One of the oldest railway lines in Germany, the "Südbahn", now running continuously with electricity

The line was one of the very few two-track non-electrified main lines in Germany and has been connecting the entire Lake Constance region for more than 150 years, but also has a very high priority as a European transport axis with international connections to the Austrian Vorarlberg and the eastern Swiss region and beyond.

It was therefore included in the demand plan for the expansion of the federal railways as a priority and international project. Last but not least, the upgraded Südbahn also offers an impetus for environmentally friendly tourism and opportunities for a further modal shift to rail.

Where diesel locomotives used to run, they are now more environmentally friendly operated with electricity. Continuous electrification is a further step towards the complete electrification of the German rail network. The federal, state and DB have jointly invested a total of 370 million euros.

Challenge

The electrification of the German rail network protects the climate and the environment. Almost two thirds of the federal rail network are electrified (as of 2022), thus equipped with an overhead contact line and thus suitable for the operation of e-locomotives or e-trolley.

Often, partially electrified lines can only be used with diesel locomotives, as a mixed operation is logistically and economically unsustainable.

Solution

GE Electrification with its consortium partner GE Electrification were selected by Deutsche Bahn to build the rail power supply plant with two 15 MW rail converters (with control and protection as well as harmonic filter). These have been reliably feeding the overhead line between Ulm and Lindau since the start of electric train operation in December 2021. End of August 2022, the trial operation was successfully completed followed by the final acceptance by DB at the end of September.

Background

Historically, the electric railway power grid in Germany is operated with alternating current of the frequency 16.7 Hz. The railway electricity system requires its own "world of electricity", which is designed exclusively for this frequency from the power plant via a high-voltage distribution grid to the substations. The railway’s own 110 kV high-voltage grid with a length of around 7900 kilometers (DB Energie GmbH) connects power stations, and converter station.

The conventional answer to the requirement to convert from 50 Hz to 16.7 Hz were rotating machines. The modernization of converter stations is carried out with the help of power converters, which transition the process from a mechanical to an electronic one and thus ensure the supply of the overhead lines in the railway network with electrical energy - for sustainable electrification of the entire railway network.

Looking at the future

The federal government had already set itself the goal of increasing the degree of electrification of the federal rail grid from currently around 62 percent to 70 percent by 2025. GE is ready to support Deutsche Bahn in the electrification of the rail network and thus make an important contribution to the path towards climate-neutral passenger transport.

“More speed with the electrification makes sense not only for climate protection,” says Dirk Flege, managing director of Allianz pro Schiene and continues “The shift to rail plays a key role in the transport sector since rail transport consumes 5,5 times less energy than road transport. The rail network’s capacity must be expanded to shift more traffic to the rails in the future. The rapid electrification of more routes is also critical because it makes the rail network more flexible and thus more efficient.”

Freeport LNG, world largest all-electric liquefaction plant – Quintana Island, Texas, US

Freeport LNG, founded in 2002 and headquartered in Houston, is the world’s seventh largest LNG export company and the second largest in the United States. The company is focused on providing its customers with low carbon intensity LNG. 

In 2014, Freeport LNG received an authorization to construct a world-class natural gas liquefaction and liquefied natural gas export facility, designed to have a capacity to export 15.3 million metric tons per annum (MTPA), equivalent to approximately 2.2 billion standard cubic feet (Bscf) of gas per day.

As part of this project, GE Power Conversion was awarded a contract to provide Freeport LNG with all-electric drivers for the three trains of the liquefaction facility’s (LQF) refrigerant compressors.

With 675 MW total electric power installed, Freeport LNG is the world’s largest all-electric plant built to date.

Challenge

The Freeport LNG development project is bound by strict local environmental rules including emission standards. Electric power is available from the local grid removing the need to generate electricity, this led the company to select a full-electric technology over conventional steam or gas turbines solutions for the main refrigeration process.

Solution

The three liquefaction trains each comprise two entirely electrically driven refrigeration cycles. Three 75 MW complete electrical systems were then needed to drive the low-pressure mixed refrigerant (MR) compressor, the medium pressure and high-pressure MR compressors combined as well as the propane compressor.

