RENK Marine Symposium 2016

Contents
Welcome and Key Note . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5

Florian Hofbauer, CEO RENK AG
Dr. Franz Hoppe, GM Marine, RENK AG
Maritime Security in the Environment of Modern Fleet Operational Tasks . . . . . . 12

RDML Dipl.-Ing. Frank Lenski
Commander of Naval Support Command
Multi Task Profile and Future Mission of the Italian Navy. . . . . . . . . . . . . . . . . . 18

CDR Andrea Mauro, Naval Engineer Officer
Head of Integrated Logistic Support Section in New Shipbuilding
Department
Italian Naval Armaments Directorate
Requirements for Future Propulsion Systems onboard German Navy Vessels. . . . 34

CDR s.g. Clemens Baumscheiper
German Navy
The Development of the US Navy fleet and its Projected Mission . . . . . . . . . . . . 42

Benjamin Canilang, Engineering Manager
NAVSEA Systems Command, US Navy
The LCS Program in view of Supportive Tasks of the US Navy . . . . . . . . . . . . . . 52

Johannes Driessen, Technical Director LCS Program
Lockheed Martin
Efficient and environmental friendly solutions of propulsion systems for

Patrol Vessels and Mega Yachts. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60
Dr. Carsten Spieker, General Manager Yachts
Hartmut Henke, General Manager Naval
Fr. Lürssen Werft GmbH & Co. KG, Bremen
Noise of Propulsion Systems: How quiet can you get?. . . . . . . . . . . . . . . . . . . . 74

Dr. Dietrich Wittekind
DW-ShipConsult GmbH
The Columbian Navy in Transit between Today and Tomorrow . . . . . . . . . . . . . . 86

CAPT Fredy Zarate, MSC, MSE
Columbian Navy
2
NSC – the New Large Cutter in Practical Experience . . . . . . . . . . . . . . . . . . . . . 112
LCDR Jeff Zamarin
United States Coast Guard

Design Criteria for Middle Size Ship Propulsion . . . . . . . . . . . . . . . . . . . . . . . . . 122
Enrico Ferrari
Head of Ship Construction, Fincantieri S.p.A.
E lectric Drive for Advanced Ship Propulsion . . . . . . . . . . . . . . . . . . . . . . . . . . . 134

Bernhard Vollmer
Head of Marine Sales, RENK AG
Increased Flexibility of Drive Trains for Special Ships. . . . . . . . . . . . . . . . . . . . . 154

Dr. Burkhard Pinnekamp
Head of Central Gear Technology, RENK AG
Selection Criteria for Hybrid and Electric Propulsion Systems . . . . . . . . . . . . . . . 172

Prof. Dr.-Ing. Friedrich Wirz, Head of Ship Engineering Institute
Technical University Hamburg
Today’s Trends in Life Cycle Cost Analysis . . . . . . . . . . . . . . . . . . . . . . . . . . . . 188

James Irwin-Brown
Managing Consultant, BMT UK
Electric Grid Architecture for Low Noise Vessels . . . . . . . . . . . . . . . . . . . . . . . . 200

Dipl.-Ing. Peter Andersen
Managing Director, e-powered marine solutions GmbH & Co. KG
3
Dear Business Partners,
our Marine Symposium “Propulsion Experts Meet at RENK” was a resounding success.
We especially wish to thank you for your participation. Without you, the knowledgeable
speakers and visitors, this wouldn’t have been possible. You are the propulsion experts
and thanks to your active contributions to the discussions, you facilitated a lively exchange
of views. We believe that we can safely say on everyone’s behalf that this event was very
useful for our daily work.
This book contains the presentations and a collection of memorable pictures.

We hope you enjoy the tour.
Best regards,
Florian Hofbauer Dr. Franz Hoppe
The film of Marine Symposium 2016

www.renk.eu/symposium-film-2016
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10-11 May 2016, Augsburg
Monday, 9 May 2016

until 18:00 Arrival of guests in hotels
19:00 Come together in MAN Museum,

Heinrich-von-Buz-Strasse 28, 86153 Augsburg
Tuesday, 10 May 2016

08:45 Leave bus shuttle to RENK
10:00 Welcome and Key Note

Florian Hofbauer, CEO RENK
10:15 Maritime Security in the Environment of Modern

Fleet Operational Tasks
RDML Dipl.-Ing. Frank Lenski, Commander of Naval
Support Command
10:30 Multi Task Profile and Future Mission of the Italian Navy
Commandante Andrea Mauro, Marina Militare Italiana
10:50 Requirements for Future Propulsion Systems

onboard German Navy Vessels
am
Commander s.g. Clemens Baumscheiper, German Navy
11:10 The Development of the US Navy fleet and its

Projected Mission
Benjamin Canilang, Engineering Manager,
NAVSEA Systems Command, US Navy
11:30 The LCS Program in view of Supportive Tasks of the US Navy

Program Johannes Driessen, Technical Director LCS Program,
Lockheed Martin
11:50 Discussion
12:00 Lunch Break
www.renk-symposium.com
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10-11 May 2016, Augsburg
13:00 Efficient and environmental friendly solutions Wednesday, 11 May 2016

of propulsion systems for Patrol Vessels and Mega Yachts
08:30 Bus Shuttle from hotels to RENK
Dr. Carsten Spieker, General Manager Yachts,
Hartmut Henke, General Manager Naval, 09:15 Guided Tour through facility, RENK AG
09:45 Welcome
13:20 Noise of propulsion systems: How quiet can you get? Dr. Franz Hoppe, GM Marine, RENK AG
Dr. Dietrich Wittekind, DW Ship Consultant
10:00 Increased Flexibility of Drive Trains
13:40 The Columbian Navy in Transit between for Special Ships
Today and Tomorrow Dr. Burkhard Pinnekamp,
Capitán de Fragata Fredy Zarate, MSC, MSE Head of Central Gear Technology, RENK AG
Gerente de Diseño e Ingenieria Ship Design and
10:20 Selection Criteria for Hybrid and Electric
Engineering Manager
Propulsion Systems
14:00 Discussion Prof. Dr. Ing. Friedrich Wirz, Head of Ship
Engineering Institute, Technical University Hamburg
14:20 Coffee Break
10:40 Coffee Break
14:50 NSC – the New Large Cutter in Practical Experience
Lieutenant Commander Jeff Zamarin, United States Coast Guard 11:10 Today’s Trends in Life Cycle Cost Analysis
James Irwin-Brown, Managing Consultant, BMT UK
15:10 Design Criteria for Middle Size Ship Propulsion
Enrico Ferrari, Head of Ship Construction, Fincantieri S.p.A. 11:30 Electric Grid Architecture for Low Noise Vessels
Dipl.-Ing. Peter Andersen, Managing Director,
15:30 Electric Drive for Advanced Ship Propulsion
e-powered marine solutions GmbH & Co. KG
Bernhard Vollmer, Head of Marine Sales,
RENK AG 11:50 Discussion
16:00 Discussion 12:15 Lunch Break
16:20 End of day one, transfer to hotels 13:15 Shop displays in assembly and test area
including RENK AED and a CODAG system
19:00 Official Dinner at Kurhaus Göggingen,
RENK AG
Klausenberg 6, 86199 Augsburg
14:30 Closing remarks, departure of guests
ca. 22:30 Transfer to hotels
Open End Beer Call, individual shop tours upon request
Any questions?
Constanze Wunderlich will be happy to assist:
Phone +49 821 5700-627
7
Come together in MAN Museum
8
9
RDML Dipl.-Ing. Frank Lenski
Commander of Naval Support Command
Paper Title:
Maritime Security in the Environment
of Modern Fleet Operational Tasks

12
Flottillenadmiral Lenski
Kommandeur Marineunterstützungskommando
Ladies and Gentlemen, distinguished guests,
In the Navy, proceedings are usually opened with a threat assessment.
Allow me to break the rules. First of all I would like to thank you for the invitation to this
symposium. It gives me immense pleasure to be here today, as always in a maritime geared
environment.
My aim for the next 15 Minutes is to give you a position fixing of the waters the German Navy is
currently navigating in and what role Propulsion Systems are playing in that.
Not wasting any of your valuable time, I’ll directly get into business, if you allow.
It is no secret that the German Navy is facing numerous commitments and demanding challen-
ges worldwide, nowadays more than ever.
And as we are speaking about a Navy, of course we are speaking about naval assets and naval
personnel as core factors to operations.
In order to be able to meet our missions properly, it is an obligation to have our ships and crews
prepared to face any political assignment granted.
Sustainability and thorough training – these are real challenges. In times of scarce resources,
we have to set priorities. I know this is no news to you, as you face this discrepancy on a daily
basis as well.
Talking about a broad spectrum of tasks, the German Navy has to cover, there are two principle
key factors, I would like you to note.
First of all: we operate in a variety of areas, reasoning several requirements for either, ship and
crew.
And second: We always have to be prepared to operate across the full range of fighting options,
from high intensity warfighting to lower military intensity such as crisis response or maritime
security operations. Indeed, this is a huge spectrum of capabilities I am talking about.
13
Todays reality shows that the operations we are mainly engaged in, are at the lower end of the
spectrum. This is a major challenge for us. I will explain to you why.
Present developments on the north-eastern and southern borders of NATO clearly show that the
security environment is under permanent change and that have to anticipate to be prepared for
the “worst case” too.
“Downward capabilities” – this term implies everything: to fight at the high end of the intensity
spectrum, by still being able to fulfil missions at the lower end. Many diverse missions neces-
sitate many different skills.
I spoke about the waters we are currently navigating, so I’ll continue with that.
The number of operational deployments has doubled in a very short period. The long-lasting
commitment in UNIFIL, ATALANTA and OAE are still on our task list – but with SOPHIA and
COUNTER DAESH we had to accept some new challenges as well.
Beyond pure deployment in operations, the German Navy’s engagement in NATOs Standing
Naval Forces remains a priority.
Currently in lead of two of the four Standing Naval Forces (SNMCMG1 & SNMG2) we also took
charge of the maritime NATO activities in the Aegean Sea.
Not without pride I can say, that the German Navy as one of the smaller single services of the
Bundeswehr, is providing one third of the total amount of all personnel in operations.
Yet, in light of a reduced number of available ships and boats on the one hand and the increa-
sing number of tasks on the other we are currently operating at the limit of what is possible and
without any reserves.
This indeed has major implications for our crews because of longer times of absence from
the homeport and for the technical/logistical aspects because of the very intense use of the
available platforms.
With our newest frigates class 125 the German Navy consequently puts into practice three
important issues: Multi-crew concept, intensive use and land-based training.
These are first answers to present and future challenges. Talking about how to use our ships
more effectively, this leads me to the technical aspects of my speech, as this is a technical
forum.
14
Currently the German Navy is working on a new maintenance strategy to enhance the availabi-
lity of our vessels for operations.
Keywords concerning this matter are:
• Increased automation combined with 24/7 reach back support in order to preserve per
sonnel.
• Elements such as technical data collection and evaluation.
• Improved forecasting of maintenance and overhauling.
• Revised Operations and Maintenance Schedule leads to a better availability ratio and
• Long term predictability.
Procedures that are well known in aviation can serve as a blueprint for the maritime sector as
well.
To succeed we have to closely work together with the industry, to gain access to your capacity
for innovation, your experience, your know-how.
Besides the generation of electricity, propulsion is elementary. Therefore we are in need of

highly available and reliable propulsion systems, fitted to the very special requirements of a
warship.
Especially when speaking about the demands on propulsion, there are several indispensable
factors I would like to emphasize on:
a. High availability of mechanical and electronic components in all load ranges and climates.
b. Reliable mobility in all speed ranges.
c. Low maintenance during deployment.
d. Redundant design.
e. Quickest possible availability of maintenance personnel in case of defects.
And, of course:
f. In case of an unavailability of replacement parts, the repair of damaged components must be
carried out promptly.
The core element of the propulsion system is the gearbox, which is implemented in diffe-
rent designs (planetary gear, spur) and propulsion concepts (e.g. CODOG F123, F124 CODAG,
CODELAG F125), a topic CDR Baumscheiper will expand upon later today.
15
A gearbox has to transmit the torque and power supplied by various engine-types onto the shaft
and by means of a propeller into propulsion. Of course, this applies to all kinds of ships.
Warships, however, presuppose special gearboxes. To name just a few out of various reasons:
• The need of covering a wide range of power and torque.

• Low noise emission in anti submarine warfare situations.
• Higher stability of the hull regarding flooding after strong impacts, such as combat damages.
In addition to that a small installation size, high dependency, low maintenance effort, and, which
is significant: the adjustment of the gearbox with and within the whole propulsion system.
To provide products with this kind of requirement profile, from my point of view, three aspects
are imperative: Excellence in manufacturing, first-class engineering on design, innovation com-
petence.
Indeed, RENK gearboxes are installed on all German Navy frigates, on our Fleet Service Vessels
and on our Mine Countermeasure Vessels for years.
The availability of our units is absolutely essential and may not be a showstopper at any time.
Because, ladies and gentlemen, high technology has no worth at all, when failing under real-
time conditions. When the system is not working steadily and the effort is impractical. And with
all perfection – technology will remain a fragile factor, damages are unpredictable.
And here is something I would like to mention, something that makes RENK special. It is your
service capability when needed.
Your technicians deserve to be mentioned and appreciated. Whoever has the chance to observe
them work in the narrow gearbox should do that. I can tell it is quite stunning, so thank you for
your professionalism and dedication.
But as a friend of honest words, I also would like to mention that superb quality service may
sometimes also lead to waiting periods for damage diagnosis or emergency repairs because
the required specialist is unavailable. I believe there is room for improvement in that issue. I am
sure you will continue to work on that.
16
All in all, RENK has been tried and tested in the German Navy. We are content with the experi-
ences we share.
Regarding our newest frigate, F125, the again a RENK product was installed. After the first
sea-trial I can say I am very pleased that we exceeded the required speed of 26 knots by far.
Ladies and Gentlemen,
Get-togethers like this are very useful for a good cooperation in the future. Thank you for giving
me the opportunity to speak about the German Navy, I am looking forward to an open dialogue
with you.
Thank you very much.
– END –
Johannes Driessen, RDML Frank Lenski, Benjamin Canilang
17
CDR Andrea Mauro
Naval Engineer Officer
Head of Integrated Logistic Support Section in
New Shipbuilding Department
Italian Naval Armaments Directorate
Paper Title:
Multi Task Profile and Future Mission of the Italian Navy
18
NAVARM
MULTI TASK PROFILE AND FUTURE

MISSION OF THE ITALIAN NAVY
Naval Armaments Directorate
Cdr Andrea MAURO
Multi task profile and future mission

of Italian Navy
SCENARIO OVERVIEW
MISSION FOCUS
NEW BUILDING PROGRAMS
PROPULSION FLEXIBILITY REQUIREMENT
19
Central role of the Sea
• 90% OF THE TOTAL TRADE IS MARITIME

• 80% OF WORLD POPULATION LIVES WITHIN 200NM
FROM COASTLINE
• 75% OF TRAFFIC PASSES THROUGH FEW, VULNERABLE
CANALS AND INTERNATIONAL STRAITS
Economic Importance of Mediterranean Sea
1% OF WORLD SEAS 19% OF WORLDWIDE

SHIPPING PASSES THROUGH
30% OF WORLDWIDE CRUDE 65% OF EU ENERGETIC

OIL PASSES THROUGH RESOURCES
20
The Mediterranean Dynamics
- GENERALISED INSTABILITY
- INCREASING FRICTION BETWEEN DIFFERENT COMMUNITIES
LEGEND
• Instability areas
• Migrants flow
• Islamic caliphate
• Piracy areas
Maritime Security Threats
CONVENTIONAL SLOC PIRACY TERRORISM
ILLEGAL ILLEGAL
TRAFFICKING IMMIGRATION WMD POLLUTION
21
Italian Navy Recent Experience as example
High End Vs Low End

• HOMELAND DEFENCE
TRADITIONAL
• CONTRIBUTION TO UN/NATO/EU OPERATIONS
CAPABILITIES
• NAVAL DIPLOMACY
• PROTECTION OF SLOCs, CHOKE POINTS AND (AAW, ASW, ASUW,

PORT ACCESS ROUTES EW, MCM)
• PROTECTION OF CRITICAL MARITIME
INFRASTRUCTURES
• MARITIME SECURITY
NON-TRADITIONAL
• COUNTER ILLEGAL TRAFFICKING
CAPABILITIES
• SUPPORT TO HA AND DISASTER RELIEF OPS (MIO, SAR,
CONSTABULARY,
• SAFETY OF NAVIGATION MLE)
• SAFEGUARD OF MARINE ENVIRONMENT
SECURITY CONTINUUM
22
Not only military – Dual Use Capabilities
• DISASTER RELIEF WITH ONBOARD MEDICS AND

HOSPITALS
• PROVISION OF ELECTRICITY, WATER AND HOT MEALS
TO POPULATION IN DISASTER AREA
• TRAUMA TRANSPORT
• HUMANITARIAN AID TRANSPORT
• ANTIPOLLUTION
• FIREFIGHTING ACTIVITY WITH HELICOPTER
Shaping Future Navies
FLEXIBILITY IN NAVAL POWER
• INNOVATIVE USE OF TRADITIONAL TOOLS
• DEVELOPMENT OF NEW PLATFORMS TO RESPOND TO

THE OPERATIONAL NEEDS
23
New Platforms
Flexibility, multipurpose and Driving factors for the innovation

extended operational availability processes
Dual use characteristics Built in since the early design stage
Very high speed, long endurance, Able to deploy at long distances in a

resilience and seaworthiness broad spectrum of situations
Modularity Enhanced operational flexibility

(mil-civ tasks)
Eco friendly Reduced environmental footprint
Common Shipbuilding Program
COMMON FEATURES
1. Dual use
2. Green Fleet
3. Modularity
4. Large sanitary space

5. Electric power and fresh water supplying for ashore villages (about 6000
people)
6. Flexibility
7. Growth margins
8. Extremely seaworthy
12/ 29
24
Multirole Offshore Patrol Ship
«ONE SIZE FITS ALL»
DDG «De La Penne» Class
FFG «Maestrale» Class
FFG «Soldati» Class
MULTIROLE OFFSHORE PATROL SHIP

(PATTUGLIATORE POLIVALENTE D’ALTURA – PPA)
FSM «Minerva» Class
PSO «Comandanti» Class
PSO «Cassiopea» Class
• LENGHT ≈ 133 m
• BEAM OVERALL ≈ 16 m
• HANGAR FOR NR. 2 SH90 OR NR.1
• COMBINED DIESEL, ELECTRIC & GAS EH101
• SPEED ≈ 32 kts • LOW LIFE-CYCLE COST
• CREW 90 • DUAL USE CONCEIVED SINCE THE
• ACCOMMODATIONS ≈ 200 DESIGN PHASE
• ENDURANCE 5.000 nm - 15 kts • MARGIN FOR GROWTH
• ELECTRIC PROPULSION FOR LOW • MODULARITY OF PAYLOAD
SPEED/PATROLLING (MAX 10 kts) • ENVIRONMENTALLY FRIEND (LOW
POLLUTANT EMISSIONS)
25
TWO FLEXIBLE MISSION AREAS
 ONE AMIDSHIPS ON THE MAIN DECK

