Offshore Supply Vessels Summary of Model Testing (Voith Schneider Propeller)

Voith Turbo Marine
Voith Turbo Marine GmbH & Co. KG

Alexanderstrasse 18
89522 Heidenheim, Germany
Offshore Supply Vessels
Summary of
Development and Model Testing
amsv - Beu - 2005-07-13

72375/M Page 1/26
Voith Turbo Marine

Alexanderstrass e 18
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Contents
1. Introduction
1.1 Model Testing "Comparison Study between

VSP and CRP" at Marintek / Norway"
1.2 Model Testing "PSV with VSP, Optimisation

of Hull Form and Slamming Testing" at SVA,
Vienna/Austria
c:\documents and settings\cja\skrivebord\jø prosjekter \jø86 nb 432 gondan st216\presentasjoner \voith presentation.doc
1.3 Potential Fuel Saving of a PSV with VSP
1.4 Roll Damping with Voith Schneider®

Propeller
1.5 Low Waterborne Noise of a VSP
2. Conclusion / Summary
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1. Introduction
The Voith Schneider® Propeller is a propulsion system allowing the control of
thrust in magnitude a direction steplessly, extremely precise and fast. The main
advantages of the Voith Schneider® Propellers (Picture 1) for the propulsion of
modern Offshore Supply Vessels are as follows:
r Stepless control of thrust in magnitude and direction,

r Thrust and propulsion efficiency are equal in all directions,
r Thrust control corresponds with the ship's main axis that means according
to certain X-/Y- coordinates,
r Main engines can be operated with constant or variable speed adapted to
the manoeuvring, DP and free running condition considering the optimum
fuel efficiency of diesel-direct respectively diesel-electric drive system
without reversing,
r The Voith Schneider® Propeller is extremely slow running and therefore
reliable with high safety margins against rough service and a life
expectation of at least that of the vessel.
Picture 1: Voith Schneider® Propeller

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On a VSP driven OSV very fast and precise thrust changes are necessary. Such
features will be guaranteed by the VSP with very precise manoeuvres with quick
response times in normal and emergency operation conditions - an essential
safety aspect for the Captain - the vessel will be under control under all
circumstances. This aspect will be of paramount importance during operation at
offshore installations in heavy weather conditions.
The VSP generates no disturbing side thrust vectors during manoeuvring.
An important feature will be the redundancy of the entire propulsion system,

which guarantees full control of the vessel even with only one power train in
operation.
The very rapid and precise thrust variation according to cartesian coordinates
makes the VSP to an ideal propulsion system for efficient dynamic positioning
even under extremely hard weather conditions.
The Voith Schneider® Propellers offers an additional function of roll stabilisation

for an OSV, which will reduce the roll motion of the OSV at stationary but also DP
and free running mode remarkably. This additional function has been proven by
Voith in theoretical computations with the Universität of Hamburg/Haarburg,
model tank testing and full scale measurements in the North Sea.
The main features of the Voith Schneider® Propulsion system has been proven
by Østensjø Rederi A/S, Haugesund, Norway with design, construction and

operation of two "state-of-the-art" Escort Voith Water Tractors, the "AJAX"
(Picture 2) and the "VELOX" (Picture 3), nowadays safeguarding tankers at the
oil terminal in Sture.
Picture 2: "AJAX"
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Picture 3: "VELOX"
Both Voith Water Tractors have proven the unique performances of the Voith
Schneider® Propellers with respect to manoeuvrability, dynamic positioning,
redundancy, controllability and lifecycle costs.
The purpose of the joint investigation program between Østensjø Rederi A/S and
Voith Turbo Marine was the analysis of propulsion efficiency for VSP's on modern
OSV's in comparison to other modern and highly sophisticated propulsion systems
like CRP over the entire operation range as well as the analysis of the sea-keeping
behaviour of the different aft body configuration adopted to the specific propulsion
system installation requirements.
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1.1 Model Testing "Comparison Study between

