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Jan 14 17 2:50 PM
Surface Navy: Hybrid propulsion chosen for cutters13th January 2017 - 12:00by Scott Gourley in Arlington, Virginia DRS Technologies, a Leonardo Company, has been selected to provide the hybrid-electric drive propulsion system for the US Coast Guard Offshore Patrol Cutter.The company received the order from Eastern Shipbuilding Group on 6 January.Speaking at this week’s Surface Navy Association Annual Symposium, Clive Wilgress-Pipe, director of business development and strategic programs at DRS Power Technology said that different propulsion designs could be applied to various maritime platforms; from a pure electric design to militarized hybrid designs that add an electric motor to a gas turbine or diesel component.According to Wilgress-Pipe, the pure electric design, ‘which is used a lot on cruise ships,’ might be appropriate for the emerging US Coast Guard Polar Icebreaker programme.‘In hybrid designs, what a lot of navies are now doing with their frigates, is putting an electric motor on the shaft and still keeping the gas turbine, or possibly diesel engine,’ he said. ‘That way they can use the gas turbine for full power, “fight or flight,” either on its own or additive with the electric motor. Or they can use the electric motor only, if they are going for fuel savings. Or, more importantly for frigates these days, they can use the electric motor for submarine hunting.'You couldn’t go full speed with that,’ he acknowledged. ‘Typically you rate it up to about 17 or 18 knots. But that’s all you need when you are doing submarine hunting.’ He noted that the shaft-mounted electric motor design is currently used on the Korean FFX-II frigate.An alternative hybrid mounting option places the electric motor on the gearbox. Wilgress-Pipe said that the new Offshore Patrol Cutter design solution uses the gearbox mount configuration.
Jan 17 17 7:17 PM
Feb 2 17 2:39 PM
Power without pistons: GTT, CMA CGM and DNV GL present LNG-fuelled, turbine-powered mega box ship studyPublished: October 28, 2015 Author: Gerd Michael Würsig , Simon David AdamsGTT, CMA CGM (and its subsidiary CMA Ships) and DNV GL released a technical and feasibility study for a new mega box ship today – the Piston Engine Room Free Efficient Containership PERFECt. The concept vessel is LNG-fuelled, powered by a combined gas and steam turbine, and is electrically driven. Exploring this novel configuration resulted in the partners identifying and analyzing a propulsion concept that has the potential to offer a more efficient, more flexible and greener box ship design than current 20,000 TEU two-stroke diesel engine driven ultra large container vessels.“The shipping community has realized that LNG enables the implementation of new propulsion concepts such as demonstrated by the PERFECt design that can increase a vessel’s efficiency, reduce fuel consumption and therefore offer a commercially interesting solution. I am confident that the utilization of LNG as ship fuel will increase over the next few years”, says Remi Eriksen, Group President and CEO of DNV GL.“The impulse behind this study was our interest in seeing how a modern ultra large container ship design could benefit from utilizing COGAS, which is a system for combined gas and steam turbine power generation,” adds Gerd Würsig, Business Director for LNG-fuelled ships at DNV GL – Maritime. “A modern, land-based combined cycle LNG-fuelled power plant will reach fuel-to-power efficiency ratios of up to 60 per cent, which is higher than conventional diesel engines, which can achieve up to 52 per cent. In addition, the power density by volume and weight is much higher for a COGAS system."“CMA CGM and its subsidiary CMA Ships position themselves as pioneers by contributing to this worldwide leading innovation. This concept rethinks the ship’s design. The COGAS system with electrical propulsion gives us a great deal of freedom in the general arrangement and in tailoring the installed power to the actual operational requirements,” says Jean-Baptiste Boutillier, Technology & Information Director at CMA Ships. “The lower footprint of the machinery system and increased flexibility of the electric propulsion system means we can increase the capacity of the vessel, despite LNG tanks requiring more space than traditional fuel oil tanks, thereby generating greater revenues and reducing the payback time for the additional CAPEX required.”