In the April 2012 Journal of Ship Hull Performance from the Hydrex Group, international
specialists in underwater hull treatments, a White Paper called the 'Ship Propeller
Maintenance: Polish or Clean, explains how to save up 15 per cent of propulsion fuel
costs without harm to the environment.

Caption: USS_Arleigh_Burke: average periods between full cleaning of the US Navy
DDG51 Arleigh Burke class destroyers is five years with interim cleaning including
propellers at about six month intervals.
Image Credit: US Navy

It describes how a propeller is most efficient when its surface is smooth. Immersed in water,
within hours it starts to loose its smoothness and become rough. The rougher a propeller is
allowed to become before it is remedied, the more rapid further roughness occurs in an ever
worsening spiral.

There are a number of reasons why or the speed at which a propeller becomes rough and get rougher in service. Split
into groups, there are two man made sources, material of manufacture and improper polishing or
cleaning. Static in water sources are marine fouling, corrosion and calcareous deposit (chalk
layer) as a secondary effect of corrosion protection. In service sources are impingement attack
(small water bourne objects), cavitation erosion and mechanical damage from impact with foreign
objects, flotsam etc.

Despite the reason, the effect must be remedied and there is no remote method of assessing
propeller surface roughness. A manual check must be made either by a diver or in drydock:
obviously the former is faster and cheaper. Failure to check regularly causes loss of speed with an
increase in fuel consumption the consequence

This was accurately quantified in trials by the US Navy on the destroyer USS McCormick which
indicated that about two-thirds of the increase in fuel consumption due to fouling was due to
propellers fouling. After 226 days out of drydock the average fuel consumption required to
maintain a given speed had increased to 115.8 per cent of the consumption with a clean bottom.
After cleaning the propellers (only), the fuel consumption dropped to 105.5 per cent. Thus in
seven months the propellers alone were responsible for a 10 per cent increase in fuel consumption.

Caption: Trials by the US Navy on the destroyer USS McCormick indicated that about two-thirds
of the increase in fuel consumption due to fouling after 226 days was due to propellers fouling.
Image Credit: PD-US Navy

Average periods between full cleaning of the US Navy DDG51 Arleigh Burke class
destroyers is five years with interim cleanings (including propellers) at about six month
intervals, however rates of fouling depend very much where and how the vessel is
being used.

The conclusion of the White Paper is that "a little and often" is preferable to "seldom and severe"
when it come to propeller cleaning. To illustrate the point a case study of a 442 ft (134 m) cruise
ship is given. The propellers were cleaned by one of the ship's crew who was a diver, using a
rotating brush alone - no grinding or polishing disc was required. As the propellers are often
cleaned, the fouling was not very heavy so both propellers could be cleaned in a total of 40
minutes. The resultant fuel savings were calculated at 6 per cent. In the first 30 hour trip, the fuel
savings were estimated to be $2,142. Had the propeller been cleaned by an outside company it
would not have cost more than about $2,000. Since the fuel saving would accumulate until the
next cleaning - in one or two months, the savings are obviously substantial.

Caption: Cleaning a propeller with a brush and abrasives. The ship's two propellers were cleaned
in approximately 40 minutes.
Image Credit: Hydrex

Unmanned surface vessels took a step further toward becoming a reality when a U.S. Navy research and development programme attained its first objective –  to build and demonstrate a vessel on the assumption that no person steps aboard at any point in its operating cycle.

The Textron Common Unmanned Surface Vessel (CUSV) vividly met this objective during the Navy’s 2011 ‘Sea Warrior’ experiment at Hampton Roads near the Norfolk Naval Base, clearing the way for subsequent Federal Government invitations to tender for work on the remaining objectives set out by the Defense Advanced Research Agency (DARPA) in its Anti-submarine Warfare Unmanned Vessel Continuos Trail (ACTUV) programme. A project aimed to develop an unmanned X-ship optimised to robustly track quiet diesel electric submarines.

