Deconstructing the Propulsion Conundrum

John Buckingham CEng FIMechE MIMarEST1

Chief Mechanical Engineer, BMT Defence Services Limited
Synopsis

A wide range of machinery equipment choices allow a broad choice of power and propulsion systems for a
given warship and its specified duties. The need for a good match with the ship’s operating profile, its refit
periods and the need to design for an appropriate level of survivability, make it necessary to conduct a
thorough analysis of the in-service behaviours of a range of designs. The paper presents the results of a
power and propulsion (P&P) study of a range of mechanical, hybrid and all-electric system designs for a 90m
warship. A balanced assessment of the study outcomes is presented in respect of fuel consumption and the
limitations of each design including ship fit issues.
Keywords: Propulsion choices, linearjet, modelling

1. Introduction
The 90m frigate and Offshore Patrol Vessels (OPV) market is a large and growing business area which has large
number of clients and potential shipyards and designers. Navies need whole-ship design solutions which meet
their operational needs in a cost-effective flexible manner, Ref 1, through the use of platforms which match
their personnel skill-base, operating temp (i.e. days at sea) and infrastructure arrangements (i.e. engine support
and in-country technical know-how).
Since the widespread introduction of electric propulsion in the 1970s’most notably with the Queen Elizabeth II ,
(Ref 2) A wide range of machinery equipment choices allow a broad choice of power and propulsion systems
for a given warship and its specified duties. Recent technological opportunities are the Voith Linear Jet (VLJ),
Ref 3, and the Stadt concept for twin-wound geared motors, Ref 4. These are explored with the BMT Venator
90m design, Ref 5. The propulsion naval engineer is thus faced with a wide range of potential mixes of engines,
transmission and propulsors. The engineer has a key role to generate a range of potential solutions: some
conventional, some evolutionary, may be some revolutionary. This set then needs to be assessed to identify key
decision-based features so that the P&P selection can be analysed and the appropriate outputs used to allow the
best balanced design to be identified
The best solution will be linked to the need for a good match with the ship’s operating profile, its fuel economy
and the need to design for an appropriate level of survivability, make it necessary to conduct a thorough analysis
of the in-service behaviours of a range of designs.

2. Diesel Mechanical
The traditional design for OPV and corvette size vessels has been the use of Combine Diesel and Diesel
(CODAD) whereby two or more controllable pitch propellers (CPP) are each driven by one or more diesel
engines. The DCNS Gowind design as used by Egypt, Ref 6, is one example of this arrangement but it has
waterjets instead of propellers.

3. All Electric Propulsion

All electric propulsion is not a new idea, the early military submarines were all electric propulsion and more
recently the QE2, Ref 7, was converted from steam propulsion to a diesel electric (DE) design.
The HMS Challenger was one early naval vessel to be electric propulsion but she was not a warship.
Moss 1992 concludes that there are attractive applications for ac propulsion in warship design using largely
existing commercial technology. He stated that full electric for frigates was however difficult to justify in 1992
without some reduction in full speed requirements or the introduction of a much increased power requirement
for weapon systems.

1. Author’s Biography

John Buckingham is the Chief Mechanical Engineer at BMT Defence Services Limited, bath, UK.
In their last paper to-date on the Electric Warship, Hodge and Mattick, Ref 82 outlined the benefit of FEP with
improved reliability achieved with zonal energy storage, DC architectures. This was based on their submarine
experience together with the increased performance of power electronics for speed and torque control together
with high-torque density electric machines. Direct mechanical drive engines were replaced with a set of prime
movers driving generators to remove the reliability issues experienced by the RN at that time with gearboxes
and CPP.
Butcher, Ref 9, stated that Electric Propulsion Motors (EPM) which employ High Temperature Superconducting
(HTS) solutions promised much but were long in development and high in cost. Possible dc architectures using
novel power electronics allowed comparable power densities to be achieved with lower development risk.
Loddick, Ref 10, subsequently described the Advanced Propulsion Motor (APM) which employed an Active
Stator to exploit the benefit of dc machine technology and thus achieving significant power densities. This
together with liquid-cooling allowed the power converters to be located inside the motor itself. This promised a
much more compact design (40% of the volume of the Advanced Induction Motor (AIM) in the Type 45) with
the space and ship impact of the converters, transformers and their associated cooling gear being much reduced.
However due to a variety of issues this product was never pulled through to general production.
Using a simplistic approach, Ross, Ref 11, showed how HTS machines could offer solutions with comparable
fuel economy and volume to diesel-mechanical solution, but with a much higher cost. Ross also showed how
the use of multi-sized engines allows loading to be better matched to operating profiles. Although HTS
development was active and largely successful in achieving reduced size, high-torque density machines the past
twenty years, the results have proven to be expensive.
Gemmell, Ref 12, shows how difficult it is to use gas turbine (GT) engines in frigates without adding extra
length and therefore build cost and through life fuel consumptions costs. High power GT Alternator (GTA) may
require High Voltage (HV) systems which their additional space requirements for switchgear and isolation. This
is a challenge for frigates and only at 140m and above does the design become more attractive to GTA-based
solutions. The limited choice of prime movers also means that it is difficult to match the available GTA-based
solutions to the operating profile.