“Gas turbines associated with steam turbines in co-generation mode are ideal for the efficient utilization of LNG as a fuel. This new design combines the exceptional volumetric efficiency of membrane containment technology with flexible electric propulsion to save even more cargo space compared to a conventional design,” says Arthur Barret, LNG Bunkering Program Director at GTT. “In addition to being a cleaner fuel, LNG is very abundant and could be made available for bunkering cost effectively for this kind of trade much sooner than commonly admitted today.”In a comprehensive analysis with the DNV GL COSSMOS tool, components of the potential power production and propulsion system were simulated in order to analyze the COGAS system. With DNV GL COSSMOS it was possible to get detailed data for the calculation of the overall fuel efficiency for a complete round voyage. Using a global FEM analysis, the project partners also evaluated the impact of the changes that were made to the general arrangement.The two 10,960 m³ LNG fuel tanks are located below the deck house, giving the vessel enough fuel capacity for an Asia/Europe round trip. With the gas and steam turbines integrated at deck level within the same deck house as the tanks, the space normally occupied by the conventional engine room can be used to increase cargo capacity significantly.The dissociation of electric power generation from electric propulsion allows the electric power plant to be moved away from the main propulsion system, giving a great deal of flexibility. In fact an engine room is not needed any more. The three electric main motors, which are arranged on one common shaft, can be run fully independently of each other providing increased redundancy and reliability and a high level of safety.With gas turbine-driven power production that utilizes a very clean fuel as well as electric propulsion, the ship’s machinery systems will be simplified and much more robust. This approach is also expected to lead to new maintenance strategies that are already common practice in the aviation industry. Such strategies would enable shipping companies to reduce the ship’s engine crew dramatically and save costs.The study also suggests that optimizing the power plant through minimizing the steam turbine size, reducing power capacities, condenser cooling, and using a two-stage pressure steam turbine and steam generator will increase the system’s efficiency further. The next phase of the study aims to optimize the propulsion system and ship design to attain even greater efficiency and increased cargo capacity.Model of the PERFECt ship (Credit: DNV GL)
Feb 2 17 2:49 PM
Lloyd’s, GE, and HHI for Turbine C-ShipsMarch 23, 2016 in Companies, LNG, Marine, Technology by Rich PiellischUpdated March 24, 2016Lloyd’s Register has teamed with GE and Hyundai Heavy Industries to design container ships that would use turbine engine power for “maximum efficiency and operational speed flexibility.” The baseline design is for a 14,000-TEU (20-foot equivalent unit) ship. (Tote Maritime’s new liquefied natural gas-diesel dual fuel vessels, by comparison, are 3,100-TEU ships.)“While gas turbines are a proven technology and have been used at sea in naval ships and high speed craft, as well as in passenger ships, the benefits of gas turbines have not yet been applied to mainstream cargo shipping,” states a Lloyd’s Register release. “This project will develop a design to safely maximize the potential operational benefits of gas turbine systems,” Lloyd’s says.‘High Power in a Compact Package’“Operational benefits of gas turbines to naval architects, owners and operators include high power in a compact package and design flexibility,” GE marine operations VP Brien Bolsinger says in the announcement. “The gas turbine is so lightweight – fully 80% lighter and 30% smaller than comparable slow-speed diesel applications – that it can be located anywhere on the ship,” he said.The joint development agreement between Lloyd’s Register, GE and Hyundai Heavy Industries was signed on March 15 in Seoul. The MoU signing ceremony was attended by executives including Hyundai Heavy Industries chairman and CEO Choi Kil-seon, and by Kim Jeong-hwan, COO of HHI Shipbuilding; Chung Ki-sun, HHI executive VP; John Rice, CEO of GE Global Growth & Operations; Tim Schweikert, CEO of GE Marine; and Chris Khang, CEO of GE Korea.“The design will allow for flexible configuration and, with GE’s portfolio of gas turbines, total installed power can easily meet today’s highest requirements,” Bolsinger adds. The GE gas turbines can be equipped with a GE Dry Low Emissions (DLE) or single annular combustion system – both capable of meeting Tier III IMO/Tier IV United States Environmental Protection Agency requirements now with no exhaust treatment and no methane slip.‘New Thinking on Maintenance and Financing’“The turbines can run on diesel as well as gas, if required – providing further flexibility,” he said.Further, COGES “opens the way for new thinking on maintenance and financing of ships,” Lloyd’s says. Gas turbine finance could be arranged on a “power-by-the-hour” basis, while maintenance could see the swapping in and out of an entire gas turbine within 24 hours.“These options reduce down time and enable maintenance conditions without getting in the way of ship operations – ideal for the container trades,” the classification society says.