Patrol Boat – Unmanned & Autonomous: Photo courtesy of AA! Systems

Fleet-Class Common Unmanned Surface Vessel by Textron

Not only was the unmanned patrol boat in the Norfolk trials able to intercept and warn off an intruding vessel – click here for video – by means of a threatening pre-recorded loud-hailer ‘Level 1’ order, but with DARPA’s anti-submarine warfare requirements in mind the boat's equipment bay was able to contain a submarine-tracking, robotic device.

The patrol boat autonomous control system incorporates a developed obstacle-avoidance technology that Navy researchers call ‘Sliding Autonomy’ that offers a range of capability from fully autonomous operation to man-in-the-loop intervention.

‘Sliding Autonomy’ modes range from the most basic, in which the operator has direct manual control over the rudders and engines individually, to semi-autonomous modes with a specified speed and course, to full autonomous mission mode using the vessels collision avoidance system. In addition, it allows users to create a single, seamless operational network of airborne, sea-based and ground-based assets from ship to shore, shore to ship, or ship to ship.

Textron has developed its multi-purpose ‘Fleet-Class’ CUSV incorporating AAI's (AAI is an operating unit of Textron Systems) unmanned maritime command and control station as part of a multi-warfare, multi-mission and multi-payload solution. The CUSV includes:

 AAI's common command and control system; data link; reconfigurable and versatile payload bay; common payload launch and recovery controller; and modular USV system open architecture using commercial, off-the-shelf technology.

Patrol Boat Equipment Launch Bay: Photo courtesy of AAI Systems

The 'Fleet Class' CUSV is of modular construction, capable of executing mine warfare; anti-submarine warfare; communications relay; intelligence, surveillance and reconnaissance; anti-surface warfare; and UAS/UUV launch and recovery missions.

Now that an unmanned craft capable of sophisticated collision avoidance has been demonstrated one wonders if an unmanned autonomous vessel (with that ‘man-in-the-loop’ control condition) might be developed not only for military purposes, but also for commercial merchant shipping operations. Perhaps an offshore support vessel to begin with; beyond doubt the crew-less vessel offers considerable financial and organizationnal benefits to ship owners.

Navy to Demonstrate Biofuel Use During Exercise
By Karen Parrish
American Forces Press Service

WASHINGTON, Dec. 5, 2011 - The U.S. Navy will employ a biofuel blend to power aircraft and most vessels participating in a maritime exercise that's slated to be conducted near Hawaii next summer, senior officials told reporters today.

Navy Secretary Ray Mabus and U.S. Department of Agriculture Secretary Tom Vilsack held a conference call with reporters this morning to discuss a contract the Defense Logistics Agency announced last week for 450,000 gallons of biofuel that will power a Navy carrier group during a maritime exercise next summer.

The contract is the largest government purchase of biofuel in history, and provides $12 million to suppliers Solazyme and Dynamic Fuels LLC, a joint venture of Tyson Foods, Inc. and Syntroleum Corporation.

Solazyme's biofuel is algae-based, Mabus explained, while Dynamic's is made from used cooking oil and non-food-grade animal fats.

So-called drop-in fuels can work without engine modifications, and Mabus noted the Navy has already certified that its ship and aircraft engines will perform on the new fuels.

He said the fuel "met all our criteria -- that it be a drop-in biofuel, that come from nonfood sources, and that it not increase the carbon footprint."

The fuels will be combined in a 50-50 blend with petroleum-based diesel and aviation fuel to power the U.S. ships and aircraft taking part in the Rim of the Pacific or RIMPAC exercise, the world's largest international maritime exercise, scheduled to take place off Hawaii next summer, the Navy secretary added.

The carrier that anchors the strike group is nuclear-powered, Mabus noted, but all other Navy craft involved in the exercise will use biofuel.