 ONE ASTERN BELOW THE FLIGHT DECK

FLEXIBLE AMIDSHIPS MISSION AREA
1 CRANE
20t@14m
31” RHIBs & C4-ISR SHELTERS 31” RHIB & 50” LCVP
+
3t LOGISTIC
ELEVATOR
UP TO 8 ISO 20’ CONTAINERS 31” RHIB & 37” SPEC OPS BOAT
26
FLEXIBLE ASTERN MISSION AREA (1)
MEDICAL COMPOUND SPEC OPS ASSETS
PALLETIZED STORE BERTHING COMPOUND
Multirole Amphibious Ship - LHD
• HUMANITARIAN ASSISTANCE AND DISASTER

RELIEF • LENGHT ~ 200 m
• MEDICAL FACILITIES, NATO ROLE 2E • BEAM ~ 30 m
• ENHANCED C4 CAPABILITIES • SPEED ~ 24 kts
• IMPROVED LOGISTIC • RANGE 7.000 NM @16 kts
SELF-SUFFICENCY
• ACCOMMODATIONS ~ 1.000
• DOCK (50m X 15m) FOR AMPHIBIOUS VEHICLES,
CRAFTS AND LANDING CRAFT AIR CUSHION • CREW: 450
• HANGAR AND FLIGHT DECK WITH AT LEAST 5 • LOGISTIC ENDURANCE: 90 DAYS
SPOTS FOR HEAVY HELICOPTERS
• CODOG PROPULSION
• DECK FOR OVER 1200 LINEAR METERS FOR
VEHICLES AND TANKS
27
Logistic Support Ship - LSS
• LENGHT ~ 165 m
• BEAM ~ 24 m
• SPEED: 20 kts
• CREW: 167
• ACCOMMODATIONS: 230 PAYLOAD:
• ~ 6.700 cums NAVAL FUEL
• RANGE: 7.000 nmi - 16 kts
• ~ 3.700 cums AVIO FUEL
• FLIGHT DECK AND HANGAR
• ~ 800 cums FRESH WATER
• MEDICAL FACILITIES, NATO ROLE 2 LM • ~ 220 tons AMMUNITIONS
• HUMANITARIAN ASSISTANCE AND • ~ 15 tons LUBE OIL
DISASTER RELIEF • 30.000 MEALS
• FULLY MARPOL COMPLIANT • 8 CONTAINER ISO 20’
28
29
FREMM
30
From FREMM to PPA
+
• More Power installed
• High speed (25 kn) possible in diesel mode
• Increase engine margin for endurance speed
• Maintain GT propulsion with all genset damaged
• Propulsion with 2 adjacent compartments floaded
without auxiliary propulsion (take home aux. Bow Thruster)
• Propulsion in ECA
31
Conclusion 1/2
 THE SEA PLAYS A KEY ROLE FOR OUR

SOCIETIES
 INTERNATIONAL SITUATION IS
CHARACTERIZED BY UNCERTANTY
 CONSTABULARY ROLES REMAIN HIGH IN
THE OPERATIONAL AGENDA
32
Conclusions 2/2
• NEED FOR COST EFFECTIVE SOLUTIONS
• NAVIES NEED TO CONDUCT THE WHOLE SPECTRUM OF

MARITIME OPS
• NEED FOR CREDIBLE, EFFECTIVE, WELL BALANCED AND

ADAPTIVE FLEETS
• NOT ONLY HIGH-WARFARE COMBAT SHIPS, BUT ALSO

MULTIPURPOSE PLATFORMS, DUAL USE, FAST, FLEXIBLE AND
MODULAR
• A FLEXIBILE PLATFORM IMPLIES FLEXIBILITY IN PROPULSION

PLANT DESIGN
Multi task profile and future mission

of the Italian Navy
Thank you for your attention

Cdr Andrea MAURO
Directorate of Naval Armaments, Rome
+39 0636803935 //+39 3395455908
33
CDR s.g. Clemens Baumscheiper
Navy Support Command
Deputy Chief Engineer Marine Engineering
Head of Department “General Marine Engineering, NBCD,
Fuel-Mangement, Condition Monitoring”
Paper Title:
Requirements for Future Propulsion Systems
34
Naval Support Command
Requirements for
Future Propulsion Systems
Commander s.g DEU-Navy

Clemens Baumscheiper
Outline
1. Introduction
2. Propulsion Profile of Frigate F123
3. New Frigate F 125
4. Actual and future operational requirements
5. Requirements for Future Propulsion Systems
35
Propulsion Profile of Frigate F123
Propulsion Profile of Frigate F123
CODOG -
Propulsion System
Diesel Engine RENK courtesy
or
Gas Turbine
0 5 10 15 20 25 30
Speed (kts)
36
New Frigate F 125
F125-class basic staff requirements
• operations of low to medium threat level or maritime interdiction

operations,
• including defence against terrorist threats,
• providing command capabilities on CTG

(Commander Task Group) level,
• providing joint fire support capabilities,
• supporting Special Forces Operations (SOF),
• supporting evacuation operations,
• extended endurance and reduced crew
37
Technical Challenges
1. Extended Operation Cycles
- 2 years of continous operation in overseas area
- worldwide deployment
- time-between-two-overhauls: 68 months
- 1 ship – 2 crews: change cycle: 4 months
2. Reduced Manning
- ship crew: 120

- helicopter detachment: 20
- embarked special forces: 50
- total persons on board: 190
Main Reduction Gearbox of Frigate F125
RENK courtesy
38
Summery of the propulsion system F 125
Advantage of the CODELAG propulsion system Frigate F 125:
• Majority of the operational time is covered by electric mode
• Maximum fuel saving with pool of four diesel-generators

• Maintenance and overhaul of diesel-generators
reduces in proportion the electric mode
• electric mode to minimize signature (Anti-Submarine-Warefare)
• High Survivability in case of damage
Actual and future operational requirements (I)
• maritime interdiction / security operations,

- sea surveillance
- Boarding
- controlling of SLOC (sea lines of communication)
- illicit trafficking
- prevent Piracy
- engagement against opposing forces
• Underwater reconnaissance / AntiSubmarineWarfare
(ASW)
• AntiAirWarfare 2nd level (AAW)
• AntiSurfaceWarfare (ASuW)
39
Actual and future operational requirements (II)
• Escort Operations
• counter terrorism,
• Humanitarian and disaster relief operations
• command capabilities on CTG (Commander Task Group)
level,
• providing joint fire support capabilities,
• Command and supporting Special Forces Operations
(SOF),
• extended endurance and reduced crew
Requirements for Future Propulsion Systems (I)
• two independent propulsion systems

• maximum speed greater than 26 kn (better > 29 kn)
• continuous top speed of 26 kn
• continuous speed of minimum 18 kn at Sea State 4
• Anti-submarine-warfare mode (quiet) up to 15 kn to operate with a
towed array
• Maneuvering without tugging at harbor or limited shipping channel up
to Beaufort force 6 and water stream of 1,5 kn
• Economic operation up to 20 kn
• minimum range of 4000 nautical miles at 18 kn without replenishment
• 2 years of deployment of 5.000 operating hours p.a. without scheduled
maintenance
40
Requirements for Future Propulsion Systems (II)
Operational maneuvering profil
30,0%
25,0%
20,0%
15,0%
10,0%
5,0%
0,0%
< 6 kn 6 - 8 kn 10 - 12 kn 14 - 16 kn 18 - 20 kn > 20 kn > 24 kn
Thank you for your attention
Any questions?
Clemens Baumscheiper
Commander s.g.
ClemensBaumscheiper@bundeswehr.org
41
Benjamin Canilang
Engineering Manager – Marine Gas Turbine Systems
Naval Sea Systems Command (NAVSEA), US Navy
Paper Title:
The Development of the US Navy fleet and its Projected Mission
42
Littoral Combat Ship (LCS)
Distribution
Distribution
Statement
Statement
A: Approved
A: Approved
for Public
for Public
Release;
Release;
Distribution
Distribution
Unlimited.
Unlimited.
(5/24/2016).
(5/24/2016).
This This
BriefBrief
is provided
is provided
for Information
for Information
Only Only
and does
and does
not not
constitute a commitment
constitute
on behalf
a commitment
of the U.S.
ongovernment
behalf of thetoU.S.
provide
government
additional
to information
provide additional
and / orinformation
sale of the and
system.
/ or sale of the system.
Littoral Combat Ship System

Description
w Two different Seaframes (ships) to fill same
requirement
– Lockheed Martin (Fincantieri Marinette Marine) –
Monohull
– Austal –Trimaran
w Targeted at critical capability gaps

– Mines, small fast surface craft, diesel submarines
w Modular Mission Packages

– Separately acquired for focused mission conduct
§ MCM, ASW, SUW
– Advanced manned and unmanned air, surface, and
underwater vehicles
– Onboard sensors, weapons, command & control Built for the
Asymmetric Age
Distribution Statement A: Approved for Public Release; Distribution Unlimited. (4/7/2011). This Brief is provided for Information Only and does not constitute a
commitment on behalf of the U.S. government to provide additional information and / or sale of the system.
2
43
Mission Package Defined
MISSION MODULE
LCS MM Program - PMS 420 +
CREW &
SUPPORT
= MISSION PACKAGE
AIRCRAFT
Mission Systems + Support Equipment
VTUAV
RMMV USV
Weapons Vehicles
30MM
Gun Crew Detachments
- Mission Modules
AMNS SSMM - Aviation
AMNS
MP
Support Containers
- Support Equipment
ALMDS
Standard Interfaces
MPCE/MVCS Software MH-60S
AQS-20A
Sensors
MPCE/MVCS Hardware
COBRA
Ship Hardware
Distribution Statement A: Approved for Public Release; Distribution Unlimited. (4/7/2011). This Brief is provided for Information Only and does not constitute a
commitment on behalf of the U.S. government to provide additional information and / or sale of the system. 3
Littoral Combat Ship

Program History
23 Feb 2002 ASN(RDA) directed establishment of LCS Program
17 Sep 2002 LCS Program Office (PO) established (under PEO(Ships))
27 May 2004 DAB: Milestone A / Program Initiation
28 May 2004 Down select to two industry teams for final design
4½ 15 Dec 2004 Exercised 1st Detail Design & Construction option
years 02 Jun 2005 Laid Keel for FREEDOM (LCS 1)
14 Oct 2005 Exercised 2nd Detail Design & Construction option
19 Jan 2006 Laid Keel for INDEPENDENCE (LCS 2)
23 Sep 2006 Launched FREEDOM (LCS 1)
28 Apr 2008 Launched INDEPENDENCE (LCS 2)
18 Sep 2008 FREEDOM (LCS 1) Delivered
08 Nov 2008 USS FREEDOM (LCS 1) Commissioned
18 Dec 2009 INDEPENDENCE (LCS 2) Delivered
16 Jan 2010 USS INDEPENDENCE (LCS 2) Commissioned
29 Dec 2010 Awarded Block Buy contracts to Lockheed Martin & Austal for up to 10 ships each.
Exercised options to award MILWAUKEE (LCS 5) and JACKSON (LCS 6).
18 Feb 2011 LCS Seaframe Program achieved Milestone B
12 Jul 2011 PEO LCS established
27 Oct 2011 Laid Keel for MILWAUKEE (LCS 5)
22 Sep 2012 USS FORT WORTH (LCS 3) Commissioned
18 Oct 2012 Laid Keel for JACKSON (LCS 6)
Nov 2012 - Laid Keel for DETROIT (LCS 7), MONTGOMERY (LCS 8), LITTLE ROCK (LCS 9), GABRIELLE GIFFORDS (LCS 10)
Jan 2016 SIOUX CITY (LCS 11), OMAHA (LCS 12), WICHITA (LCS 13), MANCHESTER (LCS 14), BILLINGS (LCS 15), and TULSA (LCS 16)
01 Mar 2013 USS FREEDOM (LCS 1) Deployed to Singapore
18 Dec 2013 Launched MILWAUKEE (LCS 5)
14 Dec 2013 Launched JACKSON (LCS 6)
05 Apr 2014 USS CORONADO (LCS 4) Commissioned
Aug 2014 - Launched DETROIT (LCS 7), MONTGOMERY (LCS 8), LITTLE ROCK (LCS 9), GABRIELLE GIFFORDS (LCS 10)
Jan 2016 SIOUX CITY (LCS 11), and OMAHA (LCS 12)
16 Oct 2015 MILWAUKEE (LCS 5) Delivered
21 Nov 2015 USS MILWAUKEE (LCS 5) Commissioned
11 Aug 2015 JACKSON (LCS 6) Delivered
05 Dec 2015 USS JACKSON (LCS 6) Commissioned
Distribution Statement A: Approved for Public Release; Distribution Unlimited. (5/24/2016). This Brief is provided for Information Only and does not
constitute a commitment on behalf of the U.S. government to provide additional information and / or sale of the system. 4
44
Lockheed Martin Design,
Characteristics
PRINCIPAL CHARACTERISTICS
• LOA 115.3 m (378.3
115.3 ft)
m
• Beam 17.5 m (57.4
17.5 ft)
m
• Draft 4.1m (13.5
<4 ft)
m
• Displacement ~3000 MT
PROPULSION & ELECTRICAL – CODAG

• Gas Turbines 2
• Diesels 2
• Waterjets 4
• Diesel Generators 4
AVIATION FACILITIES
• Hangar for 1 MH1 –MH60–R/S
60
(tail+unfolded)
3 VTUAV
+ 3 VTUAV
• Flight Deck Area for 1 MH1 –MH60–R/S
60
SPRINT SPEED
• 40 Kts
Distribution Statement A: Approved for Public Release; Distribution Unlimited. (4/7/2011). This Brief is provided for Information Only and does not constitute a commitment on
behalf of the U.S. government to provide additional information and / or sale of the system. 5
FREEDOM Variant
(Steel Monohull)
Large Modular Hangar Size > 2X Open Architecture
Stern Launch, Near
Reconfigurable Weapon Current Surface Total Ship
Waterline Access
Mission Volume Zones Combatants Computing
Allows for Safe L&R
Environment
of Watercraft
Underway
57mm Gun
Small Side Flight Deck > 1.5X Flexible Diesel - Gas Reconfigurable Living Spaces
Door, Near Current Surface Turbine & Waterjet Mission Control Exceed Navy
Waterline Combatants Power Plant Center Standards
Access
45
USS FREEDOM (LCS 1)
USS FORT WORTH (LCS 3)
46
USS MILWAUKEE (LCS 5)
General Dynamics Design,

Characteristics
PRINCIPAL CHARACTERISTICS
• LOA 127.6 m (418.6 ft)
• Beam 31.6 m (103.7 ft)
• Draft 4.3 m (14.1 ft)
• Displacement ~3000 MT
PROPULSION & ELECTRICAL-CODAG

• Gas Turbines 2
• Diesels 2
• Waterjets 4
• Retractable Azi Thruster 1
• Diesel Generators 4
AVIATION FACILITIES
• Hangar for 1 MH-60 R/S
+ 3 VTUAV
• Flight Deck Area for 2 MH-60 R/S
SPRINT SPEED
• 40 kts
Distribution Statement A: Approved for Public Release; Distribution Unlimited. (4/7/2011). This Brief is provided for Information Only and does not constitute a commitment
on behalf of the U.S. government to provide additional information and / or sale of the system.
10
47
INDEPENDENCE Variant
(Aluminum Trimaran Hull)
USS INDEPENDENCE (LCS 2)
48
USS CORONADO (LCS 4)
USS JACKSON (LCS 6)
49
LCS Today
w USS FREEDOM (LCS 1)
– Fleet operations; deployment preparations
w USS INDEPENDENCE (LCS 2)
– Mine Countermeasures Mission Package operational
testing
w USS FORT WORTH (LCS 3)
– Deployed to Singapore, Nov 2014
w USS CORONADO (LCS 4)
– Completed Core Seaframe Surface Warfare (SUW)
operational testing Apr 2016
w USS MILWAUKEE (LCS 5)
– Preparing for FREEDOM variant shock trials
w USS JACKSON (LCS 6)
– Preparing for INDEPENDENCE variant shock trials
w LCS 7 – LCS 26 are under contract; in various
stages of construction
– LCS 7- 12 have launched; keels laid for LCS 13 - 16
50
Johannes Driessen, RDML Frank Lenski, Benjamin Canilang, Franz Hoppe, CDR Andrea Mauro, CDR s.g. Clemens Baumscheiper
51
Johannes (Josh) Driessen
LCS Technical Director
Lockheed Martin
Paper Title:
The LCS Program in view of Supportive Tasks of the US Navy
52
Freedom Variant
Littoral Combat Ship
Capability & Capacity
LCS / Frigate Program Overview/Status

Challenges and Outlook to the Future
Josh Driessen – LCS Technical Director
May 10, 2016
LCS Program Overview

New Capabilities
• Minimal manning; 3-2-1 Concept
• Mission reconfigurable
• Shallow draft for 2X increased port
access
• Interoperable with manned &
unmanned systems
Littoral Missions
• Inherent Missions • Search & Rescue
• Anti-piracy • Visit, Board, Search &
• Special Operations Seizure
• Maritime interdiction • Humanitarian Assistance
operations / Disaster Relief
53
LCS Overview
Core Systems Mission Modules Littoral Missions

§ Seaframe § Manned Aircraft Focused Missions
§ Self Defense § Watercraft § Counter Mine
Systems § UVs § Shallow Water
§ Command & § Sensors Anti-Submarine
Control Warfare
§ Mission Crew
§ EXCOMM § Anti-Surface
§ Weapons Warfare
§ Off-board Vehicle
Control Inherent Missions
§ Limited ISR § Maritime
Interdiction
§ HA/DR
§ Homeland
Defense
§ SAR
A Modular Seaframe that can Support Multiple Missions
LCS Freedom Variant Features
• Air/Surface Search & Navigation Radars

Decoy Launchers • Electro Optical / Infrared System
Rolling Airframe • Electronics Support Measures System
Missile System • Open Architecture Radio Room
Facilities for 2 Helos or
1 Helo and 2 or 3 VTUAVs
AEGIS based Combat
Management System
Electronic health
status monitoring:
7000 sensors 57mm Main Gun
Steel Hull , Aluminum Superstructure
Waterline Launch & Recovery Certified Flight Deck 40% Reconfigurable
54
Propulsion Plant Overview
2 Rolls Royce Inboard Boost Waterjets

2 Rolls Royce Outboard/Maneuvering Propulsion
Reversing Waterjets
Electric
2 Isotta Fraschini
Diesel Generators
2 Fairbanks- 2 Combining/Reduction Gears
Morse
2 Splitting Gears 16PA6B STC
Diesel Engines
2 Rolls Royce MT30
Gas Turbine Engines
2 Isotta Fraschini
Diesel Generators
WJMR
Shaft Ally
AMR2
Water jet Line MMR
GTMR
Shafts Gear Coupling
AMR1
Shafts
Propulsion Plant Overview
Description No. Equipment Attributes
Rolls Royce
Gas Turbine 2 36 MW (48K HP) at 100% MCR, 38° C
MT-30
Fairbanks-Morse
Diesel Engine 2 6.48 MW (8.66K HP) at 100% MCR, 38° C
16PAB STC
Single speed (Gas Turbine) and dual speed input (diesel) with
Propulsion Reduction Gear, Combining 2 MAAG-GE/RENK
single output
Single input and dual output (with clutch for inboard water
Propulsion Reduction Gear, Splitting 2 MAAG-GE/RENK
jets)
Rolls Royce
Waterjets, inboard, boost units 2 600 kN
KaMeWa 153BII
Rolls Royce
Waterjets, outboard, trainable and reversing 2 600 kN
KaMeWa 153SII
Gas Turbines
MPDE
55
LCS Delivers Capability & Capacity
§Optimized for operation near hostile shores