‘A Brand New Vision’HHI senior VP Byeong-Rok Lee, who heads the Korean shipbuilder’s initial design office, said in the announcement that he expects technological innovation in the 14,000-TEU class container ship, which is the main product of HHI, to “provide a brand new vision for future container ships with enhanced operational efficiency and flexibility from the increased container intake and environmentally friendly dual fuel system provided by the COGES system.”HHI said Wednesday that it’s agreed with GE “to further expand business cooperation to areas including industrial plants, marine engine, ship equipment and medical robot businesses.”Lloyd’s says that the “14K” project will be led by engineering experts in its Busan technical support office and facilitated by Sung-Gu Park, the classification society’s design innovation strategic marketing manager, who is based at Lloyd’s Global Technology Centre in Southampton.‘From the Ground Up’“We will take this from the ground up through to hazard identification (HAZID) studies and a COGES Operation Modes evaluation,” Park says in the 14K announcement.“We will be looking at the design’s power station configuration, hazardous areas, structural integrity, safe separation, pipe routing and ventilation,” he said. “These studies will help mature the design and minimize risk for GE’s COGES and HHI’s container ships system. We will also be able to evaluate technical risks including the gas combustion unit and compressors with the equipment makers to help ensure safety and operability.“We are here to provide the assurance required to develop a safe, dependable, optimised capability design so that forward thinking owners are able to make the best commercial decisions based on the best technical understanding.”Lloyd’s Register and GE have worked together on a number of joint development projects related to gas turbines, notably on a design for a gas turbine-powered LNG carrier introduced to the market in 2013. Lloyd’s issued an AiP/Approval in Principle this past December (HHP Insight, January 28, 2016).HHI also said Wednesday that it would promote the COGES concept with GE at the LNG18 conference in Australia next month (in Perth, April 11-15).Turbine-Powered ‘14K’ Vessels for Maximum Efficiency and Speed Represent a ‘New Vision’ for Building & Operating Container Ships
Feb 4 17 3:22 AM
The World’s First 2MW Supercritical
CO2 Power Generation SystemHHI and KEPCO have been developing a power generation cycle for waste heat recovery using supercritical CO2 as the working fluid. The system has applications as broad as bottom cycling in gas turbines, industrial waste heat recovery, solar thermal, geothermal, and hybrid alternatives to the internal combustion engine.HHI and Korea Electric Power Corporation (KEPCO), a leading utility firm in South Korea, are jointly developing supercritical CO2 power generation system to secure the core technology of the energy new industry after the Paris Agreement and to utilize the diesel and gas engine waste heat until 2019. Supercritical CO2 generation technology is a power generation method using supercritical carbon dioxide instead of steam used in a thermal power plant. It can improve the power generation efficiency and miniaturization remarkably compared to steam turbine power generation. This technology using waste heat, which is jointly developed, is a method of using exhaust gas of diesel and gas engines used in large vessels as well as onshore plant. HHI and KEPCO plan to develop a supercritical CO2 generation system with a power generation capacity of 2MW using the waste heat of 300℃ emitted from 30MW diesel and gas engines by 2019. To do this, the two companies will develop unit devices and supercritical CO2 generator systems by 2017, and they will test and demonstrate prototype products and develop commercial systems by 2019. They have been developing a power generation cycle for waste heat recovery using supercritical CO2 as the working fluid. The companies said the system has applications as broad as bottom cycling in gas turbines, industrial waste heat recovery, solar thermal, geothermal, and hybrid alternatives to the internal combustion engine. A waste heat exchanger is installed into a smokestack, boiler or turbine exhaust duct, hot process gas or liquid line, or even into a solar thermal concentrator in order to transfer heat energy to the S-CO2 working fluid which then passes through a turboexpander. Enthalpy gain from heating is converted into mechanical energy to produce electricity. Residual heat is recycled. Expanded S-CO2 is cooled at the recuperator and condensed to
liquid by a condensing medium which can be
water or air. The supercritical CO2 generation system
is more economical compared with the
existing system as the initial investment
cost is decreased by over 60% through
downsizing. Moreover, the efficiency can
be also increased up to 30%. It can utilize
various heat sources such as renewable
energy, nuclear power, as well as waste
heat, and it can be applied to GW-class
large-scale power plants. Through this technology development,
HHI and KEPCO will lead the joint venture
in the power generation field using engine
power plant, low-temperature waste heat
and ship, and will lead the creation of new
energy industry that recycles waste heat.