4. Hybrid Solutions
Dalton, Ref 13, provides a useful narrative on the history of hybrid propulsion designs from Viking ships with
sails and oars to HMS Warrior which used both steam and sail. Since then the MEKO frigate with its CODAG
solutions has shown how GT for boost and diesel for cruise is a good match of power and economy. This is used
in the F124 of the German navy which is 143m long and has a displacement of 5,800 tonnes.
The UK Type 23 is one of the first examples of electro-mechanical hybrid propulsion (Ref 14). The design is
specifically driven by Anti-Submarine Warfare (ASW) requirements where there is a need for quiet operations
at slow to medium speeds provide by a propeller shaft-mounted motor combined with the need for an immediate
sprint capability provided by a GT engine.
More recently there has been a greater focus on fuel economy, both for longer distances between re-fuelling but
also to save on through life costs and to offer better exhaust gas emissions as a government owned vessel.
Doerry, Ref 15, also states that the volatility and lack of a clear continuing source of fuel supply at sea is also a
factor in achieving effective warfighting effectiveness. Ships which have a reduced fuel consumption and thus
more efficient engines also tend to emit exhaust gases of a lower temperature which improves the IR signature
and other issues such as plume issues with helicopter operations. The USN has addressed this quickly both to
meet the ambitions of the so-called Green Fleet, but also due to the recognition that the propulsion systems in
their principal ships rely on simple cycle GT engines of all sizes which in general have a poor specific fuel
consumption, Sfc, compared to alternatives such as diesel-engine-based solutions.
Gully, Ref 16, expounded a method of hybrid powertrain performance analysis for both naval and commercial
ocean-going ships and importantly makes the case for PTI/PTO designs whereby the main engine can generate
power. In addition, in commercial ships a shaft mounted hybrid system allows low speed electric drive in ports
which reduces NOX emissions by 29-43%, while CO is reduced 57-66% and PM may be reduced up to 25%,
depending on the specific operating mode. As an added benefit, fuel consumption rates under these conditions
are reduced 20-29%.
The UK RFA Tidespring is the first of class of the four MARS tankers for the UK Royal Fleet Auxiliary (RFA).
They were designed by BMT Defence Services, UK to their Aegir design, Ref 17. Buckingham, Ref 18,

2. This paper also gives the references to all the other Hodge-Mattick Electric Warship papers.
demonstrates the economy of hybrid systems, both for fuel economy and reduced engine running hours, together
with the ability to have four power generators and four independent means for driving the two propellers.
Couch & Fisher, Ref 19, describe the design methodology for achieving the hybrid P&P design and outline its
operating envelop and inherent flexibility. Simmonds et al, Refs 20 & 21 explain that to achieve a robust hybrid
design where there are many changes from one set-up to another requires a great deal of design analysis and
integration which may require considerable insight and effort.