"We think that this represents a major step in energy independence for the United States in making the United States Navy a better war-fighting operation," Mabus said, "and in reducing our dependence on unstable sources of foreign energy, as well as reducing the budget shocks that come with buying fuel from either potentially or actually unstable place on earth."

Use of fossil fuels "is a very real threat to our national security, and to the U.S. Navy's ability to protect America and to project power overseas," Mabus added.

While the DLA purchase is a small fraction of the Navy's annual fuel consumption of 1.26 billion gallons, supporting the nation's fledgling biofuel industry will ultimately make the Navy "better war fighters," the Navy secretary said.

The Navy plans to follow the RIMPAC demonstration with a 2016 multi-month carrier group deployment using 50 percent biofuel for surface ships and aircraft, Mabus said.

The Navy has throughout history led new developments in fuel, he noted: from sail to coal in the 1800s, from coal to oil in the early 1900s to nuclear power in the 1950s.

"We're going to lead once again by helping establish a market for biofuels now," Mabus said.
Biofuel use lessens America's dependence on foreign oil and fossil fuels, he said, and increases the nation's ability to compete in the global energy market.

"This is not only going to help the Navy ... [and] our national security, but it's going to help the farmers and agriculture in the United States," Mabus said.

Vilsack said the biofuel purchase is a turning point in the partnership that includes the U.S. Department of Transportation, the Navy and the Energy Department under President Barack Obama's "Blueprint for a Secure Energy Future," which tasked the three to advance a domestic industry capable of producing "drop-in" biofuel substitutes for diesel and jet fuel.

More than 300 facilities in the United States are now producing ethanol and biodiesel, he noted.

Agriculture officials have this year helped finance loans for two refineries that will produce biofuel from nonfood feed stocks, Vilsack said, and they expect to announce additional projects next year.

Vilsack noted that Agricultural Research Service and National Forest Service scientists have been working with industry to identify and develop additional nonfood, "feed stocks" for biofuels, and the Forest Service announced $118 million in grants for feedstock development.

Agriculture Department officials are also researching supply chain management to ensure biofuel products can efficiently reach the Navy market and other emerging markets, including the nation's commercial air carriers, he added.

"Today's announcement, I think, underscores the fact that the future for the Navy ... [and] this country lies in energy security, and basically controlling our own destiny by producing our own fuels in a creative and innovative way," Vilsack said.

Navy Secretary and USDA Secretary Announce Largest Government Purchase of Biofuel

From Secretary of the Navy Public Affairs

WASHINGTON (NNS) -- Secretary of the Navy Ray Mabus and U.S. Department of Agriculture Secretary Tom Vilsack announced the Defense Logistics Agency (DLA) signed a contract to purchase 450,000 gallons of advanced drop-in biofuel, the single largest purchase of biofuel in government history, Dec. 5.

While the Navy fleet alone uses more than 1.26 billion gallons of fuel each year, this biofuel purchase is significant because it accelerates the development and demonstration of a homegrown fuel source that can reduce America's, and the military's, dependence on foreign oil.

The Defense Department will purchase biofuel made from a blend of non-food waste (used cooking oil) from the Louisiana-based Dynamic Fuels, LLC, a joint-venture of Tyson Foods, Inc., and Syntroleum Corporation, and algae, produced by Solazyme. The fuel will be used in the U.S. Navy's demonstration of a Green Strike Group in the summer of 2012 during the Rim of the Pacific Exercise (RIMPAC), the world's largest international maritime exercise.

As part of his energy security goals, outlined in March 2011 in the "Blueprint for a Secure Energy Future," President Obama directed the Departments of Agriculture, Energy and Navy to work together to advance a domestic industry capable of producing "drop-in" biofuel substitutes for diesel and jet fuel.

Responding to that challenge, in August 2011, the Secretaries of Agriculture, Energy and Navy announced an intention to invest up to $510 million during the next three years in partnership with the private sector to produce advanced drop-in biofuel to power military and commercial transportation. While that investment awaits Congressional action, today's announcement uses the existing authority - leveraging Defense Department procurement - to support this energy security goal.