Scope of supply

Each of the nine systems provided by GE Power Conversion includes:

• A 2-pole synchronous motor –75 MW – 3,000 rpm. This is the largest electric motor ever supplied for an LNG facility.
• A 96 MVA Step Down transformer consisting of 1 primary and 3 secondary 138 kV
• An e-house with all its utilities (HVAC, lighting, fire detection, etc.) accommodating:
  • 1 Variable Speed Drive (VSD) based on LCI technology
  • 1 low voltage distribution center (MCC) 480 VAC
  • 1 low voltage distribution center (PRC/LVD) 120 VAC, 125 VDC
  • 1 UPS AC and UPS DC power supply system
  • 1 harmonic filter composed of 4 ranks with its associated 13.8 kV switchgear

Extensive effort has been applied to modelling, understanding and analyzing torsional issues. The three compressor strings for Train 1 underwent complete full load and full speed string tests, with all auxiliaries, including string shaft torsional vibrations measurement.

Benefits

GE Power Conversion’s e-LNG drivers contribute to reduced emissions, shorter restarts, increased operating flexibility and improved efficiency and production.

• Reduction of site combustion emissions by 90%* (2), resulting in more savings on carbon taxes.
• Net production increase by over 6.5%* (2) – The use of electric power allows all the natural gas entering the facility to be turned into LNG.
• High flexibility, resulting in production increase – Thanks to a nearly constant amount of power throughout the year and fewer outage days, the eLNG plant can produce the equivalent of 10 to 15 days more of LNG per year (2.7% to 4.1 %)* (2).
  • Help achieve reduced performance loss due to high temperatures – the production loss for a given installed specific power is estimated to be less than 2% of production per 5°C ambient temperature increase* (1).
  • For the Freeport LNG project, GE Power Conversion’s electrical equipment is estimated to run 6 years before minor maintenance and 12 years before major one*.
• Maintenance cost reduction – the maintenance of an electric system is estimated to cost approximately 30% less than for a turbine* (1).
• Operational flexibility – Freeport LNG’s concept of three motors per train also separates control of two refrigeration loop compressors from each other, which simplifies overall liquefaction operation control. The propane refrigeration compressor rotating speed can be adjusted without necessarily affecting the MR compressors, since they are not coupled to the same driver.

* Data may vary depending on manufacturer, site particular conditions, and market conditions.

Looking at the future

The Freeport LNG facility commenced commercial export operations in December 2019 and reached full commercial operation when Train 3 completed startup on 1 May 2020. A fourth liquefaction train has received all regulatory approvals and a final decision should be made in early 2023, with operations expected to start in 2026 or 2027. This additional train is expected to increase the plant’s total liquefaction capacity to approximately 20.4 MTPA. Train 4 will also make use of all-electric drive technology.

Sources

(1) Vara, Roberto Ruiperez, and Mohammad Pouran. “Electric LNG.” (LNG Industry), no. April 2016 (n.d.): 37-40

(2) Roberto Ruiperez Vara – Freeport LNG, Lance Goodwin – Freeport LNG, William P. Schmidt – Air Products and Chemicals Inc., Robert P. Saunderson– Air Products and Chemicals Inc. “Freeport LNG’s Lessons Learned from All-Electric LNG Liquefaction Trains Start Ups” – Gastech Technical Conference | 21-23 September 2021

Steel plant - Sremska Mitrovica, Serbia

Metalfer Steel Mill (MSM) is a Serbian steel plant, located in the Northwest of the country, close to the Croatian border. It is owning and operating an EAF-based steel mill manufacturing construction steel products from recycled scrap metal. They are the only rebar producer in Serbia and the leading supplier on the local market, also exporting to the neighboring countries.

MSM is part of Metalfer Group, an industrial group of companies involved in mining, metallurgy, energy, and trading, established in Serbia in 2002.

In November 2021, GE Power Conversion was awarded a contract to provide MSM with a STATCOM system to help stabilize the local grid.

Challenge

Our customer is operating a mini mill based on an Electric Arc Furnace (EAF) melt shop with a capacity of 400 kT/Y. The EAF is generating high voltage flicker, that the existing SVC system cannot compensate enough, preventing the facility from reaching the standard limit.

The flicker is causing significant power quality issues, to the plant itself but also to the neighborhood. As the Croatian authorities were complaining, MSM has been ordered by the local Transmission System Operator (TSO) to resolve the problem or to shut down the power.

Solution

To answer this need for high compensation level, GE Power Conversion proposed a STATCOM system based on its Modular Multilevel Converter (MMC) technology. This advanced transformer less solution, using the MM7 drive, offers high performance with a flicker mitigation ratio up to 6.0 –a strong asset over competition that allowed GE to be selected for this project.

Scope of supply

• MM7 STATCOM 20 kV/from -49MVar to +121 MVAr
• 3 phases, each constituted by 5 towers
• Engineering, delivery, supervision of erection and commissioning

The equipment has been delivered at the end of 2022 and started operating in March 2023. It was then successfully tested in April 2023.