5. Reduced Electrical Load

In general terms, improved power generation and reduced fuel consumption is greatly improved with the
adoption of a more efficient set of hotel systems. Buckingham, Ref 22, explains how the adoption of better heat
management can lower the hotel load. This can be achieved with
 the use of reduced recirculation air flows with,
 the functions of fresh breathing air separated from equipment cooling.
 local wild heat removal using fan chiller units.
This leads to a lower ship impact due to smaller ducting and recirculating fans together with the employment of
a warm water system to use air discharged to atmosphere DTA to cool the incoming fresh air when in hot
climates.
Doerry also mentions the effort to reduce onboard power demand both through changes to human behaviours
and through the introduction of modern technology such as LED lighting. This has been trialled in the UK fleet
with considerable success, Ref 23.

6. Ship Design
Before the propulsion system is the ship and for warships, this means the ability to detect the enemy before they
detect you leading to a need for stealthly behaviour in all outward aspects but for propulsion notably in respect
of noise.
Also a warship is there to bring military effect to the theatre in which it operates. This might be the delivery of
air-power by an aircraft carrier or the detection of submarine for an ASW vessel. Both vessel types need a quite
different propulsion capability for their specific designs and duties.
As a complete entity ships can be considered in isolation in respect of the scope of supply but overwhelming
there is a need to design for the external influences, the sea and air environment, the human which predicates its
usage and the facilities it needs to offer. The propulsion is to serve the ship and its masters.
Past studies have stated that a ship is to have a “warlike appearance”. Clearly there is intended to be some sense
of intimidation in those words. The most obvious approach to achieving this is to fit a gun but in future the gun
may be obsolete as a weapon with the introduction of modern energy-dependent weapons. May be in future the
requirement is to be stated that, a ship needs to be able to act in a warlike manner. This would imply the
propulsion system is to offer speed, acceleration, endurance and agility and manoeuvrability, but surely not all
of them. Yet increasingly in the times where not just budgets are constrained but also manpower, the warships
of today need to be multi-purpose.
So how is one to design and down-select a warship propulsion system which seeks to meet all such needs in a
cost-effective manner. Clearly this is not possible: the propulsion system like the ship will be a balanced design
where no one facet is optimised but function, performance, stealth, vulnerability, ship impact, reliability, safety
and cost are all tolerable and workable. To achieve such a solution requires synthesis and analysis and then the
application of a decision making process such as that used for the Type 26 by McIntyre, Ref 24, but first we
need a ship to power and propel.

7. Ship Basis
The Venator-90 (Ref 5) is a BMT designed frigate which was introduced in 2008 as part of the set of Venator
studies into the kind of platform that would suit local and global deployments. The Venator-90 has the
following principal characteristics.
 Parameter Value
Length overall 93.25m
Length, waterline 90.0m
Beam 15.12m
Design Moulded Draught 3.95m
Design Displacement 2,680 tonnes
Scantling Displacement 3,039 tonnes
Maximum contracted speed 24+ knots
Ship’s non-propulsion electrical load 1,000kWe
Baseline Power & Propulsion CODAD propellers

DE gensets 3 x 600 kWb

Propulsion 2 x 9,100kW diesel engines
Propellers 2 x 3.0m diameter
Table 1. Ship’s Main Particulars

The ship’s assumed operating speed profile in sea state 3 is shown in. Figure 1. This profile will vary slightly at
higher sea states as the increasing resistance leads to speed loss at the top end. The extra resistance due to wind
and wave at all sea states is based on the Holtrop & Mennen method, Ref 25, which is as inaccurate an estimator
as any other. The resistance at full speed of 24 knots in sea state 3 is assumed to be 752kN.

Figure 1. Venator-90 Operating profile

Using the BMT proprietary marine power and propulsion analysis tool, Ptool, Ref 26, the baseline design and a
set of P&P options has been modelled to show the status at each point in the system between the power into the
sea water and the rate of energy extracted from the fuel oil.