The supercritical CO2 generation
technology market is expected to grow
rapidly to KRW 14 trillion by 2023. HHI and
KEPCO will pursue the advancement of
technology sales and power generation
business by deriving co-brand and
establishing overseas business base. Their
sales target is KRW 300 billion by 2023.
May 27 17 9:02 PM
May 28 17 9:20 PM
Minister confirms Type 45 engine refit contract to be awarded in 2018By George Allison - March 20, 2017A contract to fully rectify issues within the Type 45 Destroyer fleet will be awarded in 2018 it has been confirmed.Asked by Flick Drummond, Member for Portsmouth South:“To ask the Secretary of State for Defence, when he plans to award contracts for the Power Improvement Project for the Type 45 destroyer class.”Answered by: Harriett Baldwin, Parliamentary Under-Secretary for the Ministry of Defence:“On current plans, we anticipate that the Ministry of Defence will be able to award the contract for the Power Improvement Project for the Type 45 Destroyer class in early 2018.”In 2015, the Ministry of Defence acknowledged that the vessels propulsion system, specifically, the Northrup Grumman intercooler was experiencing reliability issues, previously reported as nothing more than “teething troubles”.A staggered refit was also announced, which will involve cutting into the ships’ hulls and fitting additional diesel generation capacity, this has become known as Project Napier.According to the Royal Institute of Naval Architects:“Project Napier was established in 2014 with two core work strands. The first of these, known as the Equipment Improvement Plan (EIP), is continuing efforts to enhance system reliability and to meet the original design intent in the near term.The second component of Project Napier is a longer term Power Improvement Plan (PIP), intended to improve overall system resilience by adding upgraded diesel generators to provide the electrical generation capacity required to meet the overwhelming majority of propulsion and ship power requirements without reliance on WR-21.”Project Napier will cost £280 million.The reliability issues with the intercooler lead to occasional near-complete power generation failures, temporarily disabling not only propulsion, but power generation for weapons, navigational systems, and other purposes, leaving the ships vulnerable to “total electric failure”.HMS Daring’s engines failed in the mid-Atlantic in 2010 and had to be repaired in Canada, with further repairs for engine failure in 2012 in Bahrain after it encountered propulsion problems while on patrol off the coast of Kuwait.In June this year, Ministry of Defence officials admitted that the ships were breaking down because the intercooler could not cope with the warm waters of the Gulf.Manufacturers Rolls-Royce of the fully functioning, non-problematic turbines said that the intercoolers for the WR-21 had been built as specified, but that conditions in the Middle East were not “in line with these specs”.The MoD said:“The Type 45 was designed for world-wide operations, from sub-Arctic to extreme tropical environments, and continues to operate effectively in the Gulf and the South Atlantic all year round.”Current First Sea Lord Admiral Philip Jones clarified:“WR-21 gas turbines were designed in extreme hot weather conditions to what we call “gracefully degrade” in their performance, until you get to the point where it goes beyond the temperature at which they would operate… we found that the resilience of the diesel generators and the WR-21 in the ship at the moment was not degrading gracefully; it was degrading catastrophically, so that is what we have had to address.”It should be noticed that despite the problems, the Royal Navy has been able to deploy Type 45 destroyers in nine-month cycles to the Gulf region where temperatures are high with little fault.