Looking at the future

In a near future, MSM intends to change the plant’s bus voltage from 20 kV to 33 kV – a grid expansion that GE Power Conversion already anticipated and will therefore easily be implemented by adding 2 towers per phase to the MM7, thanks to the high flexibility of the solution.

Benefits

Despite a relatively low grid quality factor (X/R) and short-circuit level, Power Conversion's solution achieved a flicker reduction above 5, hence meeting the customer's expectations. 

The Type 45 Destroyer, Daring (or 'D') Class, is the UK Royal Navy's state-of-the-art air defense destroyer. The class not only provides a step change in military capability, but also truly represents a landmark in power and propulsion with GE’s integrated, full electric power and propulsion.

Challenge
 

Enabling the backbone of naval air defense
The Type 45 Anti-Air Warfare Destroyers will provide the back bone of the Royal Navy's air defenses for the first half of the 21st century, replacing the ageing Type 42.

With state-of-the-art radar, weapons and electric propulsion she is billed as 'The world's most advanced warship'. Six of the class are built; the first of class, 'Daring', was launched in 2006 followed by the next five ships: Dauntless, Diamond, Dragon, Defender and Duncan.

With demanding mission scenarios a wide range of speed profiles and deployment of energy-hungry mission and defense systems, the challenge was to bring a novel and integrated approach to provision of power across the ship’s systems.

The Decision-Making Process
A decision conference to review the various propulsion systems proposed for the Type 45 was undertaken by the by the UK MOD with GE's Power Conversion business and other UK industry. The review compared the COGAL (Combined Gas and Electric) system with more classical fits as well as Integrated Full Electric Propulsion (IFEP).

The direct drive IFEP with fixed pitch propellers was selected as the best option in terms of through-life costs, performance and risk, recognizing the fact it would be by far the highest power, most compact, militarized IFEP package to go to sea.

Solution
 

High Power, Integrated Full Electric Power & Propulsion With a 4.16kV system and GE’s full electric propulsion fitted to a front-line combatant, integrated full electric propulsion (IFEP) has truly arrived in the naval arena.

• GE’s IFEP electric propulsion system is connected to four prime movers: two large-advanced cycle gas turbines powering 21MWe alternators and two 2MWe diesel generator sets.
• GE’s complete Ship’s Electric Grid for propulsion and on-board power is provided by Power Conversion's Advanced Induction Motors (AIM) and VDM25000 P\WM Converters providing 40MW of highly compact propulsion power without the use of heavy and bulky transformers or gearboxes.
• The power and propulsion system is operated from the Ship'sPlatform Management System via the Electric Power Management System (EPMS), supplied and fully integrated with the power system by Power Conversion.
• The two main HV switchboards are separated in the vessel and each connects 50% of the generation, propulsion and services in a symmetrical architecture.

A well-coordinated set of de-risking events formed part of Power Conversion's delivery under the Type 45 Contract. This included full power characterization of the propulsion system in a back-to-back test undertaken in 2004 in Power Conversion's factory, and a comprehensive PMS/EPMS combined test.

Integration testing included a complete, full scale and load half ship set of equipment at Power Conversion's land-based Marine Power Test Facility.

HMS Daring undertook her first sea trials in July 2007 and with an initial design target of 28 knots, the ship soon comfortably exceeded 30 knots and was proven to reach top speed in little over two minutes from a standing start, an outstanding performance for a ship of this size.
 

Benefits
 

Enabler of the ship’s mission:

• Although not the highest power IFEP ship at sea, Type 45 is by far the highest power relative to the ship's displacement – 40MW at just 7,500 tonnes. In comparison, a high-power, contemporary cruise liner, such as Queen Mary 2, has a power to weight ratio around 0.5MW/1000 tonnes; Type 45 has a ratio of 5.5MW/1000 tonnes, more than ten times higher, even at full military specification.
• In GE’s Ship’s Electric Grid, all main power is generated and managed at a substantial 4.16kV, which also forms the input voltage to the propulsion converters, removing the need for propulsion transformers.

Increased vessel safety:

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

Flexible, Frugal and Futureproof:

• 50% larger than the Type 42 Destroyer it replaced, but uses 45% less fuel.
• Through-life cost savings in fuel and maintenance, due to running optimum number of prime movers at optimum loadings to match power demand.
• Lowest number of installed prime movers compared with mechanical or hybrid.
• Easily adaptable to changing mission profiles, and future integration of low/zero emission power sources.
• Large amounts of installed electrical power can accommodate significant future increases in combat system loads such as weapons and radar with minimal impact.

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.