8. Study Set
8.1 Introduction
The study considered the following propulsion options:

Option Propulsors Transmission Main Engines

150 - Two main engines - 2 x CPP 3.0m 2 x reduction gearbox ME: 2 x MTU20V8000. 9,100kW
baseline
1150 rpm to 300 rpm DG: 3 x MTU12V4000M53B, 1650kW

154 Diesel mechanical 2 x VLJ 3.0m 2 x epicyclic reduction gearbox ME: 2 x MTU20V8000
Two main engines
1150 rpm to 172rpm DG: 3 x MTU12V4000M53B, 1650kW
driving VLJ

251: Diesel Electric: 2 x VLJ 3.0m 2 x 7,500kWb shaft-mounted DG: 6 x MTU20V4000M53B

electric motors
VLj 3,015kW

252: Diesel Electric 2 x FPP 3.0m 2 x 7,500kWb shaft-mounted DG: 6 x MTU20V4000M53B

Propeller electric motors
3,015kW

480: Geared electric
design with twin-wound
motor (TWM) geared
electric
2 x CPP 3.0m TWM drive arrangement DG: 6 x MTU20V4000
through reduction gears.
Powers: 1000 4000 5700 kW
Speeds: 200 720 900 rpm

490 Geared electric 2 x VLJ 3.0m 2 x 7,500kWb shaft-mounted DG: 6 x MTU20V4000M53B

design with twin-wound electric motors
3,015kW
motor geared electric

780: Hybrid design 2 x CPP 3.0m 2 x reduction gearboxes each ME: 2 x MTU20V8000
with a 1,000kWb motor which
DG: 2 x MTU12V4000
is also a 550kWe generator
Table 2. Summary of Power & Propulsion Design Solutions

Table 2 gives a summary of the set of P&P solutions which are further described below before the performance
of all options are presented in comparison figures in the next main section.
8.2 150: Baseline mechanical drive
The baseline comprises two propellers each of 3.0m diameter, PD ratio 1.2 and blade area ratio of 0.8. The
thrust deduction factor is 0.085 and the wake fraction is 0.12. Each propeller is driven by an MTU20V8000
rated at 9,100kWb. Three 12V4000 DG sets rated at 1,650kWb.

8.3 154: Two Linearjets

Two VLJ, each of 3.0m diameter, are each driven by an MTU 20V8000. The gearbox is a reversing epicyclic
gearbox. The aft end is redesigned to accommodate the VLJ but in this study the resistance is assumed to be the
same and the thrust deduction factor is 0.01.

The VLJ propulsive characteristic from Ref 3 is shown in Figure 2. Figure 2 (Ref. 3) shows how the current
design of the VLJ has a maximum propulsive efficiency of ~70%.
Figure 2. Voith LinearJet dimensionless characteristic © Voith

8.4 251: VLJ-based DE solution

Two 7,500kWb electric motors direct drive the two VLJ at 170rpm. Power is from 6 x MTU 2-0V4000 DG sets.

8.5 252: Propeller-based DE solution

Two 7,500kWb electric motors are propeller shaft mounted and run at 300rpm. Power is from 6 x MTU 2-
0V4000 DG sets.

8.6 480: Twin-wound motor geared electric

In a 90m OPV it is recognised that there are significant space and weight penalties with a direct-drive electric
propulsion motor. For that reason a geared Twin-Wound Motor (TWM) solution with CPP is considered here.
Such a design offers a smaller weight as well as space and also permits commercial size motors to be employed
where shock and other military standards permit.
The use of a TWM with a CPP design allows the motor to operate at two main speeds at loads above 40% with
the speed being varied at full propeller pitch at lower powers. This design avoids the use of power electronics
and the losses and harmonic distortion they can create. The motors are controlled by standard marine power
electronics.
Figure 3 shows the TWM, M1 as part of the overall machinery layout. M2 is a separate PTI variable-speed
motor which can supply up to 1,000kW. This machine can also be used as a PTO and this is the subject on
current studies.
Motor M1 can supply 5,700kW at 900rpm or 4,000kW at 720rpm. The motors can also be combined as shown
in the table in the figure.
Figure 3. Twin-wound Motor Machinery Layout

Figure 4. Motor & converter efficiencies

Figure 4 shows the small efficiency difference between the standard motor and TWM and the assumed standard
converter efficiency versus load. The Stadt “converter” is 100% efficient as there is no power conversion
equipment (Ref 27) . The analysis uses a fixed value gearbox efficiency for the assessment of the designs.
 Figure 5. Propeller shaft speed v ship speed

Figure 5 shows how the propeller shaft speed increases steadily up to 150rpm at the lower rated power setting
before it moves to the constant speed regime of 240rpm at 15 to 22 knots. At 23 to 24 knots the propeller shaft
speed is at the second steady speed condition of 300rpm.

