GE Delivered Its Hybrid-Electric Propulsion System to the U.K. Royal Fleet Auxiliary’s Fleet of Four Tide Class Military Afloat Reachand Sustainability Tankers
 

GE’s system allows the fleet to achieve increased efficiency and operational flexibility. The project reinforces the trend that more navies are turning to the flexibility of electric and hybrid-electric vessels. Now in service, Tide Class’ role has been perfectly demonstrated as part of the recent Carrier Strike Group exercises.
 

Challenge
 

The UK RFA had a requirement to replace its replenishment-at-sea (RAS) vessels to deliver supplies of fuel and water to Royal Navy ships so they could stay on mission. Known as ‘fast-fleet’ support, they would need the ability to keep pace with Royal Navy’s combat ships on operations –unusual for a conventional, slower transport tanker -and operate within a forward, military environment to provide ‘reach’ and ‘sustainability’ for the combat group.

Needing to be energy-efficient and capable across a range of duty cycles, and speed and power profiles, configuration and output of electric power on the ships would be more significant than on a conventional transport tanker.

GE Power Conversion set about configuring the electric propulsion power system within the hybrid electric CODELOG power and propulsion architecture for the 200 meter-long tankers. The system was conceived to be flexible enough to provide high-performance electric power for different modes. Fast forward to today, GE has successfully delivered its electrical power and propulsion system for all four ships, through successful sea trials and proudly seen them enter into service.

Solution
 

As a hybrid electric propulsion configuration, GE’s technology enables the tankers to operate at the most energy-efficient form of propulsion for each operational scenario.

Designed for fuel efficiency, GE’s electric motor can provide power to the propellers in addition to the propulsion diesel engine, which is used when higher speeds are needed. It can also conversely harness the power from the engine shaft to generate electricity and power the electric equipment on board when the tanker operates at moderate or low speeds.

• 2.4MW induction motor/generators
• SeaPulse AFE (active front end) drives
• Thruster motor and soft starter
• LV switchboards (690V)
• Design, system engineering and commissioning to IMO and naval standards, for operation in harsh environments
• Training to RFA staff on operating equipment at GE’s Marine Power Test Facility.

Benefits
 

Fuel-efficiency, lower emissions: Using an electric propulsion motor powered by the ship’s generating sets to run the propeller can save fuel, reduce emissions.

It can also reduce maintenance costs of the main engines since the generating sets are already running to meet electrical power needs on-board the vessel.

Decades of expertise, fleet commonality: Similar to hybrid and electric cars, we have seen an increase in the world’s navies using hybrid propulsion systems for enhanced fuel efficiency. GE supplies electric ship technology to 15 navies on nearly 120 ships, including the majority of the Royal Navy’s large ships, providing commonality for operations and support.

This Wasp-class ship is crewed by more than 1,000 sailors and can embark more than 1,600 Marines. Makin Island’s mission is to transport and land ashore troops, materiel and supplies to support and sustain amphibious assault operations, including a substantial flight deck for fixed and rotor wing craft, so it has a broad range of power and propulsion demands.

Challenge
 

The U.S. Navy’s Great Green Initiative has laid down a challenge to industry to design more energy-efficient ships. This is leading to ships (and planes) which run on blends of bio fuels and traditional fossil fuels, and have a reduced fuel requirement through energy-efficient electric power architectures – something in which GE has expertise.

The USS Makin Island LHD-8 (Landing Helicopter Dock) is a showcase for the initiative, and a significant demonstration of the ability of GE’s Power Conversion business to adapt innovative and cost-effective technological solutions to specific needs.

Solutions
 

• Launched in 2009, the USS Makin Island was the first U.S. Navy surface ship to be equipped with both gas turbines and a diesel-electric auxiliary propulsion system (APS), developed and delivered by GE.
• Enables a hybrid of different propulsion solutions to help maximize efficiency at different speeds and operating scenarios.
• While maneuvering, which is what she does for over 70% of her time, the ship’s propeller shafts are powered indirectly by six diesel generators feeding two auxiliary electric propulsion motors.
• The electric propulsion uses SeaPulse MV3000 variable speed drives and high-performance electric induction propulsion motors, proven across naval and commercial marine applications.
• Now, it is being joined by two more vessels with identical propulsion systems. The PCU America LHA-6 Landing Helicopter Assault ship and an LHA-7, USS Tripoli.