"The Navy has always led the nation in transforming the way we use energy, not because it is popular, but because it makes us better war fighters," said Mabus. "This unprecedented fuel purchase demonstrates the Obama Administration's commitment to seeking energy security and energy independence by diversifying our energy supply."

"In March, the President challenged me, Secretary Mabus, and Secretary Steven Chu to work with the private sector to cultivate a competitively-priced-and domestically produced-drop-in biofuel industry that can power not just fighter jets, but also trucks and commercial airliners," said Vilsack, "Today's announcement continues our efforts to meet that challenge. This is not work we can afford to put off for another day."

The biofuel will be mixed with aviation gas or marine diesel fuel for use in the Green Strike Group demonstration. It is a drop-in fuel, which means that no modifications to the engines are required to burn the fuel. Its cultivation did not interfere with food supply and burning the fuel does not increase the net carbon footprint. In preparation for this demonstration, the Navy recently completed testing of all aircraft, including F/A-18 and all six blue Angels and the V-22 Osprey, and has successfully tested the RCB-X (riverine command boat), training patrol craft, self defense test ship, and conducted full-scale gas turbine engine testing.

DLA will pay half the price for the Green Strike Group biofuel than it paid for biofuel for testing in 2009. Increased demand will likely continue this trend toward more cost-effective biofuel. Renewable jet fuel produced by Dynamic Fuels has already been used in regularly scheduled commercial airline flights by KLM Royal Dutch Airlines, Finnair, Thomson Airways, and Alaska Airlines.

"This contract clearly demonstrates that we're building momentum for the continued commercialization of advanced renewable fuels production here in the U.S.," said Andy Rojeski, a management committee member for Dynamic Fuels, a joint venture between Tyson Foods, Inc. and Syntroleum Corporation. "We believe the federal government's commitment to procure more energy from renewable sources will help make our high performance, environmentally friendly fuel more cost competitive, potentially creating more jobs in the biofuels industry."

"This historic contract is a major step forward for America's energy security and the advanced biofuel industry in our country. Solazyme has delivered more than 360,000 liters of 100 percent algal derived renewable diesel to the U.S. Navy for their fuel certification program to date. The United States leads the world in advanced biofuel technology, and the Departments of Agriculture, Energy and the Navy have been instrumental in coming together to spur commercialization and grow our lead," said Jonathan Wolfson, CEO, Solazyme. "We are honored to be working with the U.S. Navy and DLA-Energy in driving forward the Navy's effort under Secretary Ray Mabus to source 50 percent of its energy from renewable sources by 2020. And we are proud to be teaming up with Dynamic Fuels on this contract."

For more news, visit www.navy.mil.

Russia plans to have ten new nuclear powered attack submarines by year 2020, the first now delayed until the end of 2012; in the meantime the Navy has to make the best they can of it with an ageing fleet. A case in point –  the Russian nuclear submarine SSN Voronezh  (K-119) –  an Oscar ll class veteran ‘cold war’ warrior launched in 1988 came out of the Zvezdochka Ship Repair Centre last week after entering dock (no less than five years’ ago) for ‘emergency’ repairs to the main steam turbine engine and a change of uranium fuel in her two reactors. According to Russian Navy News Service the warship has now been repaired and refitted so that her service life with Russia’s Northern Fleet will be extended for another three years. One more cold war nuclear submarine veteran has already replaced Voronezh in the repair dock.

Russian Nuclear Submarine SSN Voronezh: Photo courtesy of JSC Zvezdkochka Repair Centre

Analysts consider that defense shipbuilding capability has deteriorated to the extent that the Russian Navy may be left with few modern operational warships by the end of the decade unless urgently needed funding is provided. Overhaul and repair of a fleet well past it’s ‘sell-by date’ carries on, while two state-of-the-art Mistral (L9013) amphibious assault ship/helicopter carriers are on order from France to plug another gap in the capabilities of the surface fleet.