§Fast and agile
§Flexible design
§Special Operations capability
§Significant physical presence where it matters
§Freedom of navigation in the world’s busiest shipping lanes
§Highly visible Navy in more places to keep the peace
§Longer deployments
§Meaningful commitment to our Allies
§Demonstrates commitment of US support and power
§Easily integrates with and complements allied naval forces
Delivers Smart Power – Diplomatic, Commercial & Security
LCS Sustainment
LCS 1 Variant
USS FREEDOM (LCS 1)
Transit to Homeport • Delivered in September 2008
• Sailed over 104,000 nautical miles
• Completed 1st LCS CNO Avail
• Preparing for 2016 deployment
LCS 1 USS FT WORTH (LCS 3)

Deployment
• Delivered in June 2012
• Sailed over 84,000 nautical miles
• Deployed Nov 2014
LCS 3 USS MILWAUKEE (LCS 5)

Planned Deployment
• Delivered in November 2015
• Preparing for FSST summer 2016 in
Mayport
• Transit to San Diego early 2017
56
Multi-Mission Surface Combatant (MMSC)
International Frigate
Fire Control Radar
3D Radar (8) Surface-to- Fire Control Radar
Surface Missiles
Medium Caliber
Gun
SeaRAM
(16) Mk 41 VLS
Expanded CIC
Increased Berthing
2x3 Torpedo Tubes
Improved EW Additional HVAC (2)20mm guns
MMSC Performance Characteristics Active/Passive

Sprint Speed @ 90% MCR >30 kts Weight Offset Towed Array
Range @ most economical speed >5000 nm Torpedo Decoy
System
Core Crew Size 115
Accommodations 130
International Frigate Customer Configuration

MMSC HM&E same as USN LCS except for VLS structure and services upgrades
Lockheed Martin Proprietary Information
Page 9
Summary
§LCS Production Program meeting Contract Requirements

§LCS 25 awarded in March, 2016
§Delivering 2 ships / year
§Follow on Acquisition Plan in Development
§International Interest Growing for a Multi-Mission Variant
§Thank You Renk for your Unwavering Support on LCS!
57
Dr. Carsten Spieker
GM Yachts
Paper Title:
Efficient and environmental friendly solutions of propulsion
systems for Patrol Vessels and Mega Yachts
60
RENK-Symposium 2016
Efficient and environmentally friendly solutions
for propulsion systems
for Patrol Vessels and Mega Yachts
Dipl.-Ing. Hartmut Henke Dr.-Ing. Carsten Spieker
Director Engineering Defence Division Head of Mechanical Design Department
Agenda:
1. Offshore Patrol Vessel – Lürssen PV80 as an example 2. Mega Yachts – M.Y. AZZAM as an example
• Basic Ship Design • Basic Ship Design
• Water Lubricated Shaft Lines • Propulsion system
• Option: Selective Catalytic Reactor (SCR) • Operation modes
3. Supplier Management – Future Requirements
4. Conclusions
RENK-Symposium 2016 1
61
Type: PV80
Deliveries: 4 Speed: > 20 kts
Length: 80 m
Beam: 13 m  8 MW required power
Draft: 3.3 m
Displacement: 1600 t
Installed:
2 x 4300 kW
Options:
• Increased Power
• Particle Filters
• Selective Catalytic Reactors

(SCR)
62
63
Water lubricated bearing
Name: AZZAM
Built: 2013
Length: 180 m
Beam: 21 m Speed: > 30 kts
Draft: 4.30 m
Displacement: 8500 t
 70 MW required power
64
2 x Gasturbines (3600 rpm) 2 x Diesel Engines (1150 rpm)
Pe: 26 MW Pe: 9.1 MW
Pe total = 70.2 MW
65
Four independant
powertrains!
Water jet for gas turbine
Boost mode only
Nozzle diameter: 1200 mm

Water speed: 28 m/s
Optimal impeller
speed: 370 rpm
Water jet for diesel engine
Steerable, reversable
Nozzle diameter: 900 mm

Water speed: 25 m/s
Optimal impeller
speed: 420 rpm
66
Diesel engine gearbox
i = 2.74 : 1 (1150/420)
one stage
Mass: 18000 kg
Gas turbine gearbox
i = 9.73 : 1 (3600/370)
two stages
Mass: 38000 kg
67
g/kWh
Gas turbine 528
500
400
300 280
252 235
Diesel engine
200
198 208 200 197
100
0
25 % 50 % 75 % 100 % load
Fuel consumption with diesel engines only (≈ 17 kts)  1.2 litres/s

Fuel consumption at full speed (>> 30 kts)  5.3 litres/s
Comparison of specific fuel consumption of diesel engine and gasturbine
68
Supplier Management – Future Requirements
Why is an efficient Supplier Management so important?

• Supplier have a key role in the value chain of naval ships and luxury yachts
• Complexity (ships, processes, functionality) is increasing
• Non performance of Supplier products and services is increasing
Markings
on Shafts Poor Preparation
during FA Tests
Fundamental Gear Box Design fault Metallic Particles in Hydraulic Systems Poor Welding Quality
Key Elements of Risk Reduction in Supplier Management
Supplier
Selection
Supplier Risk
Review Management
Management
Value Chain
Management
69
Value Chain
Supplier Selection Risk Management Review
Management
Integrated Time Production Control at

Risk Analysis Schedule Supplier Supplier Evaluation
(Tests, Commissioning) (FAT, Schedule)
Skills, Resources and Identification of critical Production Control on

Supplier Development
Processes path resp. criteria Board
Risk Management Plan Task Force for Trouble Continuous and stable
Audits
1st/2nd Tier Suppliers Shooting Partnership
Commercials
Risk Management / Supplier Management is Part of the

Lürssen Integrated Management System (IMS)
Conclusions
1. LÜRSSEN is able to build
- Conventional propulsion systems of moderate power (PV80)
- Unconventional systems with highest power (AZZAM)
2. Efficient and environmentally friendly by
- Exhaust gas cleaning
- Detail design
- Concept
3. Supplier Management:
- Learnt from experience
- RM / SM as part of an Integrated
Management System (IMS)
70
Thank you very much for your attention!
71
Dr. Carsten Spieker, GM Yachts
Hartmut Henke, GM Naval
Abstract
Efficient and environmental friendly solutions of propulsion systems for Patrol Vessels
and Mega Yachts
Patrol vessels for naval and coast guard applications have been relevant in the past, and will
still be in the future, for the protection of coastal areas. Lürssen has delivered many of them,
all with individual designs and having been custom made for various missions. One of this kind
of vessel, the approximately 80 meter long PV80-Type, will be presented in more detail. With a
large range of operational capability, resulting in particular from the capability of launching and
stowing a daughter boat during rough seas, this type is of interest to many navies and coast
guards in the world. Two reliable and redundant propulsion trains not only provide high opera-
tional flexibility but also allow the possibility of minimizing fuel consumption and the operational
hours of the propulsion system.
Low fuel consumption is also a very important issue for the design of Mega Yachts. To exemplify
this the propulsion system of AZZAM will be presented. This propulsion system can be operated
efficiently for most of the operational hours by using two diesel engines. But this propulsion
system also gives the flexibility to increase the maximum performance of such large yachts by
using two additional gas turbines. With 180 m length and about 70 MW installed propulsion
power AZZAM is the longest and highest powered yacht in the world. The combination of gas
turbines and diesel engines shows how it is possible to design such high powered yachts to
make them as efficient and environmentally friendly as possible while still maintaining the
highest state of reliability.
72
Carsten Spieker
73
Managing Director
DW-ShipConsult GmbH
Paper Title:
Noise of Propulsion Systems: How quiet can you get?
74
Noise of Propulsion Systems:
How quiet can you get?
Dr. D. Wittekind
DW-ShipConsult GmbH
www.dw-sc.de
RENK Symposium on Innovative Trends in Marine Drive Trains

1 / 15 May 10 – 11 2016
DW-ShipConsult
Pegeldifferenz Diesel oberhalb Lagerung zu

Zwischenmasse Feder
90
80
70
60
Dämmung[dB]
50
40
30
20
Federeigenfrequenzen
untere Ebene
10
1
24
48
72
96
119
143
167
191
214
238
262
286
309
333
357
381
404
428
452
476
499
Frequenz [Hz]

2 / 15 May 10 – 11 2016
75
Motivation
• Today‘s surface combatants generally have a standard set of operating modes

with an acoustic specification limiting under water radiated noise (URN)
• Modern propulsion system involving electric propulsion have the potential to

reduce source levels
• Secondary measures are better understood today and allow optimized

application considering weight, size and cost
• New requests of navies and operators of research vessels include very low
noise, low speed conditions
• The task is not only to build but also to ensure a quiet ship
• Source of knowledge: analysis of surface ships and submarines
Potential of low noise ships below today`s standards?

3 / 15 May 10 – 11 2016
General Aspects
• The propulsion train is the main noise source in ships both outside and
inside
• Noise output increases roughly with installed and/or converted power (abt. 3
dB/doubling)
• Noise generation of most sources, once decided, is difficult or impossible to

reduce
• Secondary measures are space and weight consuming and may require
substantial investments
• Project risk (penalties and possibility of rejection) is high
For quiet ships the correct concept is crucial

4 / 15 May 10 – 11 2016
76
Where is the problem and where not
• The propeller is not contributing significantly if it does not cavitate. Main

risk is low frequency blade vibrations
• Flow noise is mainly dominated by flow around the propeller
• Light machinery can be sufficiently isolated with current technology but it

may be a question of size, weight and cost
• Main risk is heavy, noisy machinery
• Small diesel engines can be isolated to comply almost with silent

submarine level
Concentrate on drive train

5 / 15 May 10 – 11 2016
Noise sources in the propulsion train
Propeller Gear box Diesel engine

No cavitation < 20 kts! Highest excitation at Delivers high levels into all
Avoid vibration excitation at harmonics of meshing connections, mainly
harmonics of blade rate frequency foundation, shaft and exhaust
Rudder and shaft brackets Shaft penetration

Vortex induced vibration with low
No cavitation in course keeping mode
frequency hull excitation at > 25 kts

6 / 15 May 10 – 11 2016
77
Prime mover arrangements

7 / 15 May 10 – 11 2016
Double resilient mounting of a diesel generator

Generator cables
Exhaust gas duct
Engine
Upper mounting
Intermediate mass
Flanking paths
(e.g. pipes, cables)
Lower mounting
Foundation
Structure
Hull
Radiation to sea
Very high attenuation potential but sensitive to flanking path transmission

8 / 15 May 10 – 11 2016
78
Example: Ultra-quiet power pack 250 kW
• Double resilient
mounting system with
special design
intermediate mass
• Flanking paths with
routing over
intermediate mass and
equipped with dedicated
silencers
• Double steel spring in
lower level
• Enclosure
Shown to be compliant with U212A ultra silent requirements

9 / 15 May 10 – 11 2016
The problem of low frequencies (< 100 Hz)
Noise source Foundation is excited simultaneously in

several locations but with unknown phase
Resilient foundation
Foundation Input impedance
Structure Transfer impedance Coupled!

Hull shell Radiating surface
Water Radiation efficiency
Transmission
Transmission depends on measuring geometry the more
the lower frequency
Received level
à The effect of each element on transmission is difficult to separate

à Efficient optimization only if all elements are considered in unison
10 / 15 May 10 – 11 2016
79
Noise contributors (schematic)
Standard, 12-15 knots
Aux machinery
Spectral URN [dB]
10 dB
Wash
Blades and
Ultra quiet unbalance Non cavitating
power pack propeller Quiet RV, 8 knots
250 Hz
Problem: No data on acoustic transmission performance

11 / 15 May 10 – 11 2016
Structure-borne noise level on foundation
Diesel,
single mounted
SBN velocity level [dB]
Required for
quiet ship
10 dB
Diesel,
double resilient
Electric motor, direct
drive, resilient Geared electric
motor, resilient,
half speed
250 Hz
Large potential of propulsion concept and integration

12 / 15 May 10 – 11 2016
80
Steps towards a very quiet ship (naval and RV)
• Electrical propulsion with no hard mounted gear
• Double-resiliently mounted diesel generators, possibly with enclosure
• Efficient propellers, avoid blade vibrations and singing
• Optimize flanking path arrangements, namely exhaust gas, combustion air and
cooling water
• Attenuate auxiliary system noise (namely of chilled water plant, compressors,

seawater cooling pumps and hydraulic systems) by applying quiet working
principles, silencers and resilient decoupling
• System to operate close to their design points
• Note: a quiet ship is more sensitive to design mistakes, failures, unaccounted

noise sources and additional noise from operation (crew, maneuvering,…)

13 / 15 May 10 – 11 2016
Aspects per ship type
Naval
Electric propulsion, reduce speed, reduce diesel generator contribution by
reducing size/power
Research vessels
ICES 209/DNV Silent R sufficient for most projects. For special operating
purposes install quiet power pack(s) and limit noise from auxiliaries
Cruise liners
Increasing interest in URN. Use electric propulsion, reduce speed, use smaller
dedicated diesel generators
Merchant ships at service speed

Reduce speed, improve integration of diesel generators, increase cavitation
inception speed (note. Usually goes along with reduced efficiency)

14 / 15 May 10 – 11 2016
81
Summary
• Substantially quieter ships are possible
• Quieter ships are manageable with engineering methods
• Initial concept is crucial
• Acoustics has to be taken serious
• Electric propulsion and quiet power generation (small and well insulated) are
mandatory
• Auxiliary machinery noise must not be overlooked
• There are management, failure sensitivity and operational issues
• There should be a good reason why a ship must be very quiet (cost,
maintenance)!!
15 / 15 May 10 – 11 2016
82
Managing Director, DW-ShipConsult
Most of the current naval ships have a standard set of requirements concerning underwater
radiated noise (URN). Machinery generated noise dominates acoustic detection criteria and
allows for easy classification and identification of a ship.
The potential of quieting below today’s accepted standard can be derived from experience with
submarines and very quiet research vessels.
Hard limits
However, there are hard limits which are not easily overcome:
• Noise from breaking surface waves generated by the moving ship
• Flow excited vibration of propellers and possibly surrounding structures
All other contributions which are solely machinery generated can theoretically be controlled
to fall below the hard limits. For auxiliaries, associated technology necessary is familiar from
conventional submarine design and can be adapted to the larger components used in surface
combatants.
Electric propulsion
For propulsion of a very quiet ship electric prime movers are mandatory. Standard motors adap-
ted from shore applications with an acoustically non-matching variable frequency drives even if
resiliently mounted are too noisy for ultra-quiet applications. Besides the high structure-borne
noise levels it is the weight of the direct drive electric motors which leads to higher vibratory
forces. A big step forward is RENK’s Advance Electric Drive featuring a light weight high speed
electric motor with a quiet reduction gear. During initial test bed trials this system showed room
for improvement of the source level of the motor but the gear already performed as needed for
ultra-quiet propulsion.
Depending on installed power and ship speed this component also has the potential to drop
below the hard limits of propeller and waves.
Electric power generation

This leaves power generation as the machinery contribution to be treated next. Diesel engines
are the noisiest sources on board. However, if we talk about small units of up to 500 kW power
encompassing a high speed diesel driving the generator there are means to also reduce their
noise contribution to a minimum and below the hard limits. Such an ultra-quiet power pack
features an intelligent double resilient mounting system, special design steel mounts instead
of rubber mounts and an enclosure against airborne noise transmission. Such a unit has been
shown to reduce structure-borne noise by more than 70 dB on board a vessel. In URN rangings
it has shown levels down to quiet condition of modern conventional submarines. The main issue
in these units is the flanking path transmission along with other connections to the ship, the
most prominent being the exhaust gas duct. A special design of the attachment to the shipside
ducting system is necessary to reduce low frequency structure-borne noise transmission.
83
Propeller
If further reduction below the hard limits is needed this will invariably lead to consideration of
a reduction of propeller noise.
Radiated noise of the propeller is caused by the response of the blades to excitation from turbu-
lent flow over the blades. The function of the propeller and some practical limits lead to a ratio
of propeller tip speed to ship speed of about 3. Noise caused by turbulent flow increases with
60log(speed), i.e. noise increases by 18 dB when doubling speed. A ship doubling its speed,
doubles propeller revolutions, hence becomes 18 dB noise with respect to propeller noise.
There are different ideas how, besides speed, propeller noise relates to design features. How-
ever, it can be said that a small slowly rotating propeller will be quieter than a large fast one.
For the propeller designer slow correlates with large rather than small. A way to overcome this
contradiction is the pump jet used in nuclear submarines. It can be designed smaller at a similar
speed than a conventional propeller. The apparent loss in efficiency is partly compensated by
a stator recovering losses from the central trailing vortex, a nozzle reducing the consequences
of larger relative loading and an arrangement in a higher wake improving hull efficiency. The
acoustic gains can be substantial but will not exceed 10 dB. Application of pump jets to surface
ships is discussed but no acoustic results for a full scale version are available.
A further reduction is possible if structural damping of propeller blades could be increased.
Efficient damping mechanisms contradict other criteria like strength and stiffness. Promising
structural designs with integrated highly efficient damping mechanisms have been studied in
compound propellers as used in German design submarines but no public information about
their effect is available.
A speculative prediction of a very quiet ship

The following diagram shows the estimated contribution of main noise generators for a medium
size ship at 8 knots relative to the URN limit curve of the ICES 209 report. Of course there are
great variations as to the true ship configuration and operating conditions.
84
CAPT Fredy Zarate, Carsten Spieker, Dietrich Wittekind, Franz Hoppe
85
CAPT Fredy Zarate, MSC, MSE
Gerente de Diseño e Ingenieria Ship Design and
Engineering Manager
Paper Title:
The Columbian Navy in Transit between Today and Tomorrow
Fredy Zarate gave the speech on behalf of

Rear Admiral Jorge Enrique Carreño Moreno, CEO of COTECMAR
86
THE COLOMBIAN NAVY IN TRANSIT
BETWEEN TODAY AND TOMORROW
Rear Admiral Jorge Enrique Carreño Moreno

Colombian Navy
OUTLINE
1. The Colombian Navy
2. Typical Operations
3. COTECMAR role
4. New building programs closing the gap for Colombian Navy
requirements
5. PES (Surface Strategic Platform)
6. Conclusions
87
TYPICAL OPERATIONS
HOSTILITIES SCENARIO SECURITY MAINTENANCE

OPERATIONS OPERATIONS
ASuW AAW Sovereignty and Strategic

Dissuasion
ASW
EW
Community Support
NGFS MIO
SAR SAR MIO
Environmental
Escort and Area Control and
Marine Resources Protection
Land Operations Support Peacekeeping Operations
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TYPICAL OPERATIONS
HOSTILITIES SCENARIO
OPERATIONS
Destruction of enemy naval
forces
Suppression of enemy sea

commerce
Protect of Sea Lines of

Communications (SLOCs)
Establish local military

superiority
Source: CJCS – Command and Control for Joint Maritime Operations,

Aug. 2013
88
TYPICAL OPERATIONS
NGFS
Land Operations Support
Escort and Area Control
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TYPICAL OPERATIONS
SECURITY MAINTENANCE
OPERATIONS
Maritime Security
Operations Against:
- Terrorism
- Piracy
- Community support
Safety of Navigation at Sea
Border Control
Environmental and Marine

Resources Protection
89
Peacekeeping Operations
(MOOTW)
Disaster Relief
Humanitarian Relief
Non-Combatant Evacuation Operations
(NEO)
Search and Rescue
What is COTECMAR?
A Science and Technology

