A large absorption heat pump

In November 1984 the first large absorption heat pump (AHP) in Sweden was installed. The AHP delivers 7 MV heat to a district heating system, using excess steam as drive energy and cooling water as heat source. The steam and the cooling water originate from a near by chemical plant aswaste energy. The heat pump is manufactured by SANYO. It is one of the largest AHP (type I) in the world so far.The generator is heated with 10 bar steam and in the evaporator, water is cooled from 60\ub0C to 30\ub0C. The heat pump raises the temperature of the district heating water from 60\ub0C to 80\ub0C. The working pair used is Lithium bromide-water. A single control loop reduces the steam flow when the temperature of the district heating waterexceeds 83\ub0C.In this paper the energy balances and internal behavior of the heat pump are presented. The energy balances were continuously determined from temperature and flow recordings every other minute in the external streams of the AHP. The internal behavior - such as heat transfer - have been studied by means of surface temperature sensors. The COP was found to vary between 1.3 and 1.8 with a mean value of 1.6. Since startup the availability has been 100 %. The AHP is very flexible with load variations between 0 % and 100 % without complications. Corrosion has been avoided by means of inhibitors and a purge pump system

Research activities on heat transformers at Chalmers University of Technology,

Ongoing and planned research work in the absorption field at Chalmers University of Technology can be divided into four areas:- System studies and optimization;A computer program has been developed with which a heat transformer can be simulated and its parts can be technically and/or economically optimized. Technical optimizations include optimal area distribution between the five heat exchangers to achieve a certain COP or a certain temperature lift and minimum total area needed for a certain heat output. Economic optimizations include optimal size of the heat transformer and its components at various conditions.- Desorption heat transfer; An experimental plant for studies of heat transfer coefficients of LiBr-H20 in a falling-film type desorber has been constructed. No results are yet available. -An activity-coefficient model for electrolyte systems; An activity-coefficient has been proposed to represent the properties over a wide electrolyte concentration range, i.e. high dilution to the solubility limit. It is well suited both for single-electrolyte and multi-electrolyte solutions.-Transport properties for electrolyte systems;The aim with this project is to develop methods and equations for correlation and prediction of transport properties, mainly viscosity, for single- and multicomponent electrolyte systems. An equation for correlation of viscosity data has been proposed and an equation for prediction of the viscosity based on activity coefficients is under development

A large absorption heat pump

In November 1984 the first large absorption heat pump (AHP) in Sweden was installed. The AHP delivers 7 MV heat to a district heating system, using excess steam as drive energy and cooling water as heat source. The steam and the cooling water originate from a near by chemical plant aswaste energy. The heat pump is manufactured by SANYO. It is one of the largest AHP (type I) in the world so far.The generator is heated with 10 bar steam and in the evaporator, water is cooled from 60\ub0C to 30\ub0C. The heat pump raises the temperature of the district heating water from 60\ub0C to 80\ub0C. The working pair used is Lithium bromide-water. A single control loop reduces the steam flow when the temperature of the district heating waterexceeds 83\ub0C.In this paper the energy balances and internal behavior of the heat pump are presented. The energy balances were continuously determined from temperature and flow recordings every other minute in the external streams of the AHP. The internal behavior - such as heat transfer - have been studied by means of surface temperature sensors. The COP was found to vary between 1.3 and 1.8 with a mean value of 1.6. Since startup the availability has been 100 %. The AHP is very flexible with load variations between 0 % and 100 % without complications. Corrosion has been avoided by means of inhibitors and a purge pump system

Research activities on heat transformers at Chalmers University of Technology,

Ongoing and planned research work in the absorption field at Chalmers University of Technology can be divided into four areas: - System studies and optimization; A computer program has been developed with which a heat transformer can be simulated and its parts can be technically and/or economically optimized. Technical optimizations include optimal area distribution between the five heat exchangers to achieve a certain COP or a certain temperature lift and minimum total area needed for a certain heat output. Economic optimizations include optimal size of the heat transformer and its components at various conditions. - Desorption heat transfer; An experimental plant for studies of heat transfer coefficients of LiBr-H20 in a falling-film type desorber has been constructed. No results are yet available. -An activity-coefficient model for electrolyte systems; An activity-coefficient has been proposed to represent the properties over a wide electrolyte concentration range, i.e. high dilution to the solubility limit. It is well suited both for single-electrolyte and multi-electrolyte solutions. -Transport properties for electrolyte systems; The aim with this project is to develop methods and equations for correlation and prediction of transport properties, mainly viscosity, for single- and multicomponent electrolyte systems. An equation for correlation of viscosity data has been proposed and an equation for prediction of the viscosity based on activity coefficients is under development

Holistic Perspective on Damage Stability Standards for RoPax Ships

The present paper is intended to outline in brief the work and findings of a Triple-Helix project as initiated by the Swedish Shipowners’ Association and concluded in mid-2015. The aim of the study has been to, in light of the ongoing IMO deliberations on revision of SOLAS Chapter II-1, review and evaluate from a holistic perspective, existing as well as proposed amendments to ro-ro passenger ship safety regulations

Holistic Perspective on Damage Stability Standards for RoPax Ships

The present paper is intended to outline in brief the work and findings of a Triple-Helix project as initiated by the Swedish Shipowners’ Association and concluded in mid-2015. The aim of the study has been to, in light of the ongoing IMO deliberations on revision of SOLAS Chapter II-1, review and evaluate from a holistic perspective, existing as well as proposed amendments to ro-ro passenger ship safety regulations

