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organic Rankine cycle power systems for maritime applications

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M.E. Mondejar et al. Renewable and Sustainable Energy Reviews 91 (2018) 126–151 preferably have a simple configuration, with plate HEXs, and use HFOs or, eventually hydrocarbons, as working fluids. The units used for WHR of the exhaust gases and other high temperature sources would pre- ferably use shell and tube HEXs and a regenerator, and hydrocarbons or siloxanes as working fluids. The ORC technology stands out over the steam Rankine cycle and the Kalina cycle because of its capacity of recovering low-temperature heat and its simpler design, and outranks the rest of waste heat recovery technologies presented due to its level of maturity. Alternative manufacturing processes and materials, advances in the design methods of the ORC unit components, and new process integrations of the units within the energy system of the ship, con- sidering the potential future use of alternative fuels, are needed to further enhance the economic viability of ORC systems and facilitate their integration on board. New working fluids shall also be in- vestigated in order to reduce the flammability risk associated with the ORC unit, and to comply with the increasingly restrictive regulations on their environmental impact. Acknowledgements The work documented in this paper has been funded by Den Danske Maritime Fond with the project Pilot ORC, project ID: 2015-070; DTU Mekanik, Organic Recycle Unit (www.pilotORC. mek.dtu.dk), Innovationsfonden with the THERMCYC project (www.thermcyc.mek. dtu.dk, project ID: 1305-00036B), and the European Union's Horizon 2020 research and innovation programme with a Marie Skłodowska- Curie Fellowship under grant agreement No 704201 (www.nanoorc. mek.dtu.dk, project NanoORC). Some funding has also been provided by Signe och Olof Wallenius Stiftelse. The financial support is gratefully acknowledged. In addition, we thank Peter Sinding, Dampskibsselskabet NORDEN A/S, Denmark, for providing vessel load profiles, and Hans Otto Holmegaard Kristensen, Department of Mechanical Engineering, Technical University of Denmark, for pro- viding useful information and guidance on shipping in general. Rasmus Frimann Nielsen, Mærsk, is thanked for providing information on re- presentative load profiles for container vessels. We also thank Kim Nørby Christensen, Odense Maritime Technology, Denmark, for pro- viding useful input regarding the estimations of the potential of in- stalling ORC units on ships. Bent Ørndrup Nielsen, MAN Diesel & Turbo, Denmark, is thanked for being always available with knowledge on marine engines and shipping in general. Data of the world fleet and ship characteristics were retrieved from The Clarksons Research World Fleet Register dataset. Finally, the permission to publish graphical material from Alfa Laval and DNV-GL is acknowledged. References [1] International Chamber of Shipping, 〈www.ics-shipping.org〉, [accessed 6 August 2015]. [2] World Shipping Council. The Liner Shipping Industry and Carbon Emissions Policy; 2009. 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