Company
State
Colombian Political Charter, Law 29 of 1990,
Decree 393 of 1991.
Science and Technology By law.
NON PROFIT ORGANIZATION
MIXED (STATE OWNED + PRIVATE)
S&T FOCUSED
SHIPBUILDING INDUSTRY DRIVEN
Industry Academy INTEGRATED MODEL
No Government budget allocated!
90
BUSINESS LINES
Shipbuilding S&T Activities
Ship repair and Services for the general

maintenance Industry
PRODUCTION FACILITIES
BOCAGRANDE
SHIP REPAIR
SHIPBUILDING
MAMONAL
91
RIVERINE SHIPBUILDING PROGRAMS
PUMP-JET PROPULSION
PUMP-JET PROPULSION
2017
2006
PAF-P MKIII PAF-P MKIV
2004
TWIN-SCREW PROPULSION PAF-P MKII
2000
PAF-P MKI
TWIN-SCREW PROPULSION
LPR
Main Particulars
Displacement (ton): 13,7
Length (m): 12,7
Beam (m): 2,8
Draft (m): 1,53
Water Jet Propulsion
92
PAF-A AMAZONIC PATROL VESSEL
Designed for addressing transnational crime,

Main Particulars
environmental protection, and supporting riverine
Displacement (ton): 450 population.
Length (m): 50
Beam (m): 9,5
Draft (m): 3,1
Water Jet
Propulsion
AUXILIARY SUPPORT SHIPBUILDING

BDA
Main Particulars
Displacement (ton): 614
Length (m): 49,5
Beam (m): 11
Draft (m): 3,1
Pump Jet Propulsion
93
COASTAL PATROL VESSEL PROGRAM
CPV MKII
2015-2019
CPV ARC “Punta Espada”

2011 – 2014
Twin-Screw Propulsion. Diesel Engines
CPV ARC
“PUNTA SOLDADO”, ARC “PUNTA ARDITA”
2011 – 2014
Twin-Screw Propulsion. Diesel Engines.
OFFSHORE PATROL VESSEL PROGRAM
OPV 2nd Generation

2015-2019
Combined Propulsion.
OPV 1st Generation

ARC “20 de Julio” – ARC “7 de Agosto” –
“OPV III”
2007-2010 / 2012-2014 / 2014-2017
Twin-Screw Propulsion. Diesel Engines.
94
STRATEGIC SURFACE SHIPS (PES) PROGRAM
PES 1st Series
OPV 2nd 2031-2036

Generation
2028-2031
2017-2027 PES 2nd Series
2017-2020
2014-2016 PES Design & Prototype
PES - INTRODUCTION
The Colombian Navy and the Ministry of Defense conceived a macro project for the next generation of
surface strategic ships (Project PES: from the spanish Plataforma Estratégica de Superficie) oriented
to the design, construction and commissioning of the units that will replace the current Almirante Padilla
Class frigates .
Almirante Padilla Class Frigates
95
PES - TECHNOLOGICAL CHALLENGES
Combined Propulsion configuration as alternative to optimize

the operational profile of the PES
An example of combined propulsion system

(Hybrid Propulsion)
PES – OPERATING PROFILE
Operating Profile of PES is compared with:
Frigate type F123 (5400 t) PES (< 5000t)

Source:
Combined Marine Propulsion Systems: Optimization and Validation by Simulation.
By : B. Pinnekamp, F. Hoppe and M. Heger, RENK AG.
96
PES – SPEED RESISTANCE CURVE
A synthesis model was used to generate the resistance curve as shown below:
Max Speed
5%
Max-
Resistance kN
Sustained
Speed
10%
Escort
TAP 15%
Low Speed 60%
10%
Speed (Knots)
PES - PROPULSION SYSTEM ALTERNATIVES
Four propulsion configurations are to be considered for the study:
CODAD CODAG CODOG CODOE

Combined Diesel Combined Diesel Combined Diesel Combined Diesel
and Diesel and Gas or Gas or Electic
Total Total Total Total
Power,
No Power, No Power, No Power, No Power,
MW
MW MW MW MW
DIESEL ENGINE TYPE 1 7.4 4 29.6 - - - - 4 29.6
DIESEL ENGINE TYPE 2 5 - - 2 10 - - - -
DIESEL ENGINE TYPE 3 1.5 - - - - 2 3
GAS TURBINE TYPE 1 25 - - - - 2 50 - -
GAS TURBINE TYPE 2 40 1 40 - -
QTY GEARBOX - 2 - 1 - 2 - 2 -
ELECTRIC MOTOR 1 - - - - - - 2 2
97
CODAD - CURRENT ALMIRANTE PADILLA CLASS
DIESEL ENGINE DIESEL ENGINE

4290 kW 4290 kW
DIESEL ENGINE DIESEL ENGINE

DIESEL ENGINE
4290 kW
DIESEL ENGINE
4290 kW
4290 kW 4290 kW
Characteristics:
 02 diesel engines connected to each gearbox.
 04 diesel engines to supply 17160 kW for top speed of the vessel.
 Long experience in the maintenance and repair of the diesel engines.
 The system enables to drive either 01 or 04 engines simultaneously.
 34 years in service The Almirante Padilla class.
 Recent modernization that extended their operational life around 2025.
PES - CODAD ALTERNATIVE
Characteristics: Disadvantanges:
 04 diesel engines with aproximate total power: 29,6 MW.  Top speed is reduced during its life cycle due to
 02 CODAD gearboxes. diesel engines losses.
 02 CPP.  Large machinery spaces and high volume
 1 diesel engine working per shaft most of its operating requirements.
profile.  High operating hours.
 High flexibility and redundancy.
 Good overall system efficiency.
98
PES - CODAG ALTERNATIVE
 02 diesel engines with aproximate total power: 10 MW.  The gearbox is a single point of failure.
 01 marine gas turbine:40 MW.  Large twin ratio gearbox.
 01 CODAG cross-connected gearbox.  Control system is complex.
 02 CPP.
PES – CODOG ALTERNATIVE
 02 diesel engines with aproximate total power: 3 MW.  The gearbox is a single point of failure.
 01 marine gas turbine with aproximate total power: 40 MW.  High speed operations use only gas turbine as
 01 CODOG gearbox. the prime mover. Additional weight of the diesel
 02 CPP. engines in this operation.
 Fuel efficiency is enhanced for low/mid speed.
99
PES - CODOE ALTERNATIVE
 04 diesel engines with aproximate total power: 29,6 MW.  Larger gensets required due to electric power used
 02 electric motors: 2 MW. for electric motors.
 02 CODOE gearbox.  High complexity in the gearboxes.
 02 CPP.
 01 electric motor working per shaft most of its operating
profile.
 High flexibility and redundancy.
PES – COMPARISON BETWEEN ALTERNATIVES
Criteria for Selection
Life Cycle Cost Performance
Propulsion Configuration System
100
PES – LIFE CYCLE COST
Diesel engines, gas turbines, gearboxes, gensets and

electric motors are the most representative items for
estimating the cost for the propulsion configuration.
PES – PERFORMANCE
100
90
80
70
60
Performance
50
40
CODAD
30
CODAG
20
CODOG
10
CODAE
0
Category 1 Category 2 Category 3 Category n
Categories such as, Categories

• Weight
• Installed power
• Time Between Overhauls (TBO)
• Required volume
101
PES – INTEGRATED LOGISTICS SUPPORT (ILS)
• Spares
• Tools,
• Local & abroad technical
assistance
• Training
CONCLUSIONS
 The Colombian Navy performs a multitask role to comply with several missions into the
national and international maritime scenario.
 COTECMAR has become the technological partner for the Colombian Navy by providing
design and engineering solutions to meet Navy requirements either new buildings or
existing vessels.
 Recent projects such as CPV, OPV, and BDA have allowed COTECMAR to gain
expertise and capabilities in both fields design and construction which add value in the
transit to develop and construct the PES.
 Decisions on what type of propulsion configuration system is the most suitable option to
meet operational profile of a Colombian Navy vessels will demand thorough studies that
take into account factors such as performance, life cycle cost, and the logistics to support
the operation during its life cycle.
102
THANK YOU!
103
Jorge Enrique Carreño Moreno
Rear Admiral Jorge Enrique Carreño Moreno (CEO of COTECMAR)
COTECMAR – The Corporation of Science and Technology for the Development of the Naval,
Maritime and Riverine Industry
Methodology for the Selection of the Propulsion Configuration

for the Next Colombian Frigates Generation
Abstract –
This paper proposes a methodology to select a propulsion configuration based on a
model of life cycle cost and performance. The objective is to evaluate the cost of the
equipment for each arrangement in the life cycle and determinates the performance in
terms of indicators that represent the requirements of the Colombian Navy for its next
generation of vessels. It is expected that this study is a tool that helps in the decision-
making process on the best alternative for the propulsion system.
Index Terms –
propulsion systems; combined propulsion; gas turbines; CODAD; CODOE; CODAG; CODOG.
I. Introduction
The Colombian Navy and its strategic ships (FS100 – “Almirante Padilla” Class) have been
providing security and naval power projection capabilities for the Country in the range of naval
operations since the latter enter service in 1982. During this time the Navy and its strategic
ships have evolved to face different threats and problems that have affected the country; from
drug trafficking, illegal use of natural resources, search and rescue operations to border control
by tensions that have recently come into play and providing security on a regional environment
every time more volatile.
The “Almirante Padilla” class ships have been in service thirty four years with a recent mo-
dernization that extended their operational life around 2025. Is in this context where the PES
project (Plataforma Estratégica de Superficie – Surface Strategic Platform) becomes relevant
as a Colombian Navy’s initiative to provide the strategic capabilities that otherwise would de-
teriorate over time. In conjunction with the Navy, the Colombian government plans to use this
need to create in the country the capabilities, industrial development, technical knowledge and
expertise that would support the production in Colombia of the future strategic ships of the
Colombian Navy.
The PES project will provide to the Country and the Colombian Navy the capabilities to perform
operations on the naval warfare spectrum including: sea control, NSFS, Special Forces support,
escort and area control, maritime security and peacekeeping operations; while giving to the
economy the opportunity to develop a cluster of industries that could provide products and
services for the local and global market.
104
The requirements of the ship have been already defined and are part of the process that the
Navy is following with the interested shipyards around the world. The Navy is dedicating time
and effort to the selection of a proper propulsion system for the operational conditions envi-
sioned for the PES project, the development of the methodology to do so and provide a proper
recommendation to the Navy is the purpose of this document.
II. Methodology
Aiming to analyze the alternatives of propulsion configurations for PES project a possible hull
with a displacement of 3300 tons was selected. By means of a synthesis model a resistance
curve was obtained, and then the estimation of break power required for propulsion was calcu-
lated. Fig. 1 shows the results for the brake power curve and Fig. 2 the operating profile defined.
Fig. 1. Brake power curve of a hull with 3300 tons.
Fig. 2. Operating Profile.
105
The Colombian Navy is interested in the exploration of new alternatives of propulsion system
configurations for the next generation of vessels in replacement of the “Almirante Padilla” class
frigates. The alternatives selected are as follows: CODAD (Combined Diesel and Diesel), CODOE
(Combined Diesel or Electric), CODAG (Combined Diesel and Gas) and CODOG (Combined Diesel
or Gas).
A. CODAD
This arrangement is composed by two shafts, each one with two diesel engines connected by
gearbox. The four diesel engines supply the power needed to reach the top speed of the vessel.
The “Almirante Padilla” class use CODAD configuration, thus the Colombian Navy acquired a
wide experience and knowledge in the maintenance and repair of diesel engines.
The system enables to drive either one or four engines simultaneously. A top speed between 26
and 30 knots is required for PES. From the power break curve (Fig. 1) to reach the top speed
29.6 MW is needed. With four diesel engines of 7.4 MW each one, it is possible to reach the
requirements of different speeds. The configuration will be as shown in Fig. 3.
Fig. 3. CODAD propulsion arrangement.
B. CODOE
The electric propulsion provides a low acoustic signature and vibration (important for warships),
high torque at low revolutions, low NOx emission levels, flexibility in the system arrangement
and facilitates the modularization. However, it needs more space available and generates a
decrease in the transmission efficiency [1] [2]. Electric propulsion requires motors to drive the
propellers and gensets to supply the power [2].
CODOE is an OR-type configuration, hence the electric motors drive the vessel up to low-speed
and the diesel engines are required for maximum and top-speed.
The arrangement includes two diesel engines each one with 7.4 MW, an electric motor with 1
MW and a gearbox for each propulsion line, as Fig. 4.
106
Fig. 4. CODOE propulsion arrangement.
C. CODAG
This configuration is used on warships, usually the Diesel engines are utilized for low-speed
and both gas turbines and diesel engines for high-speed. The gas turbines has good power/
weight ratio but need to run at design revolutions; it is generally necessary the use of either
controllable pitch propellers or waterjets [1]. Since this is an AND-type configuration to reach
the top velocity both diesel engine power and gas turbine power are necessary, this is possible
by means of a gearbox cross connected as Fig. 5. The arrangement includes two diesel engines
each one with 5 MW and a gas turbine with 40 MW.
Fig. 5. CODAG propulsion arrangement.
107
D. CODOG
For this configuration, the prime movers consist of diesel engines and gas turbines. This alter-
native uses two diesel engines and a gas turbine.
A combination OR-type means that gas turbine is not working simultaneously with the diesel
engines. Whilst the diesel engine is designed to reach an economic speed, the gas turbine will
be operating for high speed of the vessel. The gearbox is the critical equipment in this configu-
ration, due to its complexity in the interaction with diesel engines and gas turbines.
Fig. 6. CODOG propulsion arrangement.
Those solutions of propulsion will be assessed on each hull obtained taking into account the life
cycle cost (LCC) and the performance of each one.
• LCC
Selecting the propulsion machinery is affected for many factors such as purchase price, fuel
consumption, power rated, revolutions per minute, weight, size, maintenance cost, and so on.
To obtain a more accuracy judgment the LCC is a powerful decision-making tool. [3].
The cost of operating and support is usually greater than the cost of acquiring it. Hence, the
post-acquisition costs have an important component in the evaluation of the potential suppliers
[4].
Life cycle cost has the purpose to estimate the relative costs to acquire and operate each pro-
posal from a series of alternatives and then select the most cost-effective [4]. This approach
lets to select an equipment based on the total cost rather than the purchase price. The sum of
the procurement, maintenance, support and final disposition are usually included [5]. LCC must
be used as benchmark during the acquisition process, considering that in the early stages there
are the best opportunities to reduce the LCC [4].
The LCC breakdown for the propulsion system was structured as the Fig. 7, which includes the
acquisition cost, the operation cost and maintenance cost [3].
108
Fig. 7. LCC breakdown.
• Model of Performance
On the other hand, the purpose of the performance model is to qualify a set of characteristics for
each alternative. These and the LCC represent the most important tools for the decision-making
process done by the Colombian Navy.
Regarding the particular requirements of the Colombian Navy for the propulsion system of PES,
the focus turns to the performance and cost of the alternatives that will meet the requirements
[4]. The model of performance is organized according to the Fig. 8.
Fig. 8. Model of Performance for the assessment of configurations.
1) Fuel Consumption

The fuel consumption is one of the most important parameters to select a diesel engine since it
determines the highest cost throughout the LCC. Thus, selecting a diesel engine with low specif-
ic fuel consumption is key and determinant in the selection of the configuration. The Colombian
Navy will also consider the specific fuel consumption of the gas turbines to compare them with
the diesel engines results.
109
2) Weight
It is a key factor on the performance of the vessel, an increase in the weight of propulsion will
affect the displacement of the vessel compromising the power required to reach a specific
speed. In general the weight of the equipment installed in the ship must be as low as possible
to increase the capacities in other systems such as weapons.
3) TBO
Time Between Overhauls is an indicator of the machinery availability. A few numbers of TBO
in the life cycle equipment is desirable to allow larger periods of continuous operation for the
machinery.
4) Power
The power requirement is directly related to the operating profile of the vessel. The patrol and
maximum speed determine the amount of power installed and the more suitable capacities for
the prime movers. A good selection of the operation range for the machinery minimizes the cost
associated to the waste of power. For that reason, special attention must be taken with the stu-
dy of CODOE, CODAG and CODOG to select the most suitable switch-points for the machinery.
5) Area
The footprint of the equipment installed in the engine rooms represents a key factor to make
comparisons between each alternative. In the machinery room there is a requirement for large
area available after the installation of prime movers. This space is needed for the auxiliary
equipment, piping and transit space. For the selection of the best configuration for PES the
footprint of diesel engines, gas turbines, gearboxes, electric motors, converters and gensets
will be compared each other.
6) Redundancy
This concept implies that the vessel will be able to use the remaining installed propulsion
systems in case of the failure of a prime mover. The increase of redundancy depends on the
arrangement of machinery and whether it is installed in separated compartments. The analysis
of redundancy for each propulsion alternative will be done comparing the maximum speed of
the vessel with a partial loss (50% or more) of the equipment [6]. A single point of failure is
identified in the CODAG and CODOG configuration, where one gearbox is connected to both
propulsion lines. For these configurations an individual analysis must be perform taking into
account the solution offered by the maker for a case of failure of the gearbox.
7) Emission
Gas emissions have become a determining factor in the selection of engines. A less amount of
NOx and SOx emissions indicates a more efficient combustion given that most of fuel is used
for power generation. The requirement of the Colombian Navy is the compliance of IMO TIER II
engines.
110
8) Integrated Logistics Support
A key factor involved in the propulsion-configuration decision is the integrated logistic support
of the manufacturers. The representation of the manufacturer in Colombia for repairs parts,
tools, technical assistance and training is essential to ensure the correct operation of the pro-
pulsion equipment during the life cycle of the PES.
As stated above, the Colombian Navy counts with a wide experience in CODAD configuration
and all the tools and technical assistance had grown in function of Diesel Engines and conven-
tional gearboxes. The decision making for the propulsion of the next generation of ships will be
considering if gas turbines, cross-connected gearboxes and electric motors can be implemen-
ted in terms of accessibility for technical support in Colombia.
Training for the operation and maintenance of the equipment must be considered by the ma-
kers.
III. Analysis and results

A study is being conducted with the aim to estimate by means of LCC the cost per kW for each
propulsion alternative. This value will be confronted with the performance obtained giving a
useful tool for the decision-making process to the Colombian Navy allowing them to choose the
option that meets their requirements.
References
[1] S. R. T. D. A. H. Anthony F. Molland, Ship Resistance and Propulsion, Cambridge University
Press, 2011.
[2] A. F. Molland, The Maritime Engineering Reference Book: A Guide to Ship Design, Con-
struction and Operation, Hungary: Elsevier Ltd, 2008.
[3] J.-B. C. M.-J. L. J.-Z. N. Jun-Bao Geng, “Main Diesel Engine Selection for Ships Based on
Life Cycle Costing”, de International Conference on Management Science and Manage-
ment Innovation (ISMI 2015), 2015.
[4] Organisation, North Atlantic Treaty, “Costo Structure and Life Cycle Cost (LCC) for Military
Systems”, de RTO Meeting Proceedings 96, Paris, 24–25 October 2001.
[5] H. P. Barringer, “Life Cycle Cost And Good Practices”,
de NPRA Maintenance Conference, San Antonio, Texas, 1998.
[6] Lloyd’s Register, Rules and Regulations for the Classification of Naval Ships, Volume 3,
Part 1, Chapter 3, pp. 1–5, January 2012.
[7] L. Register, Rules and Regulations for the Classification of Naval Ships, Volume 3, Part 1,
Chapter 3, pp. 1–5, January 2012.
111
LCDR Jeff Zamarin
Engineer Officer – USCGC BERTHOLF
United States Coast Guard
Paper Title:
NSC – the New Large Cutter in Practical Experience
112
Homeland United States
Security Coast Guard
National Security Cutter