Benefits
 

GE’s hybrid electric drive propulsion system on board the U.S. Navy’s first hybrid-propelled ship, USS Makin Island (LHD 8), is assessed to have saved more than four million gallons of fuel during her seven-month first deployment, resulting in an estimated cost saving of $15 million.

The Makin Island was built by Ingalls Shipbuilding, in Pascagoula, Mississippi. Just on her maiden voyage, sailing from the Gulf of Mexico, around South America, to her home port of San Diego, California, about $2 million in fuel savings were achieved, compared with a conventional propulsion system.

Over the course of Makin Island’s life, the Navy expects to save more than $250 million, clearly highlighting the benefits of electric propulsion on emissions, total cost of ownership and mission performance.

GE technology delivers an extremely low noise signature, with high shock performance and action damage tolerance. The Type 26 Frigate Global Combat Ship combines proven commercial technology with advanced military features to deliver state-of-the-art performance with the reliability of a mature solution.
 

Challenge
 

Customer need
The UK Royal Navy has commissioned a new anti-submarine warfare (ASW) City Class frigate-a multi-role vessel for global combat and peace-keeping operations with a flexible ‘mission space’.

A key challenge was to achieve the required, intense naval performance requirements, including an ultra-low noise signature and demanding shock levels, within the tight space, weight and efficiency constraints of this type of platform. As with all marine applications, de-risking the equipment was also a crucial consideration.

A second but important challenge – the Type 26 design selected is part of the Global Combat Ship family, proposed for and selected by the Royal Australian Navy and Royal Canadian Navy for their next generation frigate programs and a total plan for 32 ships to date. Commonality and affordability, but the ability to customize and adapt a hybrid electric architecture with different partners would also be a significant consideration in the electric ship architecture. 
 

Solution
 

A hybrid electric propulsion system was selected,where the vessel operates on GE’s electric propulsion for high efficiency but uses a direct engine drive for top speed.
GE drew on its extensive experience from previous frigate, naval and commercial marine programs, and used advanced modelling and innovative design features, to deliver a highly robust electric ship system.

• Electric propulsion supplied by GE’s Compact Induction Motorsand SeaPulse LV drives.
• ‘Stealth’ type technology propulsion – ultra-low acoustic signature.
• GE patented noise-quieting technology built directly into the electric motors themselves.
• Equipment de-risking through one shaft load and scale, integrated power and propulsion system testing located at GE’s world-leading Marine Power Test Facility (MPTF) in the UK.
• Test and emulation plan identified over 300 real-life scenarios that the ship will encounter on op’s to ‘stress-test’ systems ahead of costly sea trials.

Benefits
 

• Unprecedented levels of quietness combined with excellent shock performance.
• The entire solution is also designed to withstand faults, can be easily isolated from sources of power in the event of action damage
• Local control capability – a crucial feature for a combat ship.
• Military capability with commercial ship mindset.
• Design for maintainability.
• Comprehensive test and trials to fully prove the entire system working together, not just its separate equipment elements – a unique advantage that has made GE the supplier of choice for marine customers around the world.

Challenge
 

The Royal Canadian Navy and Canadian Coast Guard had a requirement for a new family of arctic-capable patrol vessels. Vessels like this typically have a variety of mission and duty cycles and need a power system that can cover a range of operating scenarios, meet the demands of harsh Arctic conditions, and provide energy-efficiency to allow the ships to stay on mission and respect the environment.

During 2021, the Royal Canadian Navy (RCN) has achieved two milestones in meeting its mission to defend Canada’s interests at home and abroad, in all three oceans that border Canada. In June 2021 the first of eight AOPS, Her Majesty’s Canadian Ship (HMCS) HarryDeWolf, was commissioned into service with the RCN, and during July 2021, the second of Canada’s AOPS, the future HMCS MargaretBrooke, was delivered to the RCN by Irving Shipbuilding Inc., builder of Canada’s naval ships.

