally,
Section 7 contains a brief summary and outline of conclusions.
II. DIFFERENT GAS TURBINE SETUPS FOR SHIP
PROPULSION
Apart from being used solely as the propulsion unit gas
turbines are used in combination with other propulsion units.
In those systems advantages of different engines can be
34
benefited. Operational flexibility is supplied. Brief description
of such systems are as below:
CODAG stands for combined cycle diesel and gas turbine.
Diesel engine is used in low power operation and gas turbine
runs when high power is needed (Fig 1). In combined diesel
or gas turbine (CODOG) systems every propeller has one
diesel and one gas turbine for high speeds. Gas turbine or
diesel engine can only run separately because of the simple
gear arrangement. This requires a bigger gas turbine for the
same peak power demand and generally used in military ships
which need much higher speeds then their cruising speeds.
Figure 1. CODAG (above) [7] and CODOG (below) [8].
COGAG, combined gas and gas turbine has two different
kinds of gas turbines with different power. Turbines are run at
their design conditions and maximum efficiency is supplied at
different cruising speeds. At full power both turbines and run
at the same time. COSAG stands for combined steam and gas.
When maximum power is needed gas turbine runs with the
steam engine Fig 2.
Figure 2. Typical COGES arrangement [11].
35
There are also electric systems used in marine propulsion.
In these systems engines turn the generator which power
electric motors to drive the propeller shaft or pods. They take
less space and they can deploy special propulsors such as
azimuth thrusters or pods for improved maneuverability and
station-keeping ability. Precise control of the electrical
propulsion motors controlled by frequency converters. [9].
Engines run at constant speed so pollutant emissions and
efficiency are at minimum [10]. CODEG arrangement consist
of diesel electric engines running generators and a gas turbine.
COGES stands for combined cycle gas electric and steam
turbines and also known as COGAS. In this system engines
run generator sets. These systems embrace HRSGs to produce
superheated steam from the waste heat of exhaust gases of the
gas turbine. Heat for ship is generally supplied from the steam
turbine in those arrangements. No extra fuel is needed for the
steam turbine thus there is an efficiency gain of 15 - 18
percent at rated power in comparison to simple gas turbine
propulsion system.
III. GAS TURBINES IN DIFFERENT KINDS OF SHIPS
Gas turbines are preferred in military ships usually because of
their compactness, high power density, acceleration, stealth
and low start-up time. Not requiring an idling or warm-up
time, they are ready to run on full power just in 30 seconds.
They are being used in naval vessels since 1947, firstly in
Royal Navys Motor Gun Boat MGB 509.
Especially after stringent emission regulations a huge
amount of R&D for aero engines over the past decades, gas
turbines became serious competitors of widely used diesel
engines in commercial shipping. They are mostly used in
cruise ships, large fast ferries, fright carriers, LNG carriers and
fast container ships.
Studies of cruise ships built over the past few years have
shown that machinery space typically accounts for 8% to
17.5% of total on-board space [12]. By fully utilizing the
space-saving advantages offered by powerful and compact gas
turbines, about 75% of this volume can be converted into
productive space [6]. In addition to these basic requirements,
passengers have strong expectations in one key area that the
ships machinery should not be visible or audible [12].
Accordingly, combined gas and steam (COGES) plants in
cruise ships have demonstrated their overall advantages over
traditional diesel engine systems. They dramatically reduced
exhaust emissions, as well as noise and vibration. The high
power density of the gas turbines enabled the power plant to
be installed in much less space than a diesel electric system.
Moreover they need 50% less ancillary systems [1]. The first
COGES application in year 2000 saved weight of 900 tons and
space for up to 50 additional passenger cabins on each ship,
plus additional space for 20 crew cabins and public areas. In
other arrangements, such as locating the engines aft or in the
funnel, it was possible to gain an additional 100 cabins [13].
IV. ENVIRONMENTAL CONCERNS
Ships have a potential to contribute to pollution significantly
in coastal communities. Recent studies have estimated around
15% of global NOx emissions are attributable to oceangoing
ships. Given nearly 70% of ship emissions occur within 400 Figure 4 shows that although shipping seems a big
km of land, ships have the potential to contribute significant contributor to global pollution (Fig. 3) they prevent bigger
pollution in coastal communities. Results indicate that environmental disasters. That is because energy consumption
shipping-related PM emissions are responsible for of ships are 0.03 0.24 [MJ/tonne km] depending on ship type
approximately 60,000 deaths annually at a global scale [14]. on average 0.12 MJ/tonne km at their full capacity.
This thread can be reduced by increasing the use of clean As for highway transportation (Fig. 2 Trucks) this value
fueled gas turbines in marine vessels and nearly 100% rises to about 0.75. So, for transportation of one unit freight,
reduction in SOx and particle emissions, 85-90% reduction in highway transportation consumes at least 6 times energy
NOx emissions and 15-20% reduction in CO2 emissions can which means combustion of 6 times more fuel and pollution
be achieved [15]. Table 1 gives a comparison of emissions and also much bigger contribution to global warming.
between a diesel and gas turbine engine in g/kg fuel basis
which is a measure of emissions regardless of the engine V. DESIGN
technology and Figure 3 shows the contribution of shipping to Gas turbines are produced as a package with specific sizes and
annual global emissions. performance outputs where diesel engines can be designed
Emission EI Diesel EI Gas Turbine Change according to custom demands. To prevent technical and
component [g/kg fuel] [g/kg fuel] [%] economic problems, size and performance of a specific gas
SOx 54 7.6 -86 turbine should always be in mind in the design phase of a
marine project. Generally marine gas turbines are derived
NOx 87 28.6 (3.2) -67 (-96)
from lightweight aircraft engines rather than heavy and bulky
PM 7.6 1.1 -85 industrials. So marine gas turbines benefit from the intensive
CO 7.4 0.14 -98 and expensive research and development efforts on the aircraft
VOC 2.7 0.05 -98 gas turbines.
Gas turbines drive a compressor which supplies the air for
Table 1. Emission comparison of a two stroke slow speed combustion and cooling purposes. In any application about
diesel (HFO) vs. GE LM2500+ Gas Turbine [16]. half of the energy produced by the turbine is consumed by the
From Figure 3 one can understand that shipping is a big compressor and electrical demands of the accessories. In gas
turbines used in the aircraft jet engines, the energy left in the
contributor to global pollution but on the other hand a huge
hot gas stream is released at high velocity to propel the aircraft
amount of energy is saved by marine transportation as seen in
by reaction force. On the other hand in shaft power
Figure 4 [17].
applications, the use of a free power turbine which absorbs the
excess energy left in the hot exhaust stream is essential to
drive the shaft. Some aero engines with turbo-prop technology
have already got power turbines and they are ready to use in
marine applications. In shaft powered or marine gas turbines
the prime mover, original aero gas turbine part is called a
gasifier or gas generator turbine (Figure 5). Only gasifier has
to be run on the starting cycle which reduces the starting
power requirement.