Operating Profile & Propulsion System
RENK Symposium
Assistant Commandant for May 2016
Engineering and Logistics (CG-4) LCDR J. Zamarin
1 of 16

Security National Security Cutter Coast Guard
Presentation Outline
• Platform/Program Overview
• Platform Missions
• Propulsion System Overview
• Prime Mover Overview
• Reduction Gear Overview
• Propulsion System Modes
• Emergency Reduction Gear Features
• Common Issues & Problems Noted
• Operation & Utilization Summary
RENK Symposium
2 of 16
113
Security Platform/Program Overview Coast Guard
• Program initiated in 2002; Program still active

• Designed to replace aging fleet of 378’ cutters
• Nine vessels procured – First commissioned in 2008
• 5 in operation, 1 commissioning, & 3 under construction
• Integrated detection, defense, & sensing suite
• Long-endurance station keeping
• Advanced maritime interdiction capabilities
Vessel Specifics
Length 418 feet
Beam 54 feet
Draft 22 feet 6 inches (projection draft)
Displacement 4,500 long tons
Maximum Speed 28+ Knots
Range 12,000 nautical miles (economical speed)
Endurance 60 to 90 days
Complement 127 (17 Officers)
Flight Deck MH-65 & MH-60
Small Boats 2 OTH MKIV & 1 LRI-II
Weapons .50 cal, Mk110 57mm, 20mm CIWS
2 Mk53, 2 Mk36, 2 M240B 7.62mm
RENK Symposium
3 of 16

Security Platform Missions Coast Guard
U.S. Coast Guard

Missions
Primary National
Ports, Waterways Security
Security Cutter
Drug Interdiction
Missions
Aids to Navigation
Search and Rescue
Marine Safety
Defense Readiness
Migrant Interdiction
Ice Operations
Law Enforcement
Living Marine Resources
Marine Environmental Protection
RENK Symposium
4 of 16
114
Security Propulsion System Overview Coast Guard
Main Propulsion Arrangement

Combined Diesel & Gas (CODAG)
Two Main Propulsion Engine Rooms
2 - MTU 20V 1163 TB 93 Diesel Engines
1 - GE LM2500 Gas Turbine
2 - RENK AS 198F Main Reduction Gear
1 - RENK AS2/250 Cross Connection Gear
2 - Propulsion Shafts & SKF Shaft Couplings
2 - 5 Blade Rolls-Royce XF5 Controllable Pitch

Propellers
RENK Symposium
5 of 16

Security Prime Mover Overview Coast Guard
Main Diesel Engines

Model: MTU 20V 1163 TB93 (20 Cyl)
Power: 9,500 BHP (7,087 kW)
RPM: 350 to 1350 (medium speed diesel)
Weight: 22,800 kg (50,265 lb) dry
Fuel Consumption: ~500 GPH (max RPM)
Main Gas Turbine

Model: General Electric LM2500
Power: 29,500 BHP (22,000 kW)
RPM: Gas Generator (10,000) – Power
Turbine (3,852)
Weight: 22,000 kg (48,000 lb)
Fuel Consumption: ~1563 GPH (max RPM)
RENK Symposium
6 of 16
115
Security Reduction Gear Overview Coast Guard
Main Reduction Gears

Model: RENK AS198F Port & Starboard
Propeller Thrust: 900 Kn (continuous)
Clutches: MDC 60 & 47 (low & high speed)
Weight: 53,623 kg (117,970 lb) dry
Cross Connection Gear

Model: RENK AS 2/250
Input CODAG Gas Turbine Diesel GT Input Torque: 81,360 Nm
GT Input Speed 3600 RPM 3100 RPM N/A Diesel Input Torque: 54,362 Nm
DE Input Speed 1350 RPM N/A 1350 Clutches: SSS (Synchro-Self-Shifting) & MDC 66
Shaft Output Speed 229.3 RPM 197.5 RPM 150 RPM Weight: 25,759 kg (56,669 lb) dry
RENK Symposium
7 of 16

Security Propulsion System Modes Coast Guard
HARBOR MODE “Emergency Mode”
Harbor Mode “Emergency Mode”

Summary: 1 DE Drives Both Shafts
(Constant Speed w/ Variable Propeller Pitch)
Throttle: Dual Control Lever
Shaft Speed: 75 RPM (constant)
Diesel Engine Speed: 650 RPM (constant)
Propeller Pitch: 0% - 100% (variable)
Cutter Speed: 10 knots (max)
Fuel Consumption: ~ 100 – 200 GPH
Use: Station Keeping & Slow Speed Transit
RENK Symposium
8 of 16
116
CRUISING MODE
Cruising Mode
Summary: 1 DE Drives Both Shafts
(Variable Speed w/ Variable Propeller Pitch)
Throttle: Single Control Lever
Shaft Speed: 40 – 135 RPM (variable)
Diesel Engine Speed: 356 - 1202 RPM

(variable)
Use: High Efficiency Transit
RENK Symposium
9 of 16

MANEUVERING MODE
Maneuvering Mode
Summary: Each DE Drives its Respective Shaft
Throttle: Single or Dual Control Lever

(variable)
Use: High Speed Transit/Pursuit; Maximum

plant redundancy, segregation, & resilience
RENK Symposium
10 of 16
117
GAS TURBINE MODE

Gas Turbine Mode
Summary: GT Drives Both Shafts (Variable
Speed w/ Variable Propeller Pitch)
GT Speed (Power Turbine): 802 - 3065 RPM

(variable)
Fuel Consumption: ~ 240 - 1563 GPH
Use: High Speed Transit/Pursuit
RENK Symposium
11 of 16

COMBINED DIESEL & GAS TURBINE MODE

Combined Diesel & Gas Turbine Mode
Summary: GT & Both DE Drive Both Shafts
GT Speed (Power Turbine): 1195 - 3584 RPM

(variable)
(variable)
Cutter Speed: 28+ knots
Fuel Consumption: ~ 420 - 2521 GPH
Use: High Speed Transit/Pursuit
RENK Symposium
12 of 16
118
Security Emergency Reduction Gear Features
Coast Guard
Emergency Mode w/ GT (GT drives either Port or Stbd Shaft)
Emergency Go Home Mode (Manual Engagement of Clutch)
Manual Emergency (Hydraulic) Operation of Clutches
Limited to Use of Port &/or Stbd Multi-Disc 60 Clutch Only
RENK Symposium
13 of 16
Homeland Common Issues & Problems Noted United States

Security Data Based on NSC1 (First-In-Class) Operations Coast Guard
NSC1 Major R/G Casualty

Summary
2012: #2 RG LO Check Valve
2012: #2 RG Control Logic Failure
2012/2013: SSS Clutch Alignment
2014: #2 RG LO Cooler Failure
Backed out bolt & internal damage
Loose hardware (bolts) Failed salt water plate coolers Degraded oil pressure relief valves SSS clutch misalignment
RENK Symposium
14 of 16
119
Security Operation & Utilization Summary Coast Guard
Data Based on NSC1 (First-In-Class) Operations
NSC1 First-In-Class Operational Results (2008 – 2016) NSC1 Plant Operation/Hours Summary
CCG Hours: 23,773 #1 MDE Hours: 12,505

#1 R/G Hours: 23,773 #2 MDE Hours: 12,391
#2 R/G Hours: 27,378 MGT Hours: 1,936
807 total casualty days (~30% of all operational time)
Peak in 2012/2013 due to SSS Clutch/CCG issues
NSC1 Propulsion Mode Utilization Profile
NSC1 Reduction Gear "Casualty" Days
57%
60%
365 365
50% 400
*Note: Reduction
40% 350 during 2014/15
300 timeframe due to
30%
250 correction of
20% 14% 13% 200 discrepancies.
6% 9%
10% 150
0% 1%
100
Drift Harbor Cruise 57
Maneuv. 50 0 0 10
GT CODAG 0 10
0
2008 2009 2010
Cruising Mode is utilized most often due to its high 2011 2012 2013 2014 2015
efficiency & versatile speed profile.
*Note: A casualty day does not RENK Symposium

Assistant Commandant for denote a “total loss” of operation May 2016
but only a partial degradation in
Engineering and Logistics (CG-4) full operational capability due to
LCDR J. Zamarin
an active discrepancy. 15 of 16

Security Coast Guard
Questions?
RENK Symposium
16 of 16
120
Bernhard Vollmer, Enrico Ferrari, LCDR Jeff Zamarin, Franz Hoppe
121
Enrico Ferrari
Head of Engine room and Ship Auxiliary Systems Design Department
Fincantieri, Cantieri Navali Italiani S.p.A.
Paper Title:
Design Criteria for Middle Size Ship Propulsion
122
Propulsion experts meet at RENK

Augsburg, 10 May 2016
Evolution of Italian Navy first line ships and propulsion systems
….through the last decades

Destroyer
L = 152.9 m
Destroyer
B = 20.3 m
L = 147.7 m
∆ = 7000 t
B = 16.1 m
CODOG
∆ = 5500 t
CODOG
Andrea Doria (Horizon) Class
Durand De La Penne Class

….future generation
1990 2010
….1980 2000 2020
Frigate
Frigate
L = 144 m
L = 122.7 m
B = 19.7 m
B = 12.9 m
∆ = 6000 t
∆ = 3000 t
CODLAG CC
CODOG
Bergamini (FREMM) class
Lupo/Maestrale Class
123
“ANDREA DORIA” (Horizon) class CODOG propulsion overview
CODOG
Two independent propulsion lines, each one consisting of:
HRZ
• One Gas Turbine GE LM 2500, rated 20.5 MW
• One Propulsion Diesel Engine SEMT Pielstick (MAN
D&T) 12V PA6B STC, rated 4.3 MW
Operational modes:
• Diesel mode
• GT mode
Propulsion plant key performances:

• Vmax ≥ 29 kn
• Range ≥ 6100 nm @ 18 kn
“ANDREA DORIA” (Horizon) class CODOG propulsion chain layout
JOURNAL DIESEL ENGINE GAS TURBINE

BEARINGS
GAS TURBINE
JOURNAL
BEARING
OIL
DISTRIBUTION GEARBOXES
BOX
FEATHERABLE
CONTROLLABLE PITCH
PROPELLERS DIESEL ENGINE
CODOG PLANT LAYOUT

JOURNAL
BEARING Well proven philosophy (adopted
with different layouts also on
OIL Lupo/Maestrale/Durand De La
DISTRIBUTION
BOX Penne classes), characterized by
two fully independent shaft lines.
WATER LUBRICATED
BEARINGS
4
124
“CARLO BERGAMINI” (FREMM) class CODLAG CC propulsion overview
CODLAG Cross Connected

Propulsion plant optimized for ASW operations
Main machinery:
• One Gas Turbine GE LM 2500+ G4, rated 32 MW
• Two Electric Propulsion Motors* (low speed), each rated
2.1 MW
• Four Diesel generator Sets, each rated 2.1 eMW
* EPMs can also act as shaft generators
Propulsion plant key performances:

• Vmax (GT AND mode): >27 kn
• Vcruise (EPM mode): >15 kn
• Range: 6000 nm @ 15 kn
“CARLO BERGAMINI” (FREMM) class CODLAG CC propulsion chain layout
CODLAG CROSS CONNECTED LAYOUT

During ASW operations only shaft lines and
EPMs will rotate; the whole gearbox will be
stand still.
An engagement/disengagement device is
provided between the gearbox and each
EPM (Advanced Propeller Clutch).
125
“CARLO BERGAMINI” (FREMM) class propulsion operating modes
ELECTRIC PROPULSION MODE
GAS TURBINE PROPULSION MODE
CODLAG PROPULSION MODE
“CARLO BERGAMINI” (FREMM) class auxiliary propulsion
• Type Azimuthal Retractable Thruster

• Maker FC Marine System BU
• Service Auxiliary propulsion/Manoeuvre
• Propeller type Ducted Controllable Pitch Propeller
• Propeller diam. 1750 mm
• Power 1 MW
126
Propulsion systems common design features
Presented propulsion systems are based on combined solutions (CODOG &

CODLAG) driving Featherable Controllable Pitch Propeller.
Such layouts guarantee:
• Optimization of main drives sizing and selection towards sailing
operations and Ship’s expected performances and mission tasks, such
as:
- Low noise operation (ASW capability)
- Optimized IR signature
- Mobility during blackout conditions
- Propulsion availability (following a shock or partial flooding event)
• Combination of high power density of Gas Turbine (for high speed

mission), together with more economical/nominal power optimized
(Diesel engines/low speed electric motors) prime movers for
medium/low speed scenarios
Cross connected propulsion chains in the next decades
Re-thinking CODLAG Cross Connected taking into account different

requirements:
• Less demanding ASW requirements
• Higher speed needs in the whole operational envelope
Possible variant: CODOG Cross Connected

Such layout is also possible today due to the increase in maximum
power available from a single gas turbine (in some applications much
higher than 40 MW).
Possible improvements in terms of global performance and total
installed power with adoption of AND layout.
10
127
Italian Navy new generation PPA (Pattugliatore Polivalente d’Altura)
The latest project today under contract for Italian Navy is a new generation of
deep sea multirole patrol vessels (namely PPA).
A platform with the aim to introduce in the next few years in the fleet a Ship
able to face the new Mediterranean sea and worldwide treats.
Specific Propulsion system requirements have been defined and a new
propulsion configuration has been developed starting from consolidated
solutions.
11
Operating scenarios as leading parameter for propulsion system selection
Requirements of multipurpose ship including:

• Migrants interception/rescue (Mediterranean sea scenario)
• Disaster relief operation (including worldwide areas scenario)
• Fast intervention against asymmetrical treats/pirates (including RHIB deployment)
• Low speed patrolling
• Traditional warfare scenarios
Generic platform impacts:
• Modular areas (space and loading/unloading capabilities)
• RHIB carriage capacity
• Electric power and potable water production ashore delivering capabilities
• Environmental friendly operation on costal area
Specific Propulsion power plant impacts:

• Low speed capabilities without affecting main machinery MTBO
• Economical transfer/range speed
• Capability of high accelerations/speed
• High degree of survivability/redundancy
12
128
Typical operating scenario vs operating profile
Theoretical cubic law

Cruise speed
Low speed scenario

(green operation/patrolling/loitering)
≥10 knots
Sea time
Power
Max Diesel
speed Top speed
(high level req.)
≥32 knots
Speed
13
Prime movers selection philosophy: key technical parameters
High speed electric motors

• Commercial off the shelf (well proven design)
• Dual usage possibility (reverse mode)
• Torque availability versus revolution speed
• Optimized dimensions/arrangement flexibility
Medium-high speed Diesel engines
• High power density and proven solution available
• Sequential turbocharged system (operation flexibility)
• Optimized specific fuel oil consumption on operating range
• Compliance with specific naval requirements
Gas turbine
• Highest power density available on the market
• Acceleration capability
• High reliability and availability
• Matching flexibility for combined propulsion layout (AND)
14
129
Onboard integration of main propulsion items
CODAG Cross Connected layout Main Diesel engine

with Auxiliary Gearboxes for high
Gearbox
speed EPMs integration on propulsion
chain.
Gas turbine
High speed
electric motor
FCPP & shaftlines
15
Electric propulsion (and generation) through AED
Driver for Electric propulsion selection is the possibility to switch to a “green”

sailing mode at low operating speed obtained in combination with IMO Tier III
compliant Diesel generators.
The adoption of a high speed electric motor in geared solution, against a low
speed EPM, is mainly based on the needs of reducing weight and optimizing
Engine Room volumes.
Due to both installation constrains and
Ship survivability considerations, as
Shock compliance, the AED concept
developed by Renk has been selected,
properly tailored on PPA needs in a
shaft through solution.
Following successfully FREMM
philosophy, EPM are reversible type,
i.e. they can be used as shaft
generators improving global efficiency
during Diesel and GT modes.
16
130
Flexibility and operational modes (1/3)
Selected layout can face multiple operating modes in order to match the
different operating scenarios of an up-to-date naval platform.
Main envisaged propulsion modes will be:
ELECTRIC MODE
Sea time
Speed
17
DIESEL MODE
Sea time
Speed
Two engines on independent shafts

Single engine on two interconnected shafts
GAS TURBINE MODE

Sea time
Speed
18
131
CODAG MODE
Sea time
Speed
The propulsion modes will include the possibility to use one or both shaft
alternators in parallel with main Diesel Generators or in stand-alone mode.
Single shaft sailing operations are even possible, as in general degraded setup
consequence of a mechanical failure or machine unavailability.
19
Automation integration onto propulsion system
The different propulsion modes shown will be managed through a FREMM like
Integrated Propulsion Management System developed by Seastema (a
Fincantieri automation company) adopting consolidated dynamic simulation
techniques.
Example of the simulator results: Shaft torque and pitch in turning
In particular, the adoption of a Cross Connected solution will require a

dedicated overtorque management routine with a real time torque control,
acting on prime movers power request and propellers pitch setting, to avoid
unexpected asymmetrical torque loads.
20
132
THANK YOU FOR ATTENTION
ANY QUESTIONS?
21
Enrico Ferrari
Fincantieri, Cantieri Navali Italiani S.p.A.
Abstract
Design Criteria for Middle Size Ships propulsion
The today international scenario drives to the need of asking for Ships able to face different tasks of operation
providing a high use flexibility. This basic requirement is reflected on platform configuration and on the propulsion
system design. Middle size Ships are a typical example of this operational needs having to combine low speed
sailing, wide operational range and high top speed. Fincantieri philosophy of approaching the design and tailoring
the propulsion system to the Ship requirements will be described, with mention to the latest projects including the
newest Ships for Italian Navy.
133
Bernhard Vollmer
Head of Marine Sales
RENK AG
Paper Title:
Electric Drive for Advanced Ship Propulsion
134
Electric
Electric Drive
Drive for
for Advanced
Advanced Ship
Ship Propulsion
Propulsion
Bernhard Vollmer – Head of Marine Sales
Bernhard Vollmer – Head of Marine Sales
10th May, 2016
10th May, 2016
Public RENK Aktiengesellschaft Advanced Electric Drive 10.05.2016 1

Principle Approach for Propulsion Systems
Mission Capabilities
Operation Propulsion
Profile System
Configuration
Electric propulsion is getting more and more interesting for Naval vessels but also for civil applications like Research Vessels, Mega Yachts.
For certain applications electric propulsion as main drive or in combination with GT or DE offers advantages for intelligent power management.
Mission capabilities changed in the past significantly, so that huge battle ships disappeared in the past since decades and instead highly flexible
platform have to fulfill huge variety of mission tasks. In this regard mission modularity is only one of the key words.
These complex requirements are condensed into the mission capabilities by end user based on their experience to operate their fleet and are also
influenced on the Navies role in the defense alliance which they have to take over.
Speed profile as one part of the mission capability plays a most important part and has a major impact to the design of the propulsion plant and thus
influences the overall ship design significantly.
135
Ship Propulsion Options with Electric Drive
Selection of Configuration
[MW] 35 Time Share Option A Option B Option C

Power Requirement CODELAG-CC CODELAG-CC CODELOD
30 with Front-End AED© with Tunnel AED© with Front-End AED©
25
Example
AED© 37
AED© 37
GT 20 MW
20
AED© 37
AED© 37
40%
15
DE
DE
30% APC APC
10 MRG MRG CCG

APC APC
TB TB
10% CCG MRG MRG

5 MRG MRG TB TB
15% PC PC
5% TB TB
GT 25 MW
0
AED60-T
AED60-T
DE
DE
5 10 15 20 25 [kts]
COMBINED
AED© 37 (65%) GT (30%) (5%)
CODELAG-CC
OD-B
OD-B
GT COMBINED
OD-B
OD-B
OD-B
OD-B
AED© 60 (85%) (7,5%) (7,5%)
CODELAG-CC
4xDE
AED© 37 (65%) 2xDE (30%) (5%)
CODELOD
Important part of mission capability is the speed profile.