As a relatively small naval and coast guard patrol ship, space and program budget can both be a significant constraint. There can be a perception that electric drive ship systems are only suited to larger naval combat ships. With decades of experience providing electric power and propulsion on both commercial and naval ships, from small specialist vessels to the largest, GE Power Conversion was able to demonstrate the feasibility, affordability,and benefits.
 

Solution
 

Since 2012, GE has been the Original Equipment Manufacturer (OEM) for the AOPS IFEP, including system design and manufacture of key equipment as well as support to installation, trials and commissioning at the build yard, Irving Shipbuilding Inc., in Halifax, Canada. Work continues apace as the next AOPS are already under construction.

• GE’s Integrated Full Electrical Power and Propulsion System (IFEP), including GE’s electric drive train for each of the two propulsion shafts
• Rugged induction propulsion motors with optimized design for ice operations, providing 9MW of propulsion power
• Proven MV7000 variable frequency drive converters for propulsion
• Bow thrusters, engine generators, medium voltage switchboards, distribution and propulsion transformers, bow thruster motor
• Commissioning, and sea trials support
• Integrated of MAN engines, generators, switchboards, transformers, main propulsion drives, electric propulsion motors and shaft lines for the program of 8 vessels.

Benefits
 

• For the full-electric propulsion system, GE leveraged its proven technologies, building on recent experience in providing power and propulsion solutions for naval ice class vessels for South Africa and Chile, as well as other commercial vessels.
• Induction motor optimized for ice operations, offering high over-torque, eliminating the need for propulsion reduction gears, an important factor for ships operating in heavy, multi-year ice conditions.
• This makes the AOPS propulsion solution highly suitable for a variety of other ice class vessels that could operate in the Arctic and Antarctic.
• GE’s proven MV7000 variable frequency drive is used in many vessel types around the world as well as in numerous industrial applications. This large user base ensures a ready supply of spares and service support.

GE's Power Conversion business supplies high power electrical propulsion system for the latest generation of naval destroyers.

 

Challenge

Futuristic generation of destroyers
The DDG 1000 Zumwalt-class destroyer is the U.S. Navy's most advanced multi-mission destroyer, and the U.S. Navy’s first full electric propulsion ship.

Balancing proven capability with future-capable technologies, the navy engaged with industry to help meet its demanding needs. Designed for surface warfare, anti-aircraft and naval fire support, the ship's revolutionary technologies extend from its outward appearance to its on-board equipment.

The innovative external appearance is significantly influenced by the wave-piercing tumblehome hull form, the reverse slopes of the smooth deck, the superstructure and guns. This significantly reduces the radar cross-section, returning much less energy than a more hard-angled hull form. The Navy designed the ship in this way because it wanted a stealth platform that could sail at 30 knots, and it required significant electrical power on board to support the all-electric ship and potential power available for future high energy weapons.
 

Solution
 

The electric propulsion system is, by some margin, the highest power system of its kind fitted to a vessel of this displacement.

• Integrated electric, high voltage system
• U.S. Navy’s first all-electric ship
• 78.5MW installed electrical power, 2 shafts in advanced electric, scalable architecture, providing power for all loads
• De-risking at Naval Ship Systems Engineering Station (NAVSSES), Philadelphia
• Shock-rated, full naval specification systems
• Advanced Induction Motors
• Tandem motor configuration with three converter channels per motor
• Transformerless VDM25000 PWM converters
• MV switchboards
• Harmonic filters

Proven, Tested Technology
GE's Power Conversion business had proven its Electric Ship capability and expertise with a related Navy technology demonstration program as early as the late 1990s, supplying its Advanced Induction Motor (AIM) and Pulse-Width Modulation (PWM) converter Ship’s Electric Grid technologies for testing at NAVSSES in Philadelphia, PA. In parallel GE had been demonstrating its expertise across other numerous electric and hybrid ship naval and commercial programs.

