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Considerations regarding the anti-icing system for the ship propulsion plant
with gas turbine

Article in E3S Web of Conferences · July 2021

DOI: 10.1051/e3sconf/202128604013

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E3S Web of Conferences 286, 04013 (2021) https://doi.org/10.1051/e3sconf/202128604013
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Considerations regarding the anti-icing system

for the ship propulsion plant with gas turbine
George Iulian Balan1, Octavian Narcis Volintiru2, Ionut Cristian Scurtu2*, Florin Ioniță2,
Mirela Letitia Vasile1, and Claudia Borzea1
1. National Research and Development Institute for Gas Turbines COMOTI, București, România
2. Mircea cel Batran Naval Academy, Constanta, Romania

Abstract.Vessels that have navigation routes in areas with ambient

temperatures that can drop below + 5 [C], with a relative humidity of over
65%, will have implemented technical solutions for monitoring and
combating ice accumulations in the intake routes of gas turbine power
plants. Because gas turbines are not designed and built to allow the
admission of foreign objects (in this case - ice), it is necessary to avoid the
accumulation of ice through anti-icing systems and not to melt ice through
defrost systems. Naval anti-icing systems may have as a source of energy
flow compressed air, supersaturated steam, exhaust gases, electricity or a
combination of those listed. The monitoring and optimization of the
operation of the anti-icing system gives the gas turbine power plant an
operation as close as possible to the normal regimes stipulated in the ship's
construction or retrofit specification.

Anti-icing = to prevent the ice accrual

De-icing = removing the ice from the inlet ducts and/or the inlet
flare of gas turbine (highly not recommended during running).

1. Structural details about ST40M gas turbine propulsion system

The system is built around of the (Pratt& Whitney) ST40M gas turbine and it is a
retrofitting project named TURBONAV and a main contractor for the research and
development was nominated The National Research and Development Institute for Gas
Turbines COMOTI.As per the Fig.1., following the gas path there can be identified the ship
air intake, air intake duct, ST40M gas turbine, exhaust duct and the ship uptake. Propulsion
power is transferred from the power turbine to the torque tube via a high speed clutch and
from the torque tube to the primary gearbox.

*
Corresponding author: scurtucristian@yahoo.com

© The Authors, published by EDP Sciences. This is an open access article distributed under the terms of the Creative Commons
Attribution License 4.0 (http://creativecommons.org/licenses/by/4.0/).
E3S Web of Conferences 286, 04013 (2021) https://doi.org/10.1051/e3sconf/202128604013
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Fig. 1.Energetic system with ST40M gas turbine[19]

2. Air intake parameters

Wet (1:1 water: fuel) Dry
Power Heat rate Power Heat rate
Peak Rating 7183 shp 7921 Btu/hph 6576 shp 7595 Btu/hph
5357 kW 10611Btu/kWh 4904 kW 10185 Btu/kWh
Base Rating 6089 shp 7916 Btu/hph 5416 shp 7688 Btu/hph
4547 kW 10615Btu/kWh 4039 kW 10310 Btu/kWh
Fig. 2.ST40M Gas turbine functional parameters [20]
- mass air flow: ṁa [kg /s]
- forecast ambient temperature for icingtamb = (-20C  +5C)
- icing conditions:

Fig. 3.Icing condition Rolls Royce [8] Fig. 4.Icing condition in according to the

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Mollier diagram [15]

t[0F]=32+1.8t[0C]

t[0C]= (t[0F]-32)/1.8

t 0C -40 -30 -10 0 5 10 15 30 40

t 0F -40 -22 14 32 41 50 59 86 104

Fig. 5.ST40M Exhaust Flow chart [20] Fig. 6.ST40M Fuel Consumption chart [20]

3. Energetically fluxes for the gas turbine air intake

A. Electric energetically flux
B. Hot air energetically flux
B1. Energy flow exchanger (hot air and intake air)
B2. Hot air injection in the air intake duct
C. Exhaust gas energetically flux
C1. Energy flow exchanger (exhaust gas and intake air)
C2. Exhaust gas injection in the air intake duct
D. Steam energetically flux
D1. Energy flow exchanger (steam and intake air)
D2. Steam injection in the air intake duct.
E. Ballast water energetically flux
E1. Energy flow exchanger (ballast water and intake air)
By using the data from the fuel consumption diagram (Fig. 6.), the sea trial parameters
[13] and the following equations we can find the functional parameters for the ST40M gas
turbine propulsion system. The calculus is based on F75/F76 NATO fuel, on wet and dry
running.
1[HP] = 0.736[KW] (1)
10000�BTU�h� = 2.93[KW]; 10000[BTU] = 2.93[KWh] (2)
BTU 2.93 KWh KWh
10000 � �= � � = 3.98 � � (3)
HPh 0.736 KWh KWh