VSP and CRP" at Marintek / Norway"
General
In these tests our customer Østensjø Rederi AS from Norway carried out calm
water test with two models of an 85.5 m long PSV (Platform Supply Vessel), as a
comparison of two different propulsion systems.
The test No. 601956.00.01 was carried out with Voith-Schneider Propulsion, the
test No. 601956.00.02 was carried out with Contra-Rotating-Propellers (CRP)
make Rolls-Royce / Aquamaster.
In this comparison items like main dimensions and required ship performance,
operation conditions as well as fuel consumption of specific engines could be set
as equal.
This means a very accurate comparison of the propulsion systems itself could be
figured out.
Although the two vessels have very similar dimensions, the aftshiplines do differ
from each other, due to the special requirements of the propellers itself.
The requirements for the vessels was the achievement of 15 kn speed on two
drafts, 5,2 m and 6,0 m.
The model test shows clearly that the Voith Schneider® Propeller is a suitable
propulsion system in the offshore supply vessel area.
In addition to the absolute trust by many of our customers in the lifecycle,

lifecycle costs, safety and unbeatable manoeuvrability of our propulsion system,
the superiority in propulsion efficiency even in comparison to contra-rotating Z-
drives was proven during these tests.
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Principal Hull Data VSP propelled:
Hull data draught 5,2 m WL1 Symbol Model Ship

Length of Waterline LWL (m) 5.396 86.340
Length betw. perpendiculars LPP (m) 4.838 77.400
Breath waterline BWL (m) 1.200 19.200
Draught at LPP/2 T (m) 0.325 5.200
Draught at FP TFP (m) 0.325 5.200
Draught at AP TAP (m) 0.325 5.200
Trim (m) 0 0
3
Volume of Displacement V (m ) 1.198 4905.6


Trim (m) -0.038 -0.600
3
Picture 4: Position of VSP in the stern of the PSV model
Propulsion: VSP size 32 R6

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Principal Hull Data CRP propelled:

Trim (m) 0 0
3


Trim (m) 0 0
3
Picture 5: Position of CRP in the stern of the PSV model
Propulsion: Aquamaster CRP 1401

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Ship Resistance:
To judge the different designs of the ship lines a resistance test for both drafts
was performed.
The result shows the values of PE (power effective) which is the amount of power
needed to tow the ship at different speed through the water.
Power Effective P E Draught 5,2 / 6,0 m
2000
1500
power [kW]
1000
CRP 5,2 m
VSP 5,2 m
VSP 6,0m
500 CRP 6,0 m
0
12,0 12,5 13,0 13,5 14,0 14,5 15,0
speed [kn]
Diagram 1 Power Effective / draughts 5,2 m and 6,0 m
The Diagram 1 shows clearly, that the effective power needed to tow the VSP
designed ship lines is higher than the ship with CRP ship lines.
In the, for the customer most important area - design speed of 15 kn - the
difference is 3% at 5.2 m draught and 7% at draught 6,0 m. This result shows
only values for the ship resistance, without the propulsion systems.
This means, that there is some room for further improvements of the VSP ship
lines itself. But this option was not considered in this first Marintek model test
series.
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Propulsion Test / Performance Prediction
To evaluate the brake power (PB = effective engine power) to achieve the desired
speed, a propulsion test/performance prediction was performed. The measured
power applied was calculated for the real ships.
Brake Power P B Draught 5,2 m

3000
2500
power [kW]
2000
1500
CRP
1000
VSP
500
0
12 12,5 13 13,5 14 14,5 15
speed [kn]
Diagram 2 Brake power / Draught 5,2 m
Brake Power PB Draught 6,0 m

3500
3000
2500
power [kW]
2000
1500 CRP
VSP
1000
500
0
12,0 12,5 13,0 13,5 14,0 14,5 15,0
speed [kn]
Diagram 3 Brake power / Draught 6,0 m
The diagrams 2 and 3 show very good results for Voith Schneider® Propellers,
since the required brake power is over the entire speed range lower than the
CRP values.
The CRP propelled ship needed some 8% more brake power for the design
speed.
Note:
The PB for the VSP was lower compared to the CRP (about 8 %) even when the
ship resistance for the chosen VSP hull form was abt. 3 to 7 % higher compared
to the chosen hull form of the CRP vessel.
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Propulsion Efficiency η D
The propulsion efficiency (ηD = propulsive efficiency or quasi propulsive

coefficient), of the different propeller systems are shown in the diagrams 4 and 5.
They show clearly, that the VSP has a higher efficiency over the entire speed
range. This will result in less power requirement and lower fuel consumption for
the real ship.
Propulsive efficiency Draught 5,2 m