As the DDG 1000 program evolved, GE Power Conversion supplied its technologies to the Navy’s land-based integrated test facility in Philadelphia, designed for proving high-power naval machines ahead of manufacturing phase.

Following extensive competitive evaluation, GE’s solution was selected to be fitted on the first two ships of the class. In July 2007, Power Conversion finalized details with Northrop Grumman Ship Systems (NGSS) for the DDG1000 High Voltage Single System Vendor (HVSSV). The agreement covered the dual lead ships of the class at NGSS shipyard in Pascagoula, Miss., and at the General Dynamics Bath Iron Works shipyard in Maine.
 

Benefits
 

Increased vessel safety and survivability:

• High redundancy at all levels, quiet and shock-capable electrical drive trains.
• Physical separation to suit vessel layout and survivability, connected only by electrical network.
• Enhanced availability, reliability and maintainability: inherently robust power and propulsion plants.

Flexible, frugal and future-proof:

• Lowest number of installed prime movers compared with mechanical or hybrid.
• Energy-efficiency across different duty cycles.
• Easily adaptable to changing mission profiles, and future integration of low/zero emission power sources.
• Total cost of ownership savings in fuel and maintenance, due to running optimum number of prime movers at optimum loadings to match power demand.
• Large amounts of installed electrical power can accommodate significant future increases in combat system loads, such as weapons and radar, with minimal impact.

At 220 meters long and 102 meters wide, Sleipnir entered service as the world’s largest crane vessel, with two 10,000-tonne revolving cranes. GE was chosen to provide a high-performance electrical power and propulsion system powerful enough to meet the operational energy needs of such a ‘sea giant’.
 

Challenge
 

Sleipnir’s career would be faced with critical operational roles, safely lifting and moving some of the largest assets at sea out in challenging deepwater conditions, from wind farm installation to rig decommissioning.

Playing such an important role in the offshore sector’s energy transition, it was important her own systems would be energy-efficient and reliable.

In addition to helping to reduce emissions through GE’s Ship’s Electric Grid power and propulsion solution, Sleipnir was the world’s first crane vessel with dual-fuel engines running on either marine gas oil (MGO) or liquefied natural gas (LNG).
 

Solution

GE’s solution includes an integrated electric propulsion and power network system, conceived and customized to meet requirements specific to the project:

• Generating and distributing electricity to power the vessel’s entire, considerable onboard systems, and therefore enabling its ability to perform on-contract.
• 12 sets of 8-megawatt (MW) generators, eight units of 5.5MW propulsion motors, medium-voltage switchboards, transformers, and MV7000 drives.
• Digital Suite Visor remote monitoring and diagnostics system.
• Entire power system designed for fault tolerance in accordance with Lloyd’s Register’s Rules and Regulations (DP AAA).

Benefits
 

Coupled with GE’s electric propulsion system, the vessel is able to achieve lower emissions when on operations, helping our customers get the job done competitively and sustainably.

• GE’s optimized power architecture is more compact than standard solutions, achieved through our SeaLab team’s system integration expertise.
• Benefitting from GE Power Conversion’s Digital Suite with advanced sensors connected in the network, to monitor the health of each piece of equipment in real time and signal possible malfunctions.
• Together, these measures result in a compact, yet highly sophisticated solution, which facilitates operations while helping to minimize downtime and increase availability.

With a GE Ship’s Electric Grid at 11 kV and >130 MVA, this is highly-efficient, flexible power and propulsion at scale.

Challenge

The Queen Elizabeth Class, HMS Queen Elizabeth and HMS Prince of  Wales, are the UK Royal Navy’s new aircraft carriers. The ships, more than three times the displacement of the Invincible Class they replaced, represent a step change in both size and capability.

This scaling-up came with significant energy demands, both for propulsion and for the ship’s intense operational mission systems, as well as crew and vessel services. The aircraft carriers would need a way of providing all this power as efficiently and safely as possible.