Russian Navy Order for Mistral Class Amphibious Assault Ship/Helicopter Carriers

Reportedly the first tranche of advance cash was recently paid by Moscow to French defense shipbuilder DCNS under a $1.2-billion contract for the construction of the first two Mistral class ships and construction is already underway. The contract, which includes the transfer of advanced naval technology, specifies delivery in 2014 and the second assault ship a year later.

According to Russian news source Ria Novosti the hulls of the third and fourth ships of the class will be built in Russia, the United Shipbuilding Corporation and the Baltiisky Zavod shipyard having signed a 2.5 billion ruble ($80 million) contract to this effect on Friday last.

Mistral Amphibious Assault Landing Ship at Toulon: Photo credit – FaceMePLS – Twitter (CCL)

Propulsion system of France’s Mistral-class is diesel-electric (two currently in service with the French Navy are propelled by azimuth thrusters) with four Wärtsilä  (3 x 16V32 and 1 x 18V200) marine diesel engines powering the two electric motors to give a 19 knot service speed.

Sources indicate these ships can carry 16 medium or 35 light helicopters and the Russian version of the Mistral class is expected to have eight Ka-52K and eight Ka-29 helicopters as well as 70 armoured vehicles for amphibious operations, carried to the shore by 4 landing craft launched from the stern. It is not yet clear what armaments the new Russian versions will have.

DDG 1000 Program Tests Integrated Power System

By Joseph Battista, Naval Sea Systems Command Public Affairs

PHILADELPHIA (NNS) -- The Chief of Naval Operations (CNO) observed live tests of the DDG 1000 Integrated Power System (IPS) at the Land Based Test Site at Naval Surface Warfare Center Carderock Division - Ship Systems Engineering Station (NSWCCD-SSES) July 22.

DDG 1000 will be the first U.S. Navy surface combatant to use electric power for propulsion and ship services. An IPS generates the total ship electric power requirements, then distributes and converts it for all ship loads, including propulsion, combat systems and ship services. The first successful test of the IPS occurred May 11.

CNO Adm. Gary Roughead received an overview of the DDG 1000 program from Capt. James Downey, DDG 1000 program manager from Program Executive Office (PEO) Ships, and a tour of the test site by Matthew Stauffer, NSWCCD-SSES DDG 1000 IPS LBTS program manager.

"Providing the CNO an update on the DDG 1000 Program and demonstrating the equipment in operation was a unique opportunity to highlight the significant progress the program has made," said Downey.

"It is rewarding to see the hard work of our Philadelphia engineers and industry partners being recognized by the chief of naval operations," said Patricia Woody, Machinery Research and Engineering Department head at NSWCCD-SSES. "DDG 1000 is currently under construction, and the testing being conducted on the IPS at the LBTS will greatly reduce ship activation timelines, therefore providing overall cost savings to the Navy."

The IPS is a unique design integrating the power system with fight through power to allow for automatic reconfiguration following damage to the power distribution system. The next test, scheduled for early 2012, will integrate and test portions of the DDG 1000 Engineering Control System software with the IPS to verify software and hardware compatibility.

The lead ship of the DDG 1000 class, USS Zumwalt, is more than 50 percent complete and scheduled to deliver in fiscal year 2014, with an initial operating capability in fiscal year 2016. The second ship, USS Michael Monsoor (DDG 1001), is approximately 20 percent complete.

As one of the Defense Department's largest acquisition organizations, PEO Ships, an affiliated PEO of NAVSEA, is responsible for executing the development and procurement of all destroyers, amphibious ships, special mission and support ships, special warfare craft, and foreign military sales.

NSWCCD-SSES provides the Navy's primary technical expertise and facilities for Naval machinery research, development and life cycle engineering.

For more news from Naval Sea Systems Command, visit www.navy.mil/local/navsea/.