Different speed ranges such as transit speed, loitering mode and sprint speed are not only linked to navy vessels but can also be found for mega
yachts and research vessels and clearly indicate the intensity of each drive component (gas turbine, diesel engine or electric motor) in operation.
The time share of low and high speed ranges have to be carefully selected and have major impact not only on technical aspects but determine also
commercial and logistic aspects such as Life Cycle Cost, Total Cost of Ownership, issues which are getting more and more important in the acquisi-
tion process nowadays. Even logistic issues like training, crewing and manning are influenced by an optimum propulsion system.
Electric Drive for Advanced Ship Propulsion

Experience - Electric Hybrid Propulsion for Frigates
German F125 Italian FREMM
Two well known examples of hybrid electric drives of the latest generation for Italian and German Navy are shown above. Both are operated with
Direct Electric Drives (DED).
On the left side Italian FREMM equipped with 2x E-Motor 2,1 MW and 1x GT 32 MW. On the right side the new German Frigate F125 operated by 2x
E-Motor 4,3 MW and 1x GT 20 MW. A request for investigation of the propulsion system was given to RENK to look after optimization of these hybrid
propulsion plants. DED features based on the high torque a heavy and dimensional big electric motor. This was for the starting point for the develop-
ment of the Advanced Electric Drive (AED©) with the three main targets compared to the DED:
+ Less weight + Smaller dimensions + Quiet operation
136
RENK AED© on Teststand
Application for Propulsion Power 4 MW
2-Stage Reduction Gear Variable Frequency

• Double-helical design Drive (VFD)
• Output speed 270 rpm
High-speed 3-phase
Asynchronous Motor
U = 690 V
Flexible Coupling P = 4 MW
n = 1800 rpm
Resilient Conical
Mounts
Supporting Frame Membrane Coupling
The above picture shows the final result of this development the RENK AED© with following components:
+ High speed electric motor
+ Compact 2 stage low noise reduction gear
+ Both components mounted on common frame
The major focus was given on investigation of special soft elastic mounts and a highly flexible coupling to compensate the deflection of the frame
mounted AED©.
Investigation of RENK AED© Components

Optimized Structure following FEM-Analysis
Design of the common frame was thoroughly made by using FEM analysis. Major target was to investigate natural oscillation modes.
The above samples show oscillation behavior at certain natural frequencies.
With these methods the optimization of stiffness and simultaneously max weight reduction was optimized to avoid resonances between excitation from
E-Motor and gear box versus the common frame.
137
Investigation of RENK AED© Module
Assembly of the three major components in FEM-Analysis
In order to understand interaction of electric motor, gear box and frame, all 3 major components where investigated under different load conditions,
always having low weight aspects in mind.
Advanced Electric Drive - RENK AED©

First Target - Less Weight than Direct Electric Drives DED
Reduction Gear
4.0 MW
1800 / 270 rpm
Weight in kg
Motor (690V) 10,250
Gearbox 11,000
Frame incl. mounts 4,100
Coupling 350
Weight AED© 25,700
Weight DED 60,000
The above weight balance clearly shows, 1st target was reached.
Significant weight saving against a DED arrangement can be realized by using an RENK AED©.
138
Advanced Electric Drive - RENK AED ©
Second Target - Smaller Dimensions than Direct Electric Drives DED
DED
COMPACT DESIGN
• High-Speed Electric Motor
• Double Helical Gears
• Two-Stages
• Nested Design
Space saving aspects are known as a crucial aspect for egineroom design.
For the AED© mainly gear box and electric motor where designed carefully under this proposition.
Gear box was designed as 2 stage gear box in order to reduce gear diameter and a so called nested design guaranteed a most compact shaft ar-
rangement.
As electric motor a high speed motor with an input speed of 1800 rpm in combination with a water jacked cooled construction type was selected in
order to realize reduced height of the complete AED© module.

Major Benefit for Main Drives
AED© 2.2 m DED 3.4 m
DED RENK AED©

P= 4,000 kW P = 4,000 kW
n= 240 rpm n1 = 1,800 rpm
n2 = 240 rpm
Unevitable Advantage: Significantly reduced height fitting underneath low main decks
The outcome of this consequent design criteria is a significant reduction in height of only 2,20m.
The Major advantage is obvious and is shown in the sketch, extremely small installation height which enables a through-going deck above main engine
room.
As the size comparison between RENK AED© and the DED clearly indicates the second target, to be smaller than the DED was reached.
139
RENK AED© in CODELAG Propulsion System
AED© as Front-End Version
AED©
Gas
Turbine
Main Reduction
Gear
Propeller
Output
The so called front end solution of the RENK AED© was designed for use as stand-alone arrangement which can be installed in research vessel or mega
yachts.
For Navy application the AED© can be operated as part of low speed hybrid drive as shown in the sample of an frigate propulsion plant, similar to
German frigate F 125.
RENK AED© in CODELAG Propulsion System

AED© as Tunnel Version
Gas
Turbine
Main Reduction
Gear
AED©-T
Propeller
Output
A so called Tunnel arrangement gives the opportunity to operate the AED© in the propeller shaft line hybrid drive component for huge research vessel
or navy application like Italian FREMM.
140
Third Target - Soft Elastic Mounts for Quiet Operation
• Weight: 350 kg
• Rated Torque: 186 kNm
• Displacement max.: 20 mm radial / 20 mm axial
• Lifetime: 1.0*109 load cases
(resulting in 62.000 Operating Hours at 270 rpm & 15 mm Displacement)
Main focus within the development process was laid on the low noise performance of the AED© module.
This was mainly realized by application of soft elastic mounts in combination with a highly flexible coupling.
Investigation and measurements are carried out with standard conical mounts of different SHORE hardness.
In order to get knowledge of the maximum low noise potential of the AED© module a special designed double spring mounts (prototype) for ultra low
noise application in combination with highly flexible coupling was tested on the new RENK test facility under full load (4 MW).

Third Target - Quiet Operation - Measurements
Besides the use of newest infrastructure of newest RENK test facility (max. 12 MW full load) an intensive test program of load tests up to a load of 4 MW
with latest state of the art measurement equipment was carried out.
141
Third Target - Quiet Operation - Laser-Vibrometer Measurements
Courtesy of Geislinger
In close cooperation RENK used latest measurements equipment. Based on Laser Vibrometer technology best overall verification of previous local RENK
measurements gave evidence of the low noise performance.
First Results of Noise Investigations

Third Target - Quiet Operation
Limit curve at ship foundation for

Structure-borne level 1/3 octave [dB] re 5E-8 m/s
research vessels ICES209
Limit curve at ship foundation for quiet

naval ships 12 knots
Level range for submarines 4 knots
AED©, soft resiliently mounted, at ship

foundation, full load 4 MW
AED©, soft resiliently mounted, at ship

foundation, half speed / 500kW
SBN basic results at full load 4 MW
SBN basic results at half speed 500 kW
16 31 63 125 250 500 1.000 2.000 4.000 8.000

Frequency [Hz]
A cross check of our low noise expectation was done by Dr. Wittekind. The above diagram shows a comparison between an expertise at the beginning
of the design and development phase and the first measurement results under full load.
First results are evaluated and are very promising. The shown results are based on standard conical mounts. The evaluation and analysis of test results
under full load using the special developed double spring mounts are still ongoing at the time this paper is published.
The above diagram give shows already that also the 3rd target reached!
The noise behavior of RENK AED© is better compared to the DED principle. Further developments of soft elastic mounts will be done in the future.
142
Application Areas
OUR TARGETS
• Less Weight
• Smaller Dimensions
• Quiet Operation
First full load test results gave evidence that AED© is a future solution for low noise applications of:
+ surface Navy vessels
+ research vessels
+ mega yachts
The promising results in partial loads encourage us to make further investigations and developments for ultra low noise applications for underwater use.
Today’s promising results show further potential for improvement and encourage RENK to continue further development of the AED©.
Thank you for

your kind attention!
143
144
145
146
147
Official Dinner at Kurhaus Göggingen
148
149
Head of Central Gear Technology
RENK AG
Paper Title:
Increased Flexibility of Drive Trains for Special Ships
154
Various maritime applications require individually optimized propulsion systems. RENK is the qualified
Various maritime applications require individually optimized propulsion systems. RENK is the qualified partner to1
partner to develop the best system solution.
develop the best system solution.
155
Especially for multi‐purpose vessels, simple propulsion system as single diesel engine, diesel‐electric drive
Especially for multi-purpose vessels, simple propulsion system as single diesel engine, diesel-electric drive or
or direct‐electric drive cannot cover all propulsion modes satisfactorily. For such applications, hybrid system
using gas turbines, diesel engines and electric motors in an optimized combinations should be used.
direct-electric drive cannot cover all propulsion modes satisfactorily. For such applications, hybrid system using
gas turbines, diesel engines and electric motors in an optimized combinations should be used.
A typical example for hybrid propulsion is CODELAD – COmbined Diesel-ELectric and Diesel. For both, port and3
A typical example for hybrid propulsion is CODELAD – COmbined Diesel‐ELectric
starboard side, and Diesel. For both, port and starboard side, the reduction gear unit provides
the reduction gear unit provides the input for a diesel engine and an electric motor with the clutch
the input for a diesel engine and an electric motor with the clutch systems to
systems to engage and disengage the prime movers as required. Low noise gear stages provide the speed ratio
engage and disengage the prime movers as required. Low noise gear stages
between prime movers and propulsor.
provide the speed ratio between prime movers and propulsor.
156
The picture shows a schematic CODELAD arrangement. For various purposes the appropriate propulsion mode can
The picture shows a schematic CODELAD arrangement. For various purposes the
be configured using diesel engines (medium speed) or electric motors (low speed) or all propulsors together for
appropriate propulsion mode can be configured using diesel engines (medium
speed) or electric motors (low speed) or all propulsors together for maximum
maximum power and speed. The electric motors can also be used as generators in diesel engine mode to support
power and speed. The electric motors can also be used as generators in diesel
the onboard power system.
engine mode to support the onboard power system.
157
For naval vesselFor naval
of frigatevessel of frigate size or larger, gas turbines may be an optimum choice
size or larger, gas turbines may be an optimum choice for maximum speed operation.
Gas turbines have very low dead weight and satisfactory fuel consumption in the upper power range. However, at
for maximum speed operation. Gas turbines have very low dead weight and
satisfactory fuel consumption in the upper power range. However, at partial load
partial load the specific fuel consumption rises significantly. Therefore, for low and medium speed, diesel engine
the specific fuel consumption rises significantly. Therefore, for low and medium
or diesel-electric drive are selected.
speed, diesel engine or diesel‐electric drive are selected.
7
The figure shows the CODELAG (COmbine Diesel‐ELectric and Gast turbine) of the latest German Navy
The figure shows
frigate, type the CODELAG (COmbine Diesel-ELectric and Gast turbine) of the latest German Navy frigate,
F125. The gas turbine power is distributed to port and starboard main reduction gears by
type F125. The gas turbine power is distributed to port and starboard main reduction gears by means of a cross-
means of a cross‐connect gear. The electric motors are located directly at the propeller shafts. Two multi‐
disk clutches in the main gears are used to engage and disengaged gas turbine and the electric motors.
connect gear. The electric motors are located directly at the propeller shafts. Two multidisk clutches in the main
gears are used to engage and disengaged gas turbine and the electric motors.
158
Electric Mode is selected for the lower speed range. The referring multi‐disk clutches in the main gears are
Electric Mode is selected for the lower speed range. The referring multi-disk clutches in the main gears are en-9
engaged to directly connect the motors to the propeller shaft. In this mode, all gear stages are at standstill.
gaged to directly connect the motors to the propeller shaft. In this mode, all gear stages are at standstill.
159
For higher speed, the gas turbine drives both propellers via the automatic synchro clutch, the cross‐connect
Forgear and the allocated multi‐disk clutches in the main gears. The electric motors are at standstill, the
higher speed, the gas turbine drives both propellers via the automatic synchro clutch, the cross-connect gear
and the allocated multi-disk clutches in the main gears. The electric motors are at standstill, the referring clutches
referring clutches open.
open.
For full speed operation, all prime movers are operated simultaneously with all clutches engaged.
For full speed operation, all prime movers are operated simultaneously with all clutches engaged. 11
160
To provide the power for the electric motor, significant deck space is required, mainly for gen‐sets,
Totransformers and frequency converters. This needs to be considered when planning
provide the power for the electric motor, significant deck space is required, mainly for gen-sets, transformers
for electric propulsion
and frequency converters. This needs to be considered when planning for electric propulsion motors.
motors.
The propulsion The propulsion system for the US Coast

system for the US Coast Guard’s NationalGuard’s National Security Cutters is
Security Cutters is CODAG, COmined Diesel And Gas tur- 13
bine, where twoCODAG, COmined
diesel engines rated 7.2 MW each and a as turbine rated 23.5 MW are installed for individual and
Diesel And Gas turbine, where two diesel engines rated 7.2
MW each and a as turbine rated 23.5 MW are installed for individual and
combined propulsion.
combined propulsion.
161
As for the input of the gas turbine on the National Security Cutters‘ propulsion system, synchronous clutch
Asare often used, especially for gas turbine drives, to automatically engage the prime mover whenever it
for the input of the gas turbine on the National Security Cutters‘ propulsion system, synchronous clutch are
often used, especially for gas turbine drives, to automatically engage the prime mover whenever it reaches the
reaches the drive train speed and disengage accordingly. The RENK‐MAAG MS‐clutch/coupling combines
the features of a synchronous clutch and a double tooth‐type coupling compensating for alignment
drive train speed and disengage accordingly. The RENK-MAAG MS-clutch/coupling combines the features of 15 a
deviations. Function of synchronous clutch: as long as input speed is smaller than output speed, the pawls
synchronous clutch and a double tooth-type coupling compensating for alignment deviations. Function of synchro-
freewheel over the ratchet ring. When synchronous speed is reached, the pawls engage and move the
nous clutch: as long as input speed is smaller than output speed, the pawls freewheel over the ratchet ring. When
clutch sleeve along the helical splines towards the output side and hereby engage the clutch splines.
The photo shows an recent application in a CODAG gear system including a lock out feature to completely
synchronous speed is reached, the pawls engage and move the clutch sleeve along the helical splines towards the
disengage the clutch.
output side and hereby engage the clutch splines. The photo shows an recent application in a CODAG gear system
including a lock out feature to completely disengage the clutch.
162
The charts show test stand results for engaging (green) and disengaging (red) the MS‐clutch. High
The charts show
repeatability andtest
lowstand
shaftresults for engaging (green) and disengaging (red) the MS-clutch. High repeatability
vibrations.
and low shaft vibrations.
Extended operation at very low speed as it is typically required for Coast Guard and Patrol missions may 17
Extended operation at very low speed as it is typically required for Coast
cause soot and other depositions in the combustion area of diesel Guard and Patrol missions may cause
engines as they are operated at a very
soot and other depositions in the combustion area of diesel engines as they are operated at a very low fraction of
low fraction of rated power. Red area of engine map should be avoided for continuous operation.
rated power. Red area of engine map should be avoided for continuous operation.
163
Example for a typical project: multi-purpose naval vessel – which is the most appropriate propulsion system?
Example for a typical project: multi‐purpose naval vessel – which is the most
appropriate propulsion system?
19
First variant is as already built. Advantages are ease of planning and operational experience, synergy in
First variant is as already built. Advantages are ease of planning and operational experience, synergy in logistical
logistical matters. Disadvantages: Large electric motors are expensive and require extra components as
matters. Disadvantages: Large electric motors are expensive and require extra components as mentioned earlier
mentioned earlier and specific maintenance expertise.
and specific maintenance expertise.
164
With almost the same maximum available power, the gas turbine may be replaced by two diesel engines
With almost the same maximum available power, the gas turbine may be replaced by two diesel engines for lower
for lower investment and operational cost. The main reduction gears for the large diesel engines do not
investment and operational cost. The main reduction gears for the large diesel engines do not require specific
require specific noise reduction measures such as elastic mounts as they are only used in the high speed
range where low noise is not so essential.
noise reduction measures such as elastic mounts as they are only used in the high speed range where low noise
is not so essential.
For the benefit of space, weight and investment cost, the direct drive electric motors may be replaced by 21
For the benefit of space, weight and investment cost, the direct drive electric motors may be replaced by RENK
RENK Advanced Electric Drive. The AED is described in detail in other papers of the 2016 RENK Naval
Advanced Electric Drive. The AED is described in detail in other papers of the 2016 RENK Naval Propulsion Sym-
Propulsion Symposium.
posium.
165
The AED as described in the previous slides has some significant advantages over a direct drive electric
The AED as described in the previous slides has some significant advantages over a direct drive electric motor.
motor. However, the same power and therefore the same additional components (gen‐sets, transformers,
However, the same power and therefore the same additional components (gen-sets, transformers, converters) are23
converters) are required. To overcome this disadvantage, a small diesel engine may be used instead of an
electric motor. Combined with a reduction gear on a common, resiliently mounted steel frame, the unit can
required. To overcome this disadvantage, a small diesel engine may be used instead of an electric motor. Com-
be operated efficiently and with optimum noise isolation. At very low speed, there is still the risk of soot
bined with a reduction gear on a common, resiliently mounted steel frame, the unit can be operated efficiently and
deposits if operating in an unfavorable range of the engine map.
with optimum noise isolation. At very low speed, there is still the risk of soot deposits if operating in an unfavorable
range of the engine map.
166
The propulsion system suggested here is a combination of prime movers avoiding the disadvantages of all
The propulsion
previous system suggested here is a combination of prime movers avoiding the disadvantages of all previ-
arrangements: In addition to small diesel engines, electric motors of even lower power rating are
ous arrangements: In addition to small diesel engines, electric motors of even lower power rating are introduced.
introduced. These motors can cover low speed operation avoiding unfavorable conditions for the diesel
engines. If more speed is desired, one small diesel engine is used for both, propulsion of the referring
These motors can cover low speed operation avoiding unfavorable conditions for the diesel engines. If more speed
propeller and operating the electric motor as generator. The power is transferred to the other side and
isused for electric propulsion. A cross‐connect gear is not necessarily required. For higher speed, any
desired, one small diesel engine is used for both, propulsion of the referring propeller and operating the electric
motor as generator. The power is transferred to the other side and used for electric propulsion. A cross-connect
combination of diesel engines may be applied. Thanks to the low electric power rating, no additional
onboard power needs to be installed for propulsion, in many operating modes extra power can even be
gear is not necessarily required. For higher speed, any combination of diesel engines may be applied. Thanks to
supplied from the propulsion plant to the power system.
the low electric power rating, no additional onboard power needs to be installed for propulsion, in many operating
modes extra power can even be supplied from the propulsion plant to the power system.
25
Operating modes as described with the previous slide.
Operating modes as described with the previous slide.
167
As compared to earlier slide, this one shows the savings with gen‐sets and other electrical equipment if
Asonly very low electric power is installed for propulsion.
compared to earlier slide, this one shows the savings with gen-sets and other electrical equipment if only very
low electric power is installed for propulsion.
As a derivative from the previous variant, instead of the two large diesel engines one common gas turbine
Asis used with a cross‐connect gear. This illustrates that there are many sub‐variants where the optimum 27
a derivative from the previous variant, instead of the two large diesel engines one common gas turbine is used
with a cross-connect gear. This illustrates that there are many sub-variants where the optimum needs to be iden-
needs to be identified in discussion with the gear manufacturer.
tified in discussion with the gear manufacturer.
168
29
169
Head of Central Gear Technology RENK AG, Augsburg
Abstract
Increased Flexibility of Drive Trains for Special Ships
Different Navy vessels have different mission profiles and operational requirements. To meet
the individual needs, various options for prime movers and propulsion system arrangements
are available to enable optimized propulsion for every drive mode. Failing to find the optimum
can cause extra weight and cost and, more importantly, additional effort in maintenance and
repairs. The optimum propulsion system is facilitated by a tailor made gear system as it is
provided by RENK. Only with early knowledge of specifications and mission demands, the gear
manufacturer can develop the matching system together with Navy and Shipyard.
The paper shows different propulsion system arrangements, pros and cons, and options for an
optimized gear arrangement for a new Navy vessel of common dimensions.
Conclusion: To optimize the propulsion system, meet the experts of RENK
170
Prof. Dr.-Ing. Friedrich Wirz
Hamburg University of Technology (TUHH)
Paper Title:
Selection Criteria for Hybrid and Electric Propulsion Systems
172
Prof. Dr.-Ing. Friedrich Wirz
Hamburg University of Technology (TUHH)
Abstract
Selection Criteria for Hybrid and Electric Propulsion Systems