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�� Kg
Qi = 42700 � � − Lower Heating Value; C� � �h� – fuel consumption (4)
��

P���� ≅ 0.33 ∙ P��� [KW]- Propulsion effective power (5)

�� ∙��
Q̇ � = - available energy flow (6)
����

Q̇ � = RE ∙ P��� ; RE – energy ratio (7)

��∙���� ∙����
C� = - fuel consumption (8)
��
��
ρ� = 0.84 � � - fuel density (9)
�

P���� = C� ∙ V�� [KW] – ship propulsion power (10)

C� = 5.87 – ship resistance coefficient* (11)
* it was determinate after sea trial in 2019
1852 m m
1Kn = � � = 0.514 � � (12)
3600 s s
��
����� � �
V� = � � � � - ship speed (13)
�� �

4. Anti-icing parameters
The exhaust gas mass flow rate:
ṁgaze=15.7 [kg/s] at ambient temperature 0°C
Specific fuel consumption:
ce = 1089 [kg/h] = 0.3025 [kg/s]
The air intake mass flow rate:
ṁaer = ṁgaze - ce = 15.7 – 0. 3025 = 15.3975 [kg/s]
ṁaer =0. 3025α13.8
From where the air excess coefficient is:α=3.688.
The necessary energetically flux for anti-icing (when the total amount of the air intake
is heated):
For Δt = 5 °C.cp=1.01[kJ/kg grad]
Q̇ nec5 = ṁaer⋅cp⋅Δt
Q̇ nec5 = 15.3975 ⋅ 1.01⋅ 5 = 77.76 [kW]
For Δt = 6°C, cp=1.01[kJ/kg grad]
Q̇ nec6= ṁaer⋅cp⋅Δt
Q̇ nec6= 15.3975 ⋅ 1.01⋅ 6 = 93.3 [kW]
For Δt = 10 °C, cp=1.01[kJ/kg grad]
Q̇ nec10 = ṁaer⋅cp⋅Δt
Q̇ nec10 = 15.3975 1.01⋅ 10 = 155.51[kW]
For Δt = 20 °C, cp=1.01[kJ/kg grad]
Q̇ nec20 = ṁaer⋅cp⋅Δt
Q̇ nec20 = 15.3975 ⋅ 1.01⋅ 20 = 311.02[kW]

5. Electric anti-icing system proposal, version 1:

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Fitting of electric heating coils inside of the transition duct between splitter box and
cascade bend of the ST40M gas turbine air intake.

Fig. 7.Anti-icing system version 1

According with the material description sheets from the heating systems producer
Chromalox, a single electric heating coil in 3 [m] length, heaving a 29 [mm] diameter it is
able to generate an energetic flux of 10 [KW].
For heating-up the total amount of the gas turbine air intake with 6 [C] there will be
necessary to install 9 electric Fintube heating coils. The powering of the anti-icing systems
will require 120 [KW], 440 [V] from the ship power grid.
In Fig. 7.there are shown only three electric Fintube heating coils and, therefore, a total
energetically flux of 30 [KW] and, for the above example will be necessary to install
another two layers of coils (9 heating coils in total) for generating 90 [KW].

6. Electric anti-icing system proposal, version 2

Fitting of electric heating coils outside of the cascade bend.
Using this version of the electric anti-icing system will ensure that the air flow is not
perturbed and will be no any additional pressure losses inside of the air intake duct.

Fig. 8. Anti-icingsystemversion 2
Using this electric heating coils arrangement there will be a 2.5 [m2] heated area and
will act as a heat exchanger. There will be necessary to thermal insulate the cascade bend to
minimise the energy flux escaping outside.

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Fig.9.Anti-icing system version 2 - details

7. Thermal anti-icing system - proposal

The most ships propelled by the energetically installations with gas turbine are using the
anti-icing systems based on energy fluxes from compressed air, steam or exhaust gas.
Transmission of the energy fluxes from a thermal agent to the intake air can be done by
heat exchangers or by direct injection of the thermal agent in the air intake duct.
For the retrofitting project where there is no steam generator already installed, this
system will have to be based on compressed air or on exhaust gas.
The exhaust gas can be leaded through a heat exchanger installed inside of the air intake
duct. This system will generate structural modifications and will introduce power losses in
the air flow.
Exhaust gas direct injection will be a proper solution for the anti-icing due to high
temperature thermal agent but it will be necessary to be accepted by the gas turbine
manufacturer.
In Fig. 10.is shown an anti-icing system using the energy flow from the direct injected
compressed air produced by the gas turbine compressor [3]. This technical solution for the
anti-icing system is the most used for the navy ships, is robust, easy in control and easy to
be implemented in case of ship retrofitting. By using a certain amount of the gas turbine
compressed air it will reduce the delivery power of the entire propulsion system.