Concept design and environmental analysis of a fuel cell RoPax vessel - Report in the HOPE (Hydrogen fuel cells solutions in shipping in relation to other low carbon options) project

This report includes a ship concept design developed for a RoPax ship (a ferry transporting passengers and goods) with hydrogen fuel cell propulsion for intended operations on the route Frederikshavn (Denmark) to Gothenburg (Sweden). The assessments, performed within the HOPE (Hydrogen fuel cells solutions in shipping in relation to other low carbon options – a Nordic perspective) project, shows that it is technically feasible to build and operate such a ship with existing technology for the studied route between these two Nordic countries. Also, the costs of such a concept are assessed and compared to other fuel options including: battery-electric propulsion, electro-ammonia, electro-methanol, biomass-based methane, or fossil liquefied natural gas (LNG), as well as conventional fossil marine gas oil (MGO). The overall result from the comparative analysis of the estimated costs is that the hydrogen fuel cell ship, when assuming current or near future costs for the technology and the hydrogen, is estimated to be some 25 percent more expensive than a conventional fossil fuelled (MGO) RoPax ship (when including costs for emissions in the EU emission trading scheme). However, the cost developments are uncertain. In the case that fuel cell prices, and hydrogen prices, are decreasing, and todays cost levels of emission allowances in the EU emission trading scheme (ETS) increase, the hydrogen fuel cell ship could possibly be operated at lower total costs compared to the MGO fuelled ship. A cost benefit analysis was also performed, comparing costs linked to the technical implementation of hydrogen fuel cell solutions in shipping (with a private and social perspective) to benefits in terms of reduced external costs linked to lower emissions and potential subsides. The cost benefit assessment also confirms that the investment from a private perspective is not cost effective and that additional subsidies may be needed for investments in fuel cell hydrogen technology to take place. The cost effectiveness from a social perspective is strongly dependent on values of highly uncertain parameters. The impacts of emissions of hydrogen as fuel in a Nordic context were assessed for deployment scenarios for hydrogen and fuel cell solutions in Nordic shipping. There is a considerable potential for emission reductions both in terms of CO2, nitrogen oxides (NOX), sulphur dioxide (SO2) and particulate matter (PM) linked to the implementation of hydrogen and fuel cells in Nordic shipping, particularly in the RoPax segment, representing 30% of total CO2 emissions in 2018. Considering the relatively long lifetime of vessels, investments must be made soon to enable a hydrogen powered shipping fleet in the near future. Since it is currently not economically viable with hydrogen and fuel cells vessels there is need for subsidies and investments in pilots to develop solutions and speed up the process.

Concept design and environmental analysis of a fuel cell RoPax vessel - Report in the HOPE (Hydrogen fuel cells solutions in shipping in relation to other low carbon options) project

This report includes a ship concept design developed for a RoPax ship (a ferry transporting passengers and goods) with hydrogen fuel cell propulsion for intended operations on the route Frederikshavn (Denmark) to Gothenburg (Sweden). The assessments, performed within the HOPE (Hydrogen fuel cells solutions in shipping in relation to other low carbon options – a Nordic perspective) project, shows that it is technically feasible to build and operate such a ship with existing technology for the studied route between these two Nordic countries. Also, the costs of such a concept are assessed and compared to other fuel options including: battery-electric propulsion, electro-ammonia, electro-methanol, biomass-based methane, or fossil liquefied natural gas (LNG), as well as conventional fossil marine gas oil (MGO). The overall result from the comparative analysis of the estimated costs is that the hydrogen fuel cell ship, when assuming current or near future costs for the technology and the hydrogen, is estimated to be some 25 percent more expensive than a conventional fossil fuelled (MGO) RoPax ship (when including costs for emissions in the EU emission trading scheme). However, the cost developments are uncertain. In the case that fuel cell prices, and hydrogen prices, are decreasing, and todays cost levels of emission allowances in the EU emission trading scheme (ETS) increase, the hydrogen fuel cell ship could possibly be operated at lower total costs compared to the MGO fuelled ship. A cost benefit analysis was also performed, comparing costs linked to the technical implementation of hydrogen fuel cell solutions in shipping (with a private and social perspective) to benefits in terms of reduced external costs linked to lower emissions and potential subsides. The cost benefit assessment also confirms that the investment from a private perspective is not cost effective and that additional subsidies may be needed for investments in fuel cell hydrogen technology to take place. The cost effectiveness from a social perspective is strongly dependent on values of highly uncertain parameters. The impacts of emissions of hydrogen as fuel in a Nordic context were assessed for deployment scenarios for hydrogen and fuel cell solutions in Nordic shipping. There is a considerable potential for emission reductions both in terms of CO2, nitrogen oxides (NOX), sulphur dioxide (SO2) and particulate matter (PM) linked to the implementation of hydrogen and fuel cells in Nordic shipping, particularly in the RoPax segment, representing 30% of total CO2 emissions in 2018. Considering the relatively long lifetime of vessels, investments must be made soon to enable a hydrogen powered shipping fleet in the near future. Since it is currently not economically viable with hydrogen and fuel cells vessels there is need for subsidies and investments in pilots to develop solutions and speed up the process.