GE Power Conversion set out to design a configurable, scalable and integrated Electric Ship power architecture, pulling through proven equipment from other naval and commercial platforms, to help minimize cost and risk.

Selection of an Electric Ship Solution
 

The Queen Elizabeth Class Carriers are the first RN ships to have been designed from the outset as an integrated full electric propulsion (IFEP) vessel, without legacy constraints, allowing us to help maximize the benefits of an Electric Ship. But what are they?

The electric architecture design philosophy focused on :

• Superb flexibility : the ability for any power source to supply any load and functionality, through a microgrid of distributable power.
• Availability : scalable power management through graceful network degradation, rather than having to build in ‘redundancy’ (over-sizing the power system).
• Survivability : considerable layout flexibility providing protection through separation of equipment.
• Efficiency : only draws on the power it needs, reducing fuel consumption and helping to stay on mission for longer.

The Design Process – Success through Collaboration
 

GE’s Power Conversion business has been involved in the Aircraft Carrier project from the early competition phases through to design, manufacture, test, installation, commissioning, trials and support.

After the formation of the prime contractors’ Aircraft Carrier Alliance (ACA), Power Conversion was selected as preferred power and propulsion partner for the Electric Ship, including HV Electric Grid, Propulsion and System Integration elements of the power and propulsion systems.

The formation of a formal Power & Propulsion Sub-Alliance in 2007 between Power Conversion, Thales, Rolls-Royce and L3, significantly facilitated the vital value engineering,design maturity, trade-offs, interfacing and integration work ahead of the manufacturing phase. This was instrumental in project success and helping to de-risk the program.

Solution

Twin island arrangement, with 50% of the propulsion and services supplied fwd, and 50% aft.

HV power and propulsion system arrangement:

• 2 x gas turbine (GT) & 4 x diesel generator (DG) electric alternators
• 4 x 11kV switchboard sections
• 4 x 20MW multi-phase Advanced Induction Motors (AIM)
• 4 X 20MW PWM multi-phase VDM25000 converters and 12 transformers
• 13 x ship’s service transformers
• 3 x harmonic filters
• 2 x shore supply power connections
• Power & Propulsion System control panels
• Electrical power control and management system
• System integration of GEPC Ship’s Electric Grid and with other alliance partners
• HV load bank for all setting to work and commissioning for the IFEP

Solution Benefits and Outcome :

• Quiet and resilient, shock-capable electrical drive trains
• Physical separation to suit build and survivability, connected only by electrical network (not rigid drive shafts).
• Enhanced availability, reliability and maintainability : Inherently robust power and propulsion plants.

Flexible, Frugal and Futureproof : 

• Lowest number of installed prime movers compared with mechanical or hybrid drive ship systems.
• Easily adaptable to changing mission profiles, and future integration of low/zero emission power sources.
• Through-life cost savings in fuel and maintenance, due to running optimum number of prime movers at optimum loadings to match power demand.
• Large amounts of installed electrical power can accommodate significant future increases in combat system loads such as high-energy weapons and radar, with minimal impact.

Challenge

Martin Linge is an oil and gas field located in a water depth of 100 to 120 m in the northern part of the North Sea, about 150 km off the coast of Norway. It was discovered in 1978 and is estimated to contain around 190 million barrels of oil and about 26 billion standard cubic meters of gas.

A limited carbon footprint was one of the main constraints requested by the Norwegian authorities for a platform to be allowed to operate there.

The Martin Linge platform is a new concept of electric offshore platform. It is sized to 55 MW, powered from shore via a 163-km subsea cable and remotely controlled with minimum manning offshore. Only electrical motors drive the rotating equipment such as the compressors and the pumps.

The gas is exported by pipeline to the on-shore terminal. Compared to traditional platforms using gas turbine for power generation, the electric platform reduces by 200,000 tons each year the CO2 emissions, equivalent to emissions of 100,000 cars.

Solution

GE Power Conversion was selected to supply four high-speed 2-pole induction electric motors, controlled by Variable Speed Drives, directly driving the compressors.