The rising demand for operating efficiency and flexibility enhances a growing focus on electric components in ship propul-
sion plants. The integration of such components like electric rotary machinery and batteries requires the assessment of the
assumed speed profile of each vessel, thus making the design of a plant an individual task. During the presentation, basic
knowledge of the component characteristics, the possible system configurations and plant design criteria is given. An example
is provided to discuss the impact of the vessel’s operating profile on the plant design, and recommendations are derived for
the decision makers in the industry.
Selection Criteria for
Hybrid and Electric Propulsion Systems
Friedrich Wirz
Marine Engineering
Hamburg University of Technology
May 11th, 2016 Friedrich Wirz
Agenda
• Some Basics about Propulsion
• Component characteristics
• What is a hybrid propulsion system?
• Configurations and their functionality
• Batteries
• Conclusion and recommendations
May 11th, 2016 Friedrich Wirz 1
173
Slide 2
Before understanding the selection and dimensioning aspects of hybrid propulsion systems, the correlation between speed
and power demand are to be highlighted. The vessel’s resistance is proportional to its speed to the power of 2-3 and addi-
tionally dependent on operational conditions like draft, hull condition and additional resistances. While propulsion power is
the product of resistance and speed, the power demand is proportional to the vessel’s speed to the power of 3-4. Thus, if a
vessel requires 10 MW of power for a speed of 18 kn, it will require additional 5 MW for an extra of 2 kn. In relation, the power
increases by 50% for a 10% speed increase. Thus, it is the high speeds that require excessive propulsion power, while at low
speeds the power consumption is comparably low.
Propulsion Basics – Power Demand
Example:
18kn ↔ 10MW
20kn ↔ 15MW
 10% higher speed
Resistance Power  50% higher power
Ice, Towing
Power = Resistance*Speed
Draft ↑, Rough Weather ~ Speed2…3*Speed
Resistance = k*Speed2…3 Power ~ Speed3…4
Design Conditions
Speed Speed
 The last few knots require excessive power (installation) !
Slide 3
With this background knowledge, a given or known speed profile (time fractions of different speeds) can be transferred into
a power profile directly, showing that the maximum installed power requirement is filtered to the time fractions at very high
speeds, which are usually quite narrow, especially at naval ships which are operating in patrol mode most of the time.
Propulsion Basics – Load Profile
Speed Power
[kn] [MW]
Power = Speed3…4
20 15
16
6
5 3 0,6 0,5
Time Time
174
Slide 4
With this given power profile, the advantages of different propulsion plant configurations can be assessed. Assuming a Diesel
mechanical or Diesel electric plant covering the power demand for maximum speed with some extra margin, it appears obvi-
ous that all speed fractions can be basically covered.
Propulsion Basics – Plant Choice
Power
[MW]
15
6
0,6 0,5
Time
Slide 5
However, in order to assess aspects like efficiency, operational cost and reliability, some operational issues of the different
plant components are helpful to know. A medium speed Diesel engine, for example, has a very limited potential to operate
at low rotational speeds, as can be seen on the left hand side. Furthermore, the maximum torque is limited so far that such
an engine cannot operate a fixed pitch propeller (given by the red parabolic line), so a controllable pitch propeller is required
to operate the plant somewhere within the boundaries of the operational envelope. What is even more, as soon as the power
demand falls below some 80% of the maximum continuous power, the efficiency (given by the black elliptic lines and by the
graph on the right hand side) decreases significantly and approaches zero at very low power values.
Component Characteristics – Diesel Engine (Medium Speed)
Power
[%]
Efficiency
1
Engine Speed [%] 100 Power [%]
175
Slide 6
Similar aspects apply to electric machinery, be it in generator or motor mode.
Although electric machines can deliver torque values higher than nominal for a certain period of time and almost independent
of the rotational speed (left hand figure), the efficiency also drops significantly when the relative power output is low (right
hand figure).
Component Characteristics – Electric Machine
• Constant speed operation or frequency converter
• E/M can operate as motor or generator

~
Torque Efficiency
1
100 E/M Speed[%] 100 Power [%]
Slide 7
Concluding the two previous slides, all rotating machinery is inefficient at low relative power outputs. In other words, machi-
nery should be operated close to their nominal power, whenever efficiency is an issue. Assuming only one main engine for the
given power profile of sufficient size to cover the entire speed range, at any speed below maximum the drive would perform
inefficiently.
Although efficiency is often referred to as the most important factor when choosing drive configurations, it is basically the
required amount of fuel over a period of operation that influences operational cost as well as environmental impact. Since
fuel cost (i.e. fuel amount, as the fuel price cannot be influenced) is proportional to the product of power and time divided by
efficiency, it is the operating points with the highest portion of operational time that should be considered firstly.
Secondly, such operating points with comparably high speeds (i.e. high power demand) contribute to the absolute amount of
energy. In other words, the highest attention should be paid on the efficiency of the operating points which have the highest
fraction of time. The points with low time fractions apply other criteria like weight, installation volume, noise and vibration
and investment cost. For example, a gas turbine is known to be comparably inefficient. However, the power density (weight
and volume) is tremendously high. Thus, gas turbines are perfectly suitable for top speed requirements, when the top speed
is rarely needed (e.g. on naval vessels). On the other hand, for continuous cruising at patrol speed, a Diesel engine especially
matched to the corresponding power requirement promises the highest comparable efficiency. If vibration aspects are an is-
sue, then even batteries or at least resiliently mounted Diesel generators in Diesel-electric plants are advantageous compared
to Diesel-mechanic plants.
176
Component Characteristics - Conclusion
 All motor types are extremely inefficient at low loads !
 All motor types should be operated close to their nominal power!
Power
[MW] 
x
x x
15
6
0,6 0,5
Time
Simple Correlation
Fuel Cost ~ Power * Time / Efficiency
Power
[MW]
15
6
0,6 0,5
Time
Efficiency is important at long time fractions

At short time fractions, weight, volume and others are predominant criteria!
177
Slide 8
Before going into flexibility issues of hybrid systems, the definition of a hybrid system shall be given: A hybrid propulsion sys-
tem is a combination of electric and combustion machinery in parallel configuration. Batteries are not a necessary component
of such system. A Diesel-electric plant features an in-line arrangement of said components, it is per definitionem not a hybrid
system. However, the incorporation of an electric machine in the shaft line is a hybrid system, as Diesel-mechanical power and
electromechanical power sum up to the total power that is delieverd to the propeller. Another example is the parallelization of
the power contributions from a Diesel engine, an electric motor and a gas turbine via a common gearbox.
What is a Hybrid Propulsion System ?
• A combination of electric and combustion machinery in

PARALLEL configuration!
Diesel – Electric Drive
(Inline – Arrangement)
~ ~
• Basically inefficient, but advantageous from vibration,

manoeuvering and flexibility aspects

178

~ ~
Slide 9
In the following, a sample configuration is considered as shown on slide 9, consisting of a (controllable pitch) propeller and a
gearbox connected to a Diesel engine and an electric machine. The electric machine can be operated as motor or generator
and is connected to the mains, which is fed by two Diesel generator sets and basically loaded with an electric power demand.
The fictive numbers are given in the figure. The sample application could be a multipurpose combat vessel.
Configurations and their Functionality
<-3MW
~
~ ~
2 x +3MW
+-3MW
+12MW
Power
[MW]
15
6
0,6 0,5
Time
179
Mode 1 covers the very low propulsion power fractions, corresponding to e.g. patrol speed. Although the electric machine, now
serving as a motor, is comparably too big for this case and subsequently not optimally efficient, at least the Diesel generator
set (D/G) providing the electric power for propulsion and onboard load is operated close to its nominal power and thus in an
optimum efficiency load point, thus preventing contamination of the Diesel engine. What is more, the second D/G is in standby,
which minimizes the running hours and correspondingly the maintenance cost for the operator. The suboptimal efficiency of
the electric drive motor is of minor impact, since the time fraction is indeed high, but the power level is very low, thus still
inducing low fuel consumption.
<-3MW
Mode 1
Pure Diesel - electric ~
propulsion ~ ~
2 x +3MW
+-3MW
+12MW
Power
[MW]
15
Time
<-3MW
Mode 1
Pure Diesel - electric ~
propulsion ~ ~
Advantage: Efficient +-3MW
2 x +3MW
operation of D/G
+12MW
Power
[MW]
15
Time
180
Mode 2 covers the medium power fraction, corresponding to cruising/transit speed of the vessel, which has a considerable
time fraction. This mode is the well-established power take off (PTO) operation, where the electric machine serves as a ge-
nerator to produce the onboard electric power. Consequently, the D/G’s can be put into standby mode. The advantages are a
high efficiency level of the main engine compared to the auxiliary engines, an efficient load point of the main engine close to
optimum, an efficient operation of the electric machine close to its nominal load, and a saving in running hours of both D/G’s.
<-3MW
Mode 2
Diesel propulsion with PTO ~
generation ~ ~
2 x +3MW
+-3MW
+12MW
Power
[MW]
15
Time
<-3MW
Mode 2
Diesel propulsion with PTO ~
generation ~ ~
Advantage: Optimal +-3MW
2 x +3MW
loading of M/E
+12MW
Power
[MW]
15
Time
181
Mode 3 covers the highest power fraction, corresponding to escape/chase speed of the vessel. With all machinery in operation,
the two D/G’s now provide enough power to feed the electric machine as well as the onboard power demand. The electric
machine, now in motor mode, delivers its mechanical power in addition to the power of the Diesel (main) engine, which sum
up to the excessive power demand for the high speed. Since this time fraction is comparably low, the focus is less on overall
efficiency, but more on the availability of mechanical power at the propeller.
However, all machinery are operated close to or at their optimum efficiency. This configuration provides an advantageous
compromise between the efficiency at all operating points, availability of power, maintenance cost, operating flexibility and
installation complexity. However, it is worth mentioning that only with the precise knowledge of the speed-time profile of the
vessel, the components can be dimensioned properly. Otherwise, it is most likely that components are dimensioned just too
small or just too big so that their nominal power ranges do not cover the most important operating points. If so, a hybrid system
can lose all the mentioned advantages. In other words, a complex hybrid system would not yield any advantages if it was not
dimensioned thoroughly.
<-3MW
Mode 3
Hybrid propulsion ~
~ ~
2 x +3MW
+-3MW
+12MW
Power
[MW]
15
Time
<-3MW
Mode 3
Hybrid propulsion ~
Advantage: Optimal ~ ~
loading of all machinery +-3MW
2 x +3MW
+12MW
Power
[MW]
15
Time
182
Slide 10
As batteries are being further developed regarding specific size, cost and durability, frequent considerations arise regarding the
integration of batteries in propulsion plants. Such considerations should incorporate that the size of a battery is determined by
both the transferred power (current) and the amount of stored energy (capacity). The associated comparison, when replacing
e.g. a D/G, is the Diesel engine, the generator and the stored amount of fuel. Consequently, if a battery is to installed for a
high endurance under significant power delivery, it will become quite large, as the energy density of Diesel fuel is significantly
higher than the one of batteries.
Batteries…
<-3MW
~
~ ~
2 x +3MW
+-3MW
+12MW
Power
[MW]
15
Time
Batteries…
<-3MW
+-3MW
~ ~
Energy = Power * Time +-3MW
+3MW
Energy ↔ Battery Size
+12MW
Power
[MW]
15
Time
183
However, for short-term operation, a battery may become interesting. Especially if the load distribution is subject to fluctua-
tions, e.g. caused by propulsion power fluctuations in rough seas and changes in onboard power demand, the D/G would suffer
from frequent load changes. That is because frequent load changes have a negative impact on efficiency, contamination, waste
and emissions of a Diesel engine. This negative effect can be circumvented by the integration of a battery, the rated power of
which in the same order of magnitude as the amplitudes of the load changes, while the capacity of the battery is determined
by the duration of the fluctuations. Thus, the D/G can be operated continuously at basic average power, while the amplitudes
are buffered by the battery.
Batteries…
<-3MW
+-3MW
~ ~
+3MW
+12MW
Power
[MW]
Time
Batteries…
<-3MW
+-3MW
~ ~
+3MW
+12MW
Power
[MW]
Batt. capacity Batt. discharge
Batt. charge
D/G basic load
Time
184
Slide 11
The conclusions and recommendations are meant as a decision aid, giving the most important decision criteria for either
Diesel-electric plants, hybrid plants or additional batteries.
Conclusion and Recommendations
Diesel – electric systems:
– If the consumption ratio (hotel load)/(propulsion power) is

high and variable
– If the plant features several D/G‘s
– If engine-born vibration is to be limited
– If manoeuverability is of utmost importance
Hybrid systems:
– If the speed / load profile is variable
– If engine-born vibration is to be limited at certain operation

modes
– Selection and dimensioning needs thorough

knowledge of the operating profile
185
Batteries:
– If engine-born vibration is to be avoided
– If the stored energy is limited, i.e. low plant loads for short
periods
– If load fluctuations can be buffered
Thank you for your kind attention !
May 11th, 2016 Friedrich Wirz
186
James Irwin-Brown, Friedrich Wirz, Franz Hoppe, Peter Andersen, Burkhard Pinnekamp
187
James Irwin-Brown
Managing Consultant
BMT Reliability Consultants Ltd.
Paper Title:
Today’s Trends in Life Cycle Cost Analysis
188
Today’s Trends in Life Cycle Cost
Analysis
James Irwin-Brown, Managing Consultant

RENK Symposium, May 2016
Agenda
• A brief introduction to BMT Reliability Consultants Ltd.
• Definition of LCC, timing and applications
• LCC vs. investment costs of ship
• Example modelling
• Examples of recent requirements
• Data and Technology considerations
189
BMT Reliability Consultants
BMT Reliability Consultants is a leading specialist

engineering consultancy providing value added services Market Sectors
to a wide range of clients across multiple industry
sectors.
We assist clients in designing, developing and building
supportable equipment through our expertise in:
Vessel Design & Support Defence
• Supportability Engineering
• Whole Life Costing and Modelling
• Reliability, Availability and Maintainability Rail Aerospace
• Information Management & Software Solutions

• Training Courses
Oil & Gas Offshore Renewable Energy
Whole Life Costing and Modelling – practical applications
• Cost & availability modelling

• Whole life costing
• Support to Business Case
(Governmental regulation)
preparation
• Use of electronic modelling
environments to support decision-
making
190
Why Life Cycle Cost Analysis?
• Indicative cost drivers: Software

3% Other 1%
Training 5%
Replenishment
• Benefits include: Spares 10%
• Budget-setting
• Competitive advantage Upkeep

Manpower 52%
(DPs & CSPs)
13%
• Marketing
• Support to: Support

Management 5%
Consumables
• design trade-offs (Fuel & Lub) 7%
• usage trade-offs
• through-life design changes
Through Life Cost Overview
• The in-service support cost, on complex equipment is typically 3 to 4 times the cost of
acquisition
Source: NAO Report on MoD Planning for LCC
• In the defence area as much as 90% of LCC may be governed by decisions taken before
full scale production
Source: NAO Report on MoD Planning for LCC
• "Historically, the functions of requirement definition, procurement management and
through-life support have been organisationally separated……………which makes it
difficult to get the right balance between risk, cost, performance and through-life support."
Source: The MOD Strategic Defence Review
• “We should adopt a through-life approach to projects covering both acquisition and in-
service support"
Source: The MOD Strategic Defence Review
NAO = National Audit Office
191
Total Cost Visibility – the Iceberg Effect
POOR MANAGEMENT
PROCUREMENT COST
(R & D, Production)
TRAINING
COST SPECIAL TEST
EQUIPMENT COST SUPPLY SUPPORT
(Inventory and Distribution)
COST
TRANSPORTATION AND
REPAIR MANPOWER HANDLING COST
COST FACILITIES
COST
RETIREMENT AND TECHNICAL
DISPOSAL COST DATA COST
Typical Project Commitment – Design Influence time
% of LCC
Com m itted
95
85
95% Of Lifetime Costs w ill be

Committed by Release of Production
70
D raw ings
Concept System Engineering H ard w are

Definition Definition Developm ent Prod uction
192
LCC Decision Support – covers the whole project (O&M)
• Cost Breakdown Structure - example

Life Cycle
Cost
Acquisition Operation & Disposal

Cost Support
Operation Maintenance Post &

Research & Production
Cont. Design
Development
1st Line Maint

Feasibility Production
Investment
System 2nd Line Maint
Project
Definition Production
Demonstration/ 3rd Line Maint
Development Trials
Operation 4th Line Maint
Investment
Level of Repair
Level / Line of Repair Location Types of Spares

Required
Operational Units
Mobile Workshop Higher Level
1st /2nd Line Sub-assemblies
or Forward
Support Unit and Plug-in Modules
The range should

include the Lower Level
requirements Sub-assemblies and
3rd Line Base Workshop
for Spares to some
Support Repairs Component Parts
Base Workshop
4th Line or Manufacturer’s Component Parts
works
193
Spares Modelling
Deterministic Models
• A deterministic model assumes that outcomes are precisely determined through known
relationships among states and events, without any room for random variation, i.e. a
given input will always produce the same output
• Deterministic spares models generally assume a constant failure rate
Probabilistic (Stochastic) Models

• A probabilistic model accepts that randomness is present and uses a range of values
for variables in the form of probability distributions rather than unique values
• Use Monte-Carlo Simulation Techniques to predict events at points in time and not just
averages, so variations in the failure rate (e.g. aging) can be modelled
• Example proprietary models include:
• OPUS 10
• V-METRIC
• SPAR
• Simul8
A Whole Life Approach
In Service Update legacy

Feedback ships using new
systems
Concept Assessment Demonstration Manufacture In-Service

Initial Gate
Main Gate
EQUIPMENT CAPABILITY DEVELOPMENT

TIME
Capability Gap
Identified
Future
Concept Assessment Demonstration Manufacture In-Service