Fig. 10. Anti-icing system with compressed air

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Conforming to the ST40M installation manual there is the possibility to extract an

amount of maximal 10% of the compressed air mass flow (6% from the LP compressor and
10% from the HP compressor but not more than 10% from the compressed air mass flow in
total).
Therefore, that is possible to extract the compressed air from LP system having maxim
temperature tLP= +282 [°C]with a mass flow of 6 [%]from total intake air mass flow(6
[%]⋅15.3975 [kg/s] = 0.92 [kg/s])or compressed air from HP system having maxim
temperature tHP = +510 [°C] la with a mass flow of 10 [%]from total intake air mass
flow(10 [%]⋅15.3975 [kg/s] = 1.54 [kg/s]).
Calculus of the compressed air mass flow used for the anti-icing system will be done by
expressions of the enthalpy balance against of the reference temperature. We will consider
the reference temperaturetamb = +15 [°C]and a specific heat of the intake air at constant
pressurecp = 1.01 [kJ/kg grad].
The enthalpy balance equations:
Q̇ intake = ṁintake⋅cp⋅ΔTintake
Q̇ intake = ṁamb⋅cp⋅ (Tamb – 288.15) + ṁcomp⋅cp⋅ (Tcomp – 288.15)
From where we can findṁcompdepending of the temperature differenceΔTintakefor the
anti-icing system:
ṁcomp = [ṁintake⋅ΔTintake - ṁamb⋅ (Tamb – 288.15)]/ (Tcomp – 288.15)
For the case when it is extracted the compressed air from the LP system we will admit
ΔTintake = 6 [°K] =Δt [C] (rising the temperature from -3 [°C] to +3 [°C]) the followings
are finding:
ṁcompLP = [15.3975⋅ 6 – 14.4775 ⋅ (270.15 – 288.15)]/ (555.15 – 288.15)
ṁcompLP= 1.32 [kg/s] (14)
For the case when it is extracted the compressed air from the HP system we will admit
ΔTintake = 6 [°K] =Δt [C] (rising the temperature from -3 [°C] to +3 [°C]) the followings
are finding:
ṁcompHP = [15.3975 ⋅ 6 – 13.8577 ⋅ (270.15 – 288.15)]/ (783.15 – 288.15)
ṁcompHP= 0.69 [kg/s] (15)
From the determination of air mass flow– relations(14) and (15) there can be observed
that for rising of the intake air in amount of 6 [°C] (for example: from -3 [°C]to +3 [°C]) is
needed a compressed airwith a mass flow equal with 1.32 [kg/s] from the LP system (but
this amount of mass flow is not allowed to be extracted from the gas turbine LP compressor
because it represented about 8.57 [%]from the total intake air mass flow) but, at the other
hand the anti-icing can be achieved by using compressed air from the HP systemwith mass
flow equal with 0.75 [kg/s] which is about 4.48[%]from the total intake air mass flow.

8. Ice accrual sensors for the anti-icing systems

In conformity with the ship classification rules, it is mandatory to use the special
designed sensors for monitoring the ice accrual inside of air tank ducts for gas turbine
propulsion systems[1] [16].

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Fig. 11. Anti-icing sensor arrangement

Due to the fact that the air tank struts are the susceptible areas for the ice accrual [8] but
also the inlet guide vanes and inter stage stator vanes, it is recommended to install one ice
accrual sensor (if the sensors has a failing signal) or two sensors in the other cases.

9. Conclusions
If the electrical balance of the ship is designed to withstand an amount 180 [kW] (90
[kW] for each gas turbine) than, the electric anti-icing systems version 1 and version 2 are
the best technical solutions. The main advantages of this two versions are the easiness of
the installations, controlling, optimisation and monitoring of the ice accrual without using
the energy flow from the propulsion system.
The anti-icing system with air compressed extracted from the gas turbine compressor is
very robust and safety to use, but will not allow the propulsion system to run on maximal
functional parameters. The effective propulsion power of the gas turbine energetically
system will be diminished by few percents (up to 10% in power loss). The timing of the
compressed airextraction, the air mass flow and duration of extraction is controlled by
using ambient temperature sensors and ice accrual sensors. Due to anti-icing system
optimisation the fluctuations of the effective power for propulsion can be maintained at
lower level and therefore, the fuel consumption can be properly adjusted.

References

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