Figure 3. Comparison of emissions from different transport

modes (2000) [18].

Figure 5. A gas turbine unit with a free power turbine [19].

Figure 4. Comparison of energy consumption from different
transport modes [17].
In larger gasifiers the compressor and turbine are divided into
two parts as low pressure and high pressure units. Low
pressure compressor is driven by the low pressure turbine and
the high pressure compressor is driven by the high pressure
turbine. This ensure stability at high pressures moreover each
compressor have different optimum operating points and

36
speeds improving operational flexibility. Only the HP rotor
needs to be turned during starting, and therefore even the
largest gas generator can be started by battery [1].

VI. PERFORMANCE IMPROVEMENT METHODS

There are many performance improvement methods for gas
turbines. These methods aim to improve net power output
thermal efficiency part load performance and some of them
help to emit less pollutant emissions. Most common methods
are presented in Figure 6 and 7.
Figure 7. Typical steam-injected cycle configuration [20].
Simple cycle: is the basic gas turbine cycle which consists of a
combustion chamber between a single compressor and a gas Results of this study are tabulated in Table 2. Changes in
turbine. specific power and thermal efficiency are also shown in
Intercooled cycle: an intercooler is placed between high and comparison to the basic cycle:
low pressure compressors to reduce compressor work.
ICR cycle: a recuperator or regenerator is added after the low Specific Thermal Power Eff.
pressure compressor, before the combustion chamber to the Cycle Power Eff. % Change Change
intercooled cycle to recover waste exhaust heat and heat up (kW) % %
the compressed air. Basic 325,64 36,54 - -
Reheat cycle: a supplementary combustion chamber is placed Regenerative 325,64 47,18 0,00 29,12
between high and low pressure turbines to increase expansion
work. Evaporative- 436,33 49,17
Regenerative 33,99 34,56
Intercooled reheat cycle: includes an intercooler between the
compressors and a reheat combustor between the power Steam-
turbines. Injected 352,38 44,23 10,26 27,12
Steam injected cycle: steam is injected in the combustion (5% @400oC)
chamber which increases performance and decreases NOx Intercooled 385,80 35,27 18,47 -3,48
emissions. Cycle configuration is given in the Figure 7. Reheat 426,33 33,29 30,92 -8,89
Combined cycle: a bottoming steam turbine cycle which
benefits from the hot exhaust gases of the gas turbine is added Intercooled- 486,48 32,88 49,39 -10,02
to a simple cycle gas turbine. Waste heat decreases the fuel to Reheat
Intercooled- 385,80 53,41
produce steam which runs the steam turbine. 18,47 46,17
Regenerative
Intercooled-
Regenerative- 486,48 55,67 49,39 52,35
Reheat
Regenerative- 426,33 50,73
Reheat 30,92 38,83
Single
Pressure
474,29 54,82 45,65 50,03
Combined
Cycle

Table 2. Effects of various performance improvement

methods.

Figure 6. Various gas turbine cycle configurations [1]. VII. CONCLUSION

Authors conducted an air standard analysis to show effects of
different cycle modifications and changes in efficiency and
specific power are observed in Table 2. Selected pressure ratio
is 12, firing temperature is 1400 K and inlet air temperature is
288 K. Compressor and turbine isentropic efficiencies are 87%
and 89% and regenerator efficiency is 85% respectively.
Pressure losses are neglected and combustion is assumed
adiabatic. For the steam turbine in combined cycle Pmax=7
MPa, Tmax=500oC, Pmin=5 kPa and the exhaust temperature of
the heat recovery boiler is taken 450 K.
Taking advantages of gas turbines in ship propulsion have
many benefits. Ship related emissions are a big part of global
air pollution which cause 60.000 deaths annually. Gas turbines
offer a clean technology for powering of ships. With
increasing R&D and stringent emission regulations they have
become ideal candidates for many marine projects. Future
legislation will impose much harder restrictions on the fuel
sulphur content which will rise the price of HFO [17]. As the
price gap between HFO and MGO decreases, more
commercial vessels will employ gas turbines because of their

37
various advantages especially in size, noise, vibration and Combustion Symposium Izmir, Turkey: The Combustion Institute
& International Centre for Heat and Mass Transfer (ICHMT)
environmentally friendliness. (2013).

ACKNOWLEDGMENT
This work is derived from authors unpublished Ph.D. Thesis:
Effects of water/steam injection on the thermo-economic
performance and emissions of gas turbines and their
optimization The authors also wish to express their sincere
gratitude to Saban Pusat from Yldz Technical University for
their valuable comments on the study.

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