Jun 3 17 8:06 PM
GE Successfully Completes Fire Testing on New Composite LM2500 Marine Gas Turbine ModuleGE’s Marine Solutions reports that it has successfully completed a variety of fire tests on its new composite LM2500 marine enclosure as part of the Module Modernization Program (MMP).May 30, 2017EVENDALE, OHIO – GE’s Marine Solutions reports that it has successfully completed a variety of fire tests on its new composite LM2500 marine enclosure as part of the Module Modernization Program (MMP). The fire and other component tests verified the use of a composite material to markedly reduce weight and improve performance. In addition, the package design has progressed to incorporate updated package sensors and components.Participants of the MMP include GE, General Dynamics Bath Iron Works and the United States Navy; the program commenced in 2014.“Ships are constantly challenged by weight to meet present and future capability needs and to lower life cycle costs,” said GE’s Brien Bolsinger, Vice President, General Manager. “That’s why the MMP is designed with customer needs in mind: to update the gas turbine module with proven new technologies that reduce the enclosure weight by approximately 50%, while also reducing life cycle costs, noise emission and improving safety.”The new monolithic composite structure of GE’s LM2500 marine module does not use bolted joints between the walls and ceiling. This feature greatly improves assembly and noise attenuation through the elimination of noise channels. The use of composites also allows the module doors and access panels to be made larger, yet lighter for ease of handling. The use of composites eliminates rusting of doors, hinges and access panels, reducing maintenance while improving safety.Fire TestingFire testing was conducted at Southwest Research Institute (SwRI) to validate that the composite design meets U.S. Navy fire resistance requirements. SwRI is an accredited testing laboratory and a third-party quality assurance and inspection agency.The SwRI testing also revealed the following:* Module composite wall passed direct flame and indirect heat impingement tests, which tests emitted smoke and gas toxicity.* The composite wall and ceiling panel passed fire resistance and structural integrity tests. These tests measured the materials’ capacity to withstand a rapid rise fire and the structural ability to carry load (including firefighting personnel) during a fire event. The panel was subjected to a rapid rise in temperature and held at 2000 degrees F. * Tests and analysis of steel and composite wall sections subjected to 500 degrees F – along with the full package calibrated heat transfer analysis -- showed marked improvements with the GE composite wall design. These tests suggest that external skin temperatures would be significantly reduced.* Acoustic panel comparison tests showed improvements in transmitted sound pressure (dBA) levels. Marine ModuleThe MMP focuses on the GE-designed enclosure that surrounds the entire LM2500 gas turbine (inlet, engine and exhaust) that serves several important functions. The enclosure limits heat rejection to the machinery room and provides thermal protection to the crew from the >1000 degrees F temperatures radiating from the gas turbine and exhaust. The enclosure forms an acoustic and fire boundary around the gas turbine for the safety of the ship. Based on testing, the new LM2500 composite enclosure will better attenuate noise while maintaining the same fire resistance characteristics as the steel enclosure. Fully Certified to U.S. Navy Shock RequirementsThe assembly of a prototype enclosure is now underway and will be tested in a full-scale gas turbine test cell to confirm noise attenuation and thermal performances predicted earlier by component tests and analysis. The composite enclosure will then be subjected to barge shock testing to U.S. Navy requirements. These tests are scheduled to be completed by mid-2018.The gas turbine module developed under the MMP will be available in 2018 with the first application intended on the U.S. Navy’s DDG-51 Flight III ships. The lightweight composite enclosure and updated components will be available for international navies in 2018, as well. Separately, GE is presently manufacturing a retrofit composite door assembly for a naval customer.Worldwide, more than 1,400 GE gas turbines log over 14 million hours serving 35 navies on 500 naval ships for 100 military ship programs ranging from patrol boats, destroyers and cruisers to corvettes, frigates, amphibious ships and aircraft carriers.
Jun 11 17 11:01 AM
Jun 07, 2017 • Marine High SpeedClassification Societies Give Thumbs Up to MAN 175DSuccessful serial type approval opens door for global useMAN Diesel & Turbo has announced that its MAN 175D marine engine program has achieved another milestone on its path and on time. Following on from its multiple achievements during 2016 that saw it employed in a series of commercial orders in diverse applications both as main propulsion engine and and GenSet, the MAN 175D high-speed diesel engine has now received serial type approval from the main classification societies.Testing took place in Frederikshavn from May 22nd to 24th in the presence of 10 international classification societies, including ABS, BKI, BV, CCS, DNV GL, KRS, LR, NK, RINA and RRS. MAN Diesel & Turbo reports that the engine performed perfectly, exceeding all class requirements, with subsequent inspection of the engine and its parts demonstrating its robustness and durability. As a result, the MAN 175D is now globally certified for marine propulsion in both diesel-mechanic and diesel-electric modes, and auxiliary operation for a power output of up to 2,220 kW for the 12-cylinder version.About the MAN 175DThe marine engine supplements and completes MAN Diesel & Turbo’s maritime product portfolio. The engine is available with an output spectrum from 1,500 to 2,200 kW and is optimised for propelling ferries, offshore supply vessels, tug boats and working vessels.Lex Nijsen – Head of Four-Stroke Marine – MAN Diesel & Turbo, said: “The MAN 175D is compact, reliable and efficient – properties that are of essential importance for use on working vessels to allow safe manoeuvrability in the most challenging and rough weather conditions.”He continued: “The business case behind it also has to be right for the customer, and this is where the engine sets standards in more than just fuel consumption. Our long-term aim for this engine is to make it the most efficient engine we’ve ever had throughout its lifetime.”The MAN 175D engine
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