0,80
propulsive efficiency
0,75
0,70
[...]
0,65
0,60
VSP
0,55 CRP
0,50
12 12,5 13 13,5 14 14,5 15
speed [kn]
Diagram 4: Propulsive efficiency / Draught 5,2 m
Propulsive efficiency Draught 6,0 m

0,80
propulsive efficiency [...]
0,75
0,70
0,65
VSP
0,60 CRP
0,55
0,50
12 12,5 13 13,5 14 14,5 15
speed [kn]
Diagram 5: Propulsive efficiency / Draught 6,0 m
In this comparison it will be important to note that the effective power on the VSP
alternative will be higher compared to the CRP solution as indicated before in
Diagram 1. This higher effective power is related to the modified aft body for the
VSP adaptation.
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Therefore the earnings in total efficiency will be higher as indicated in diagrams 4

and 5 since the above mentioned higher effective power for the VSP solution has
to be compensated additionally.
The wave picture on the design speed is very homogenous (Picture 6)

Picture 6: Wave picture at 14 knots.

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1.2 Model Testing "PSV with VSP, Optimisation

of Hull Form and Slamming Testing" at SVA,
Vienna/Austria
At a second phase of the joint investigation program additional model tank tests
were performed at the SVA in Vienna, Austria. Since Marintek was not able to
perform the second series of tests in the given time frame a new model was built
at Vienna with the same main dimensions as earlier investigated at Marintek. To
validate the results of the new model with the former model at Marintek a
comparison measurement was performed at Vienna proving the results of
Marintek.
To achieve an optimum sea-keeping behaviour especially for slamming at zero

speed with waves coming from the stern a modification of the aft lines were
performed, using the same V-shape aft body as previous used for the CRP hull at
Marinetek.
Picture 7: Modified aft body with VSP installation Picture 8: Modified aft body with VSP Installation
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The comparison of the brake power for the modified aft lines of the VSP hull with
the investigated CRP version at Marintek confirmed the former results and power
saving.
3500
3000
2500
power ]kW]
2000
1500
1000
CRP
VSP Marintek
500
VSP Vienna
0
12,0 12,5 13,0 13,5 14,0 14,5 15,0
speed [kn]
Diagram 6: Brake power / Draught 5,20 m. SVA Vienna results for VSP in comparison
with Marintek results for CRP solution.
3500
3000
2500
power [kW]
2000
1500
1000
CRP
VSP Marintek
500
VSP Vienna
0
12,0 12,5 13,0 13,5 14,0 14,5 15,0
speed [knots]
Diagram 7: Brake Power / Draught 6,0 m. SVA Vienna results for VSP in comparison
with Marintek results for CRP solution
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Power difference (CRP-VSP) / VSP

40
WL 1
30 WL 2
difference [%]
20
10
0
12,0 12,5 13,0 13,5 14,0 14,5 15,0
-10
speed [kn]
Diagram 8: Power saving with VSP for both draughts of 5,20 m and 6,0 m compared
to the CRP solution over the entire speed range.
The second test series performed at the SVA in Vienna reconfirmed the power
saving with the VSP solution compared to the CRP solution investigated at the
first tank test series at Marintek. With the modified VSP aft body the power
saving were improved for the entire operation draught spectrum as well as
speed range. The V-shape of the aft body will secure the desired slamming
characteristic at zero speed with waves coming from the stern as already
investigated at Marintek.
The slamming investigations performed at the SVA have proven that already
very satisfactory peak pressures can be furthermore reduced with VSP in
operation (Picture 9).
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Diagram 9: Maximum slamming pressure with and without operation of VSP

(hw = 3.0 m, D = 5.2 m).
The suction effect of the VSP will secure this further improvement of sea
keeping behaviour.
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1.3 Potential Fuel Saving of a PSV with VSP
For the operation profile of the PSV and under consideration of the model tank
results of the Marintek and SVA Vienna investigations following operational fuel
savings can be achieved:
r Fuel saving of 10 % for sailing in free running mode at 14 knots, depending

on the loading condition - as per diagram 8
r Fuel saving of 20 % for sailing condition at 10 knots
r Fuel saving of 15 % for sailing at 3 - 5 knots (survey) according to the

efficiency characteristic of controllable pitch Voith Schneider® Propeller
r Fuel saving of 10 % for DP / station keeping mode because of:

* much faster response time due to control according to X/Y-
coordinates
* no swivelling thrust vectors
* power saving by faster and more precise thrust control
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1.4 Roll Damping with Voith Schneider®

Propeller - Calculation for a PSV
The special features of the Voith Schneider® Propeller makes a very effective roll
stabilising possible with the ship stationary or under way at low speed.
The technical requirement for stabilising a ship is to suppress rolling motion. In

other words the suppression of rotational movement about the ship’s longitudinal
axis, which is a moment that periodically opposes the moment on the ship that
causes the rolling motion.
Generally roll stabilisation is divided in two broad areas:
1. Active operation
2. Passive operation
Active operation produces a counteracting moment by means of actively

controlled machines. A sensor detects the rolling motion and a regulator controls
the counteracting moment as required. Examples are:
r Fin stabilisers (retractable or fixed)

r Roll stabilising tanks (active)
The advantage of these systems is the good damping property. The

disadvantages are:
r Complexity and expense

r High weight (particularly the liquid used to fill roll stabilising tanks)
r Considerable space requirement
r High maintenance effort
r Fin stabilisers only work at design speed
r Fin stabilisers have a high resistance (even when retracted)
r Fin stabilisers increase the vessel’s draught
The passive mode of operation works on the principle of increasing the roll
resistance and thus damping the rolling motion, e.g. bilge keels.
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The very rapid thrust variation and generation of very high moments make it
possible to use the VSP for efficient reduction of the ship’s rolling motion, in
particular when the ship is stationary or during slow motion along the longitudinal
axis, where the afore mentioned other systems are limited.
Technical Assumption
The technical requirements, like suppressing the rolling motion, as well as the
rotational movement at very low- and zero speed, are to be met.
Assumptions are:
• High accuracy in respect of steering (reacting) times to meet the time

criteria, governed by the roll period of the ship.
• Thrust (force) deviation in magnitude and direction, according to the ship’s
movement, without undesired directions.
Objective
An investigation was conducted to proof, if the Voith Roll Stabilisation (VRS)

system can fulfil the requirements:
• Damping of the rolling motion of a ship without forward motion.
The damping produced by the Voith Schneider® Propeller (VSP) is referred as

active damping below.
Calculation for a PSV
Calculations were made by the TU Hamburg, Prof. H. Söding in May 2004

"Rolldämpfung mittels Voith-Schneider-Technologie" with dimensions:
Lpp = 77.4 m, Bwl = 19.2 m, D = 6.05 m, trim = 0.6 m. The metacentric height on
which the computation was based was GM = 1.3 m.
The resistance and propulsion test reports were used in this investigation as per
chapter 1.1. Picture 10 shows the body section used for the computation.
For the sea keeping analysis the Pierson-Moskowitz wave spectrum with periods
of 10 s and 15 s have been used. The OSV will be at zero speed with waves
coming from 90 °, i.e. beam seas. The roll period for the OSV with the above
mentioned main dimensions and a GM of 1,30 m was calculated with 14.6 s.
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Picture 10: Frames of the PSV
The ship is calculated with 2 VSPs, producing a transverse thrust of total 467 kN,
including the factor 0.85 as stated above caused by the mutual influence of the
VSPs.
Results: The roll motions of the OSV could be almost completely suppressed up
to a significant wave height of 6 m (see Picture 11) and a long-crest periodic
swell with a period of T = 15 seconds.
The same damping characteristics were computed up to a wave height of 3 m for
a wave period of T = 10 seconds.
Picture 11: PSV in a Swell

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Contrary to other ship types like corvettes, etc, the roll motion reduction for an
OSV becomes larger with increasing GM and smaller with diminishing GM for a
wave period of 10 seconds.
sig. roll angle for a PSV GM=1.3m T=10s
6
Without VRS
sig roll angle [°]
5
4 With VRS
3
2
1
0
3 5 7
wave hight [m]
sig. roll angle for a PSV GM=1.3m T=15s
10
Without VRS
sig roll angle[°]
8
With VRS
6
4
2
0
3 5 7
wave hight [m]
The research project "Roll Damping with Voith Schneider® Technology"

investigated how strongly the rolling motion of ships that are stationary or moving
slowly through water can be reduced by the use of Voith Schneider® Propeller.
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The first funded calculations by the research and development department of