Figure 6. Twin-wound motor: Motor power v speed with propeller pitch ratios
Figure 6 shows operation of the TWM design with the fixed pitch operations at powers up to 900kW before the
first set speed operations are used between 1,000kW and 3,700kW per shaft. At full speed the second fixed-
speed is used for powers up to 6,700kW per shaft.

A comparison of the open-water propeller efficiencies in Figure 7 shows a slight disadvantage to the CPP due to
the hub losses and the off-design point pitch angles.

Figure 7. Propulsor Quasi-propulsive Coefficients

The propeller model makes the CPP 1% less efficient than the FPP. The other differences are due to the change
in blade angle and thus pitch. The greater CPP efficiency in one region is due to the propeller over-pitching in
some cases due to the speed-power restrictions of the twin-wound design.

As shown in Figure 2, the VLJ has a maximum efficiency of ~70%. More detailed work would allow propeller
and VLJ efficiencies to be explored, probably to their respective advantage.

8.7 490: Novel Design

Two VLJ are driven by a TWM arrangement using a two-stage epicyclic gearbox to provide the main shaft
reversing capability. The design is included to show how novel equipment can be studied in such a fashion.

8.8 780: Hybrid Design

The hybrid design comprises two main engines with two 1000 kW motors which are also generators rated at
550kWe at the switchboard after the power electronics. Whilst there are numerous frigates and other
combatants which have motor drive for lower speeds for loiter and low noise propulsion purposes, there are few
if any which employ the same electrical machine for power take-off purposes.

As proven in use with the RFA Tidespring, this means of operation is feasible and is explored further here.
 DIESEL

DIESEL
G G

DIESEL

DIESEL
Ship’s Ship’s
Service HM HM Service
Loads Loads

GEARBOX GEARBOX

Figure 8. Diagrammatic of the Hybrid Design

Figure 8 shows how the two main engines driven into reduction gearboxes which supply power to the CPP and
the hybrid motor (HM) which can also function as an alternator.

9. Design Comparisons
The figures below shows the different design solutions compared for a range of P&P parameters.

Figure 9. Fuel Consumption Rates

Figure 9 shows how close the fuel consumption rates are: a different visualisation is required.
Figure 10. Fuel Consumption Reference to the Baseline Design

Figure 10 shows the fuel consumption rates relative to the baseline mechanical drive option 150. The VLJ
mechanical drive design (#154) offers a lower relative fuel economy for speeds below 11 knots and above 15
knots compared to the rest.

Figure 11. Annual Fuel Consumption reference the baseline

Figure 11 shows how the mechanical drive VLJ design and the hybrid design have the lowest overall annual fuel
consumption for the given operating profile.

Figure 12 shows the impact of the designs on the endurance performance at 12 knots. The baseline has the
lowest fuel demand but with a higher fuel demand the others solutions have a longer range at higher speeds.
Figure 12. Relative Endurance Performance for a 12 knots cruise speed

10. Conclusions
This study has explored the use of geared electric propulsion and linear-jets against conventional mechanical,
electric and hybrid propulsion. On an annual fuel consumption basis, the hybrid solution is the best based on
the given operating profile. It is also has the one of the lowest fuel demands for the range endurance condition at
12 knots as shown in Figure 12. The direct drive VLJ solution (#154) also offers a more fuel efficient
performance than the baseline.

The electric solutions are all much more bulky than the direct mechanical solutions. The direct drive VLJ
solution is the lightest followed by the baseline. The electric solutions are all too heavy to be practical for this
vessel.

The direct comparison of the power and propulsion system performance at each speed has allowed the different
solutions to be compared and the challenge of resolving the best from the broad field of options is made easier.

Only by generating creative design solution and then undertaking such step-wise analysis along each part of the
power train, can the conundrum of the choosing the right power and propulsion system for a given ship in a
given role be determined.

11. Acknowledgements
The views and opinions expressed in this paper are those of the author and do not represent those of BMT. The
kind permission and resources granted to the author by BMT are acknowledged with thanks. All findings,
ideas, opinions and errors herein are those of the author and are not necessarily those of anyone else.
The copyright of Figure 2 is vested with Voith.

12. References

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