Gas Export #1 and #2

Step-Transformer: 9,000 kVA - 100 kV - 4 x 1400 V
Converter: DFE-VSI - 18 MVA - 6 kV
Motor: 2-pole induction - 6,898 kW - 4,350 V - 13,210 rpm

First, Second, Third Stage Re-compressor

Step-Transformer: 5,150 kVA - 11 kV - 4 x 925 V
Converter: DFE-VSI - 4 MVA - 3.4 kV
Motor: 2-pole induction - 1,732 kW - 2,600 V - 13,488 rpm

Fourth Stage Re-compressor

Step-Transformer: 9,000 kVA - 11 kV - 4 x 925 V
Converter: DFE-VSI - 9 MVA - 3.7 kV
Motor: 2-pole induction - 3,598 kW - 2,900 V - 13,735 rpm

Benefits

• The entire drive train is suspended by magnetic bearings, removing the need for the oil system and associated auxiliaries.
• This system architecture brings with it substantial reduction in weight and footprint, factors that helps reduce the size of the topside structure and its associated cost.
• A weight ratio of 4 tons of foundation per ton of installed base with a typical cost ratio of 10 to 20 k$ per ton of installed base is the usual expectation.
• Replacement of mechanical drivers by variable speed motors strongly improves the trains efficiency and the availability.

In Europe, industrial companies are obliged by environmental regulation to avoid or reduce their polluting emissions. Baker Hughes is committed to helping the oil and gas sector lower the carbon intensity of its value chain by electrifying operations, improving energy efficiency, and adopting low- or no-emission fuels. Our ICL integrated motor compressor and this project are excellent examples of that strategy in motion.

Challenge

Storengy’s aquifer storage site in Gournay-sur-Aronde, France, uses three compressors driven by gas turbines to store low-calorific-value (LCV) natural gas. In 2022, the facility will start changing to high-calorific-value (HCV) natural gas as used throughout the France network. During the transition period, Storengy will provide gradually less LCV gas, so the volume flow will decrease until 2026 when the compressors will return to normal flow with 100% HCV gas.

To ensure a smooth transition and achieve its target for emissions reduction, Storengy wanted to replace one of Gournay’s largest turbine-driven compressors with a more flexible alternative.

Solution

Storengy selected Baker Hughes’ ICL technology powered by GE Electrification’s 5.7 MW high-speed motor and MV7609 variable-frequency drive.

The centrifugal compressor is directly driven by the motor, with both arranged in a common pressurized casing. This unique architecture eliminates leakage and avoids, on average, 40,000 m3 of methane emissions per year.

The gearless drive and active-magnetic-bearing (AMB) shaft levitation combine to eliminate lubrication—saving 5,000 liters of oil every five years. The AMB also enables operation at very low speeds. Traditional compressors trains have an operating speed range 70–105%, whereas ICL’s is 35–105% thus allowing the unit to operate at lower speed without recycling, nor wasting energy to laminate when operating low flow or low compression ratio. The variable-frequency drive (VFD) enables speed variation with top efficiencies over the entire range, which reduces power consumption. Thanks to this increased flexibility, Storengy can operate with both HCV and LCV gas without restaging the ICL.

The whole package is 40–60% smaller than conventional solutions. So, it will fit in the storage station’s existing civil work and reuse existing piping process—further improving the project’s environmental footprint by avoiding the need for new concrete and piping.

The ICL system is also significantly quieter than conventional compressors.

Finally, ICL can handle hydrogen-natural gas mixtures, so it’s ready for the energy transition and compliance with future requirements.

Benefits

The Gournay storage facility’s new ICL integrated motor compressor has better driver efficiency across a wider speed range than the previous turbine-driven compressor. Beyond process efficiency and performance, this project enables a strong step towards Storengy’s decarbonization goals.

Even considering CO2 emissions from electricity production, and in part thanks to the low-carbon nature of the French electrical network, ICL will reduce Storengy’s CO2 emissions at this site by up to 90%.

In the rest of Europe, replacing a gas-turbine-driven compressor with an ICL reduces CO2 emission by 80% on average.