Voith Turbo Marine and the computations by Professor H. Söding showed that
the technical requirements are already fulfilled by the cycloidal drive, today.
In order to verify the theoretical computations concerning the applicability of Voith

Roll Stabilising (VRS) to roll damping, full-scale trials were executed in the North
Sea in the Autumn of 2004.
There a boy layer equipped with VSP was used to show the system working. The
results very convincing because the showed the capability of the VSP to reduce
the roll motion.
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1.5 Low Waterborne Noise of a VSP
Unlike screw propellers, the speed through the water over the whole VSP blade
is constant. The blades are not twisted. There is a clear 0 thrust position of the
kinematics independent from the speed of rotation. The rectangular effective
propeller area of a VSP is about 60 % larger than the area of a screw propeller
(circle). The VSP may be seen as a twin propeller as each blade is used twice
during each revolution.
Further, the VSP characteristically works at very low speed of rotation.
The hydrodynamic principle of a cycloidal propulsors forms the foundation for

control of thrust in magnitude and direction steplessly, precisely and quickly.
Furthermore the VSP allow low noise operation during all working conditions,
especially manoeuvring; a significant advantage for research vessel, which are
operating Sonar. Below are some examples of ships that employed advantages
of the hydrodynamic principle of cycloidal propellers.
Picture 12: Vessel with Voith Schneider® Propeller

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Several thousands of cycloidal propellers have been produced by Voith in 75

year. The examples include the class of highly manoeuvrable and quiet mine
counter measurement vessels (see above). The full engine power may be used
for manoeuvring in any direction within 360 °.
The French buoy tender "Chef de Caux" regularly maintains navigation and
research buoys (see below). Two VSP are installed in the ship giving a unique
manoeuvrability.
Picture 13: French buoy layer "Chef de Caux" with two VSP size 12.
Accurate steering and quiet propulsion are key assets of special ships, which are
operating a Sonar. To be effective the propulsion system has to meet the
following requirements:
r Quiet manoeuvring
r Precise course keeping
r Fast stopping
r Dynamic positioning
r Optimum adaptability to different operating conditions
r Ability to operate at very low speeds
r Sufficient free running speed
r Combined auxiliary and main propulsion for all operating conditions in one
system
r Reliability
r Redundancy
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The Voith Schneider® Propeller offers many advantages for special ships and
integrates well with unique vessel design requirements.
r Specially designed blades minimise hydro-acoustic noise

r State-of-the-art gear and wearing technology ensures quiet operation
r Only those parts of the propeller that produce thrust protrude from the hull.
All other parts are well protected inboards.
r No hot hubs, shaft, struts or bearings protrude from the ship's hull
r As a effective sweep heavier rectangular VSP can be designed larger than
screw propellers, resulting in slow running speeds and low hydrodynamic
loads.
The Voith Schneider® Propeller (VSP) represents the best overall propulsion for
quiet ship operation.
The Voith Schneider® Propeller has been used in marine propulsion for more
than 75 years. Leading Navies throughout the world rely on VSPs in their mine
counter measure vessels.
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2. Conclusion / Summary
The comprehensive joint investigation program performed by Østensjø Rederi

A/S and Voith Turbo Marine at Marintek and the SVA Vienna have proven a
much better propulsion efficiency of the VSP solution over the entire operation
draught range as well as the speed range.
Under consideration of the operation spectrum for an OSV considerable fuel

saving is possible.
Furthermore the excellent sea keeping behaviour was proven and documented.
Additional to the known and proven advantages of the VSP with respect to:
r Redundancy
r Controllability
r Fast and extremely precise thrust control for DP mode
r long lifetime and very low downtimes
r Automatically built-in c.p. characteristic with the corresponding
flexibility in optimum adaptation of the entire power train to the
different operation modes
the function of roll stabilisation can be offered for an OSV application. These
aspects will offer to a modern OSV some absolutely new and outstanding
performances.

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