The main results of the calculations are summarized in table (11.1). Total annual savings, estimated total investment costs, and the resulting payback period are considered main results as the economic performance of the system would state the likelihood of implementation. The impact of assumptions discussed in the previous chapter should be kept in mind when evaluating these values.
Table 11.1. Economic calculation results for each technology
Technology Annual savings
Seawater freeze desalination 560 000 100 000 0,2
When comparing the calculated investment costs to the estimated total price of the vessel (400 million USD) they are small – even the ORC system would increase the total price by about 0,1
%. As the payback periods are below one year for three of the four systems, investing in these types of systems seems lucrative. These systems are best suitable for cases that have a constant demand while the engines are operating. As some demands, HVAC as an example, vary largely depending on the time of year and surrounding conditions, this system might not be the best fit.
The demands for cooling in some spaces, fresh water, and auxiliary power remain more stable in comparison.
The system onboard Viking Glory uses LNG cold for cooling, and this method showed the most promise in the calculations of this thesis as well. It isn’t the absolute best in terms of performance, but it is the only one of the technologies that doesn’t have an existing “ready”
solution for it outside traditional refrigeration compressors: With propulsion systems being and becoming increasingly hybrid or fully electric, the power consumption is easier to incorporate into the generation of the whole vessel. The existing desalination technologies, especially reverse osmosis, are already mature and compare adequately to the production rates and energy consumption of freeze desalination, and they are powered by existing waste heat solutions
onboard. With cooling the advantage of not having high GWP refrigerants onboard, and adequate production are factors that speak in favor of the system.
For power generation methods, possibly the largest problem with all of them is timing: The heat sink of the LNG is available mainly during cruising or other times of higher fuel consumption, during which there already is an abundance of electric power from the engines (in a diesel-electric or diesel-electric setup), and thermal energy from the EGB’s and engine cooling. This linkage between power production capabilities during already high production is a setback when considering implementing the system. The upside of these systems would be the reduced need for installed capacity onboard, which would result in smaller engine sizes and reduced fuel consumption. To say this definitively, further calculations would be required.
The power generation methods would function as a supplementary system to enhance efficiency, as they can’t meet the total demand in any case. This would allow a different approach, where the total efficiency would be the desired result instead of the optimal output.
For example, if the heat source is replaced with LT heat that is harder to utilize elsewhere, the overall efficiency could potentially be improved even though the obtained net output is smaller.
The exhaust gases already often have EGB’s installed utilizing the higher temperature range, as was the case for the case vessel.
These results were calculated for scenarios when the systems were being used individually.
When considering these technologies for a real application, it would be likely that a system combining multiple technologies would prevail. For example: with freeze desalination an additional heater was included in the calculations, and this heater could be used as a heat sink for other applications. After the direct expansion system, a cooler was placed to ensure the required supply temperature, that could also be incorporated into other processes. By splitting the regasification process in direct expansion, the first part could be used as a heat sink for a cooling system, also decreasing the energy required from the heat source that would heat the methane to the expander inlet temperature. A variety of different combinations are possible, but definitive performance reviews would demand further calculations. When the possibility of using an EGB with the technologies presented in this thesis, the systems would become increasingly complex and demand significantly more calculations.
12 SUMMARY
This thesis examined different solutions for the utilization of LNG regasification process, that could be used as a heat sink on the scale of a cruise ship. The examination was based on an actual cruise vessel with measured data available from a study of energy efficiency. The measured vessel used oil in its engines, but it was reimagined as being LNG-powered for the purposes of this thesis. The discussed technologies were direct cooling and refrigeration, electric power generation with an ORC system and a direct expansion system, and seawater freeze desalination. The best of considered coolants and working fluids for each process were chosen and calculations were performed of each system’s performance.
The results showed that these types of systems can be attractive solutions for cruise vessels, especially if the system itself, and the fuel system of the ship are designed well, keeping in mind that their performance is interlinked. Significant fuel savings can be reached, resulting in very reasonable payback periods. None of the systems considered was however sufficient to replace the old systems on the case vessel entirely. Especially the cooling system showed promise, and it is currently being adapted by the industry as the first cruise vessel with such a system is being built in 2019. This was found not to be because of superior performance to the alternatives, but because it has an estimated best total performance when the entire vessel is considered. A large number of simplifications and assumptions were necessary due to the specific processes being relatively unknown, and also the limitations of a master’s thesis. These assumptions and simplifications made the results highly conceptual and more calculations would be necessary prior to a real-world adaptation.
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