Initial Gate
Main Gate
194
Project A
In order to provide the Authority with confidence that as part of the design and
equipment selection process WLC and that through life supportability of the
proposed systems and equipment shall be considered as one of the major
parameters, the data elements detailed shall be provided for all LSA candidate
systems and equipment listed.
i.e. Industry provides the data, the Authority runs the model that Industry has no
sight of.
Project B
The scope and specification of the initial WLC model will be defined by the Authority. This may include
the use of three point estimates techniques to quantify uncertainty within the analysis. The purpose of
the initial WLC model will be to enable an unbiased financial assessment of each bidder’s solution. The
WLC information to be provided may include, but is not limited to, the following costs:
• Maintenance (schedules, labour and spares)

• Major Insurance Spares
• Special Tools and Test Equipment
• Training
• Technical & ILS Documentation
• Software Support
• New Facilities
• Disposal
• Fuel & Lubricants
• Power Consumption
i.e. Industry provides the data, either Industry or the Authority runs the model
195
Project C
Tenderers must develop and deliver a Tender Life Cycle Cost Model, which must
include:
• the estimated Life Cycle Cost (LCC) (including the disposal program) of the
Capability;
• the output of the LCC Model(s) for the Capability.
i.e. Industry develop their own model(s) and populate it; the Authority runs the model(s)
and reviews the outputs
Software Support Cost Modelling
The UK’s Software Support Cost Model (SSCM), which has been developed and
implemented by BMT Reliability Consultants Ltd under contract to the Cost Assurance
and Analysis Service Team (CAAS), is based on an analysis of a comprehensive
database of MoD projects with annual software support costs ranging from £1k to over
£5M, and in age between 1 and 27 years old.
The model is presented as an html-coded facility for project managers and cost
forecasters – both MoD and their Contractors – to use at their desks to estimate the
cost of future software support for their projects.
196
Considerations - Data Requirements
• Reliability of items.
• Failure mechanisms.
Equipment Data • Cost of items.
• Repair Policy of items.
Supply Chain
Operational Supply Chain
Planning and
Data Data
Analysis
• Operational Scenario. • Availability of items.
• Number of Systems. • Velocity of supply chain.
• Utilisation rates. • Maintenance capabilities
• Locations. and repair times.
• Constraints.
The Appropriate Support Solution to Meet the Stated Range of Possibilities
Considerations – Data Implications
• Design maturity
• Data requirements and cost analysis during bid phase
• Influencing design (i.e. early in the design phase)
• Need for mature data (i.e. later in the design phase)
• Data availability
• Existing vs. different usage / environment
• Available tools
• Simple (weight / reliability)
• Advanced (considers the complete Support chain)
197
Considerations - Technology
• Condition Monitoring / Condition Based Maintenance
• More predictable occurrences
• Real data
• Benefits to manufacturer & customer:
• Increased life expectations
• Address defects/ issues & improve for the future
• Reduced unnecessary maintenance
• Remote diagnosis
• Bandwidth availability
• BUT reduces onboard capability – maintainer frustration / future fleet staffing
Summary
• Definition of LCC, timing and applications
• LCC vs. investment costs of ship
• Example modelling
• Examples of recent requirements
• Data and Technology considerations
LCC analysis allows:
• Shipyards to perform cost / performance trade-offs and improve your competitive

advantage
• Customers to differentiate between bidders and to set through-life budgets
198
Thank You
CVF, GSR, Astute
199
Managing Director
Paper Title:
Electric Grid Architecture for Low Noise Vessels
200
Propulsion Experts meet at Renk
Symposium on marine propulsion systems
10th and 11th May 2016
Electric Grid Architecture for

Low Noise Vessels
Dipl.-Ing. Peter Andersen Augsburg, May 11th, 2016

Managing Partner
www.e-ms.eu
International patents pending - Copyright © Peter Andersen 2015 all rights reserved.
…. electrical Propulsion systems onboard vessels since 130 Years.
… in 1886, "Elektra" was the first

electric propelled vessel …
Source : Press Office Reuß
… in 1904 „Vandal" was the first Diesel

electric propelled Vessel …
Source : Press Office Reuß
Version 6 May 2014

Peter Andersen Propulsion Experts meet at Renk - Symposium on marine propulsion systems - May 2016
www.e-ms.eu
e-powered marine solutions GmbH & Co KG „Electric Grid Architecture for Low Noise Vessels“
201
Mega-Yacht Network Topologies I
- Traditional, Diesel mechanic Topology
Remark :
Exhaust gas and aux-systems etc. are not indicated in this picture
Mega-Yacht Network Topologies II

- Traditional, Diesel electric Topologies
Remark :
202
Mega-Yacht Network Topologies III
- E-PP® Network Topology
Remark :
System Comparison
- traditional DE vs. E-PP®
versus
Conventional
Diesel electrical Propulsion System
203
E-PP®,
the innovative Network Topology
Version 6 May 2014

www.e-ms.eu
Variable und individuelle Drehzahlen

für Diesel-Generatoren
204
Reduction of Installation Volume
Conventional Diesel electric Network Topology
Reduction of Installation Volume

Conventional Diesel electric Network Topology
Components becoming
expendable in an E-PP
Topology at the next
page.
205
Reduction of Installation Volume and Noise Emissions
- E-PP® Ship‘s Network Topology
Required Space for Installation of the

E-PP® Network Topology*
Type of Vessel Traditional E-PP® Savings at

Diesel electric Network Topology* Integration
Network-Topology*
Polar- Required Volume at Required Volume at
Icebreaker installation : 316 m3 installation : 80 m3 ≥ 75 %
(evaluated) Required Area at Required Area at
installation : 328 m2 installation : 60 m2 ≥ 82 %
Mega-Yacht Required Volume at Required Volume at
(executed) installation : 195 m3 installation : 59 m3 ≥ 70 %
Required Area at Required Area at
installation : 256 m2 installation : 72 m2 ≥ 72 %
High-class Required Volume at Required Volume at
River Cruise installation : 31 m3 installation : 16 m3 ≥ 48 %
Vessel Required Area at Required Area at
(executed) installation : 15 m2 installation : 9 m2 ≥ 40 %
* Electrical Machines, Cooling, Cabling etc. have not been considered in this Comparison
206
E-PP® Network and Propulsion Solution
- Innovative and extraordinary Performance Features
 Parallel operation of Diesel Gen-Sets without the necessity of their synchronization – this allows current
generation independently of Generator Voltage and Frequency
 Load- and operation orientated starting and stopping of individual Diesel Gen-sets by speeding them up
with electrical energy from the ship’s network
 This motivates to operate or stop Diesel Gen-sets even for shorter periods of times
 Diesel Gen-sets can be loaded immediately after achieving the speed set point because synchronization
is not anymore necessary = minimized idle operation.
 Wear and tear of Diesel starting devices will be reduced signifcantly
 Due to optimized utilization of all Diesel Gen-sets at their individual speeds emissions of noise and
vibrations will be reduced significantly
… thanks for your patience !

e-powered marine solutions
GmbH & Co. KG
Schellerdamm 22 - 24,
21079 Hamburg, Germany
phone: +49 (40) 32 08 98 41

fax:+49 (40) 32 80 89 60
e-mail: info@e-ms.eu
website: www.e-ms.eu
207
Electric Grid Architecture for Low Noise Vessels
Introduction
In a few months’ time, the history of motor vessels will span 130 years. Electric marine drives
have been a part of this from the very start. While in 1886 Gottlieb Daimler and Carl Benz be-
gan to equip boats on the Neckar and the Rhine with combustion engines, in 1886 Werner von
Siemens ordered a boat from a shipyard in Harburg which was propelled by an “electrodynamic
machine” – or what we now refer to as an electric motor.
The boat, easily 11 metres in length and 2 metres wide, was fitted with an electric motor with
a power of about 4.5 kW, supplied by storage batteries. The boat, named “Elektra”, could carry
30 passengers. The capacity of the storage batteries allowed a speed of 12 km/h for about
three hours. Although this was a modest start, it was made at the same time as the use of
combustion engines.
With the introduction of marine diesel engines, the first large vessel with a diesel-electric drive
was soon built. In 1904 the inland tanker “Vandal” (displacement 1150 t, capacity 750 t) was
equipped with a power plant consisting of three non-reversing diesel engines with a power
of 120 hp each, to drive the generators, and a three-shaft system with corresponding electric
motors. The system operated with 500 Volt direct current.
What was a makeshift solution 111 years ago is now state-of-the art for many types of ships.
However, diesel-electric drives are by no means used everywhere where this technology could
bring considerable savings in operating costs and correspondingly lower emissions.
The state-of-the-art for diesel-mechanical and diesel-electric power plants can be seen
in the example of mega-yachts – Slide 3 and 4 –
If a high-powered mega-yacht is to be equipped with a conventional diesel-mechanical power

plant, the available space usually dictates the use of fast-running high power diesel engines.
This inevitably means corresponding gear units to match the relatively high engine speed to
the permissible propeller speed. As well as this, depending on the power consumption, several
onboard units to generate the electricity, together with their corresponding peripherals consis-
ting of switchgear, transformers, rectifiers etc. are required. In addition, there are the exhaust
systems and possible exhaust gas treatment systems for all of the diesel engines.
In contrast, diesel-electric power generation and propulsion systems have several advantages.
No gear units are needed for standard systems. Although fast-running electric motors also re-
quire a gear unit for the main drive, the space requirement and the weight of these drive units
208
is considerably less than that of slow-running electric motors. A further advantage is that the
required power can be distributed between several units, whose arrangement does not depend
on the propeller shaft system. The space requirement for the extensive switchgear, including
synchronisation equipment, as well as the large number of transformers does not offer any
decisive advantages.
Use of the E-PP® on mega-yachts – Slide 5 and 6 –
The distinguishing feature of the E-PP® Electric Power Pack developed by E-MS is that the
onboard units are not synchronised. This eliminates all the equipment that would otherwise be
required. Regardless of the voltage and the frequency, the generators of the main plant deliver
their power to a direct current link circuit. The supply to all consumers is extremely flexible via
the appropriate inverters. As well as the synchronisation equipment, almost all of the transfor-
mers are eliminated. The greater the power of the plant, the greater the savings on floor space
and volume. This basically applies to ships of all types, but in particular for yachts, where space
is limited. A comparison quickly shows the advantages of the E-PP®.
The innovative E-PP® network – Slide 7 –
The E-PP® essentially consists of an inverter system and the DC link circuit already mentioned,
which conducts electrical power from the generators and supplies all of the consumers on
board with the required voltage and frequency via inverters. Any source of power, such as shore
connections, solar systems, storage batteries etc. can be connected to the DC link circuit. The
emergency power supply is provided independently by an onboard unit with the frequency
selected for the onboard network, and depending on the circumstances can be switched to the
port or starboard side.
The type of main propulsion is completely independent of the E-PP®. The propulsion can use
individual fixed or variable pitch propellers, as well as all types of hybrid versions, in which the
electric motors operate both as generators and motors and are connected to the link circuit via
inverters.
Performance characteristics of the E-PP® – Slide 8 –
If the E-MS power pack is used, there is no longer any need to synchronise the generators of
the onboard units. Onboard power generation does not depend on the voltage and frequency
of the generators which are connected. Depending on the operating and load conditions, these
can be switched on and off in the form of a start-stop function by starting individual combustion
engines with the aid of electrical power from the onboard network.
The load profiles and energy balances show that it can certainly be an advantage to connect
or disconnect individual units for short periods. With this method, the starting equipment of the
209
combustion engines is subjected to less strain, as the generator for the unit can be switched to
motor mode and the combustion engine can run up to its rated speed.
Once the combustion engines have reached their rated speed, the generators of the onboard
units can be subjected to load immediately, as electrical synchronisation is not required. De-
pending on the power of the combustion engines and the power demands of the electrical
consumers, the units can be optimized with setting to both individual and variable speeds.
A decisive advantage of the E-PP® is that the power-to-weight ratio and the power-to-volume
ratio are considerably increased. In practice, this means that for a specific power, for example,
only four units are required instead of five The reason for this is that: by eliminating synchro-
nisation, the full speed of the combustion engines can be utilised and therefore a considerably
higher power can be obtained than at the synchronous speed.
If utilisation of all the onboard units is suitably optimised, maintenance intervals can be exten-
ded by up to almost 20 percent.
Optimisation of fuel consumption – Slide 9 –
The fuel consumption of combustion engines is increasingly becoming an essential factor for
economical operation of the power generation and propulsion systems on vessels of all kinds,
as well as which this directly determines the CO2 emissions – regardless of ignition method.
Over the past years, the efficiency of combustion engines has only slightly increased, regard-
less of whether they are spark-ignition or diesel engines. As they are usually only optimised
up to a point with regard to their consumption, it is increasingly important to have access to
their engine characteristics in order to optimise the operation of onboard units with the use of
variable speeds from the outset.
If the E-RD diagnostic device developed by E-MS is used with the E-PP® the systems can also
be optimised later. Between the shipyard trials and the maiden voyage, a large amount of data
can be collected, from which the behaviour of the systems can be determined and the behav-
iour of the combustion engines reconstructed. This also applies, even if no analog measure-
ment data are available for the combustion engines. Ultimately, if the data show this, the me-
thod can be used to analyse the operational characteristics of the ship, up to the investigation
of its hydrodynamics.
There are two parts to optimisation. One part relates to the speed range above the synchroni-
sation speed and the other part relates to the speed below this. With regard to the first part, it
has already been said that the entire speed range of the combustion engine can be used, which
results in considerable savings in investment and simplifies the installation situation. This is the
advantage of using the power reserve in the upper speed range. In individual cases this can be
as much as 30%, or only three onboard units instead of four.
In the lower speed range the objective is to operate the onboard units depending on the par-
ticular power requirements, so that as far as possible, they always operate within their most
efficient range. The rapid connection and disconnection capability – even for short periods,
which the E-PP® offers – and the elimination of synchronisation are ideal prerequisites for this.
210
A further prerequisite is the consistent disconnection of units as soon as they are in the low
load range (e.g. below 50 percent). With the E-PP® this is carried out automatically, as is the
connection as soon as the power demand has reached a corresponding value.
The potential savings are considerable and increase with the power of the system. With the 50
or so river cruise ships in operation, which are equipped with E-PP® but not yet with variable
speed and start-stop function, the shipping company has carried out comparison voyages on
the Rhine, and has achieved fuel savings of 10 percent both upstream and downstream. A
considerably higher figure can be expected with variable speed and start-stop function. Rolls-
Royce Power Systems (ex MTU) assumes at least 13 percent.
Reduction of installation space – Slides 10, 11 and 12 –
The starting point for consideration of the potential for the installation space of diesel-electric
systems is the example of a system with six onboard units for propulsion and the onboard net-
work. By operating the units at variable speeds, including above the synchronous speed, two
units can be eliminated, as has already been described. For the main and auxiliary drives, all
of the transformers and AC converters are not then required. The same applies for compressor
drives and other motor drives of all kinds.
Specific figures from existing vessels, as well as for calculations for investigated projects are
available for this method for the design of diesel-electric power generation and propulsion sys-
tems. The following figures only relate to the E-PP® topology space requirement and do not take
into account diesel engines, electric motors, cooling and exhaust systems or wiring.
In comparison with conventional diesel-electric systems, with E-PP® alone, a floor area of 6 m2
and an installation volume of 15 m3 can be saved. At a first glance, this does not appear to be
very much, but with elimination of the diesel engines and generators this value is improved
considerably (see above).
With the construction of a mega-yacht, savings were made of 184 m2 floor space and 135 m3 in
installation space. The most impressive values are shown for the planning of a polar icebreaker
with a saving in floor space of 268 m2 and 236 m3 in installation space. As a percentage, these
are savings in floor space of between 40 and 82 percent and installation space between 48
and 75 percent.
With the present state of semiconductor technology and the associated available inverter pow-
ers, with the technology described here, innovative and extremely environmentally friendly ma-
rine propulsion and electricity generating systems with low noise emissions and up to 15 MW
per drive train can be achieved.
211
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Welcome and Key Note . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5

Maritime Security in the Environment of Modern Fleet Operational Tasks . . . . . . 12

Multi Task Profile and Future Mission of the Italian Navy. . . . . . . . . . . . . . . . . . 18

Requirements for Future Propulsion Systems onboard German Navy Vessels. . . . 34

The Development of the US Navy fleet and its Projected Mission . . . . . . . . . . . . 42

The LCS Program in view of Supportive Tasks of the US Navy . . . . . . . . . . . . . . 52

Efficient and environmental friendly solutions of propulsion systems for

Noise of Propulsion Systems: How quiet can you get?. . . . . . . . . . . . . . . . . . . . 74

The Columbian Navy in Transit between Today and Tomorrow . . . . . . . . . . . . . . 86

E lectric Drive for Advanced Ship Propulsion . . . . . . . . . . . . . . . . . . . . . . . . . . . 134

Increased Flexibility of Drive Trains for Special Ships. . . . . . . . . . . . . . . . . . . . . 154

Selection Criteria for Hybrid and Electric Propulsion Systems . . . . . . . . . . . . . . . 172

Today’s Trends in Life Cycle Cost Analysis . . . . . . . . . . . . . . . . . . . . . . . . . . . . 188

Electric Grid Architecture for Low Noise Vessels . . . . . . . . . . . . . . . . . . . . . . . . 200

This book contains the presentations and a collection of memorable pictures.

Florian Hofbauer Dr. Franz Hoppe

The film of Marine Symposium 2016

Monday, 9 May 2016

19:00 Come together in MAN Museum,

Tuesday, 10 May 2016

10:00 Welcome and Key Note

10:15 Maritime Security in the Environment of Modern

10:50 Requirements for Future Propulsion Systems

11:10 The Development of the US Navy fleet and its

11:30 The LCS Program in view of Supportive Tasks of the US Navy

12:00 Lunch Break

13:00 Efficient and environmental friendly solutions Wednesday, 11 May 2016

16:00 Discussion 12:15 Lunch Break

Ladies and Gentlemen, distinguished guests,

In the Navy, proceedings are usually opened with a threat assessment.

Keywords concerning this matter are:

Besides the generation of electricity, propulsion is elementary. Therefore we are in need of

• The need of covering a wide range of power and torque.

Ladies and Gentlemen,

Thank you very much.

Johannes Driessen, RDML Frank Lenski, Benjamin Canilang

MULTI TASK PROFILE AND FUTURE

Multi task profile and future mission

• 90% OF THE TOTAL TRADE IS MARITIME

Economic Importance of Mediterranean Sea

1% OF WORLD SEAS 19% OF WORLDWIDE

30% OF WORLDWIDE CRUDE 65% OF EU ENERGETIC

- INCREASING FRICTION BETWEEN DIFFERENT COMMUNITIES

Maritime Security Threats

CONVENTIONAL SLOC PIRACY TERRORISM

High End Vs Low End

• PROTECTION OF SLOCs, CHOKE POINTS AND (AAW, ASW, ASUW,

• DISASTER RELIEF WITH ONBOARD MEDICS AND

• FIREFIGHTING ACTIVITY WITH HELICOPTER

Shaping Future Navies

FLEXIBILITY IN NAVAL POWER

• INNOVATIVE USE OF TRADITIONAL TOOLS

• DEVELOPMENT OF NEW PLATFORMS TO RESPOND TO

Flexibility, multipurpose and Driving factors for the innovation

Dual use characteristics Built in since the early design stage

Very high speed, long endurance, Able to deploy at long distances in a

Modularity Enhanced operational flexibility

Eco friendly Reduced environmental footprint

Common Shipbuilding Program

4. Large sanitary space

«ONE SIZE FITS ALL»

DDG «De La Penne» Class

FFG «Maestrale» Class

E lectric Drive for Advanced Ship Propulsion . . . . . . . . . . . . . . . . . . . . . . . . . . . 134