Third in a series of articles on waterjets in www.maritime propulsion.com

Waterjet propulsion for combat ships and craft is a growing trend.  While waterjets have powered small craft for many years, now they are being employed on combatants, including ships as large as the two variants of the U.S. Navy’s littoral combat ship feature waterjets.

In many cases, the power is derived from both diesels and gas turbines.  In one unique case, the power drives both waterjets and a screw.

South Africa’s 3,590-ton Valour class frigates, built by Blohm + Voss to the MEKO A-200SAN (for South African Navy) design, employs a combination of screws and waterjets, known as CODAG WARP (Combined Diesel and Gas - Water Jet and Refined Propeller) propulsion solution.  A single GE LM2500 gas turbine is combined with a pair of MTU 16V1163 TB93 diesels.  The diesels are each connected to Lips five-bladed controllable-pitch propeller outboard, while the gas turbine is connected to a centerline Lips LJ2 10E waterjet.  The first of four of these ships joined the South African fleet last year.  The Wärtsilä propulsion jets aboard these South African ships are the largest water jets ever built, providing a maximum speed of more than 27 knots. 

The Wärtsilä-Lips LJ210E waterjet is the largest reversible waterjet ever built and is so far unique in its kind. The high speed crash stop installation of this jet reverses within 3 seconds after activation roughly 10,000 gallons of seawater per second, enabling the 3500T vessel to crash-stop from the top speed within three ship’s lengths, according to Wärtsilä representatives. The reversing installation can be fully engaged at the maximum output of the gas turbine by use of hydraulic accumulators giving instant power to activate the balanced crash stop-reversing bucket.

The Swedish Visby-class multipurpose patrol combatant is a 620-ton ship with a top speed of 34 knots.  Visby employs a CODOG arrangement comprised of four Honeywell-Vericor TF50A gas turbines and a pair of MTU 16V 2000 N90 diesels, powering a pair of Rolls-Royce Kamewa 125 SII waterjets to deliver 21m460 shp.  The Swedish navy also has waterjet experience with the 420-ton Goteborg class guided missile patrol craft, and other smaller craft.  The four Göteborg class corvettes built by Kockums for the Swedish Navy between 1990 and 1993 were the first vessels in the Swedish Navy to be equipped with waterjet propulsion. 

Norway’s Skjold surface effect ship (SES) has a CODOG arrangement with two Rolls-Royce Allison 571-KF9 gas turbines, a pair of MTU 12V183 TE92 diesels, a pair of MTU 6R183 TE52 diesels for auxiliary power, and two Rolls-Royce Kamewa 80S2 waterjets.  Built from composites, the 280-ton Skjold can reach speeds of 55 knots.  Norway has also built a class of SES minehunters and minesweepers built by Kvaerner Mandal.  Larger than Skjold, at 470 tons, but much slower at 13 knots top speed, the Oksoy and Alta class of mine warfare ships have two MTU 12V 396 TE94 diesels ( 4080 hp ), a pair of Kvaerner Eureka waterjets ( rated at  4160 hp ), and two MTU 8V 396 TE54 diesels ( 1880 hp ) for auxiliary power.

The 500-ton ROKN Gumdoksuri-class PKX "patrol killer- experimental" has two MTU diesels and two GE LM500 marine gas turbines, with waterjets, for a max speed of greater than 41 knots.  Pesaka Astana (M) Sdn Bhd is providing the waterjets to the South Korean Ministry of Defence through its South Korean  Daesung Marine Technology Co Ltd (DSMT) subsidiary, under an agreement with Doosan Heavy Industries to manufacture and supply the waterjet components.

Abu Dhabi Ship Building (ADSB) is building six 7233 ft. Baynunah Class corvettes powered by Rolls-Royce Kamewa waterjets for the UAE Navy. It has previously delivered 12 Ghannatha fast patrol boats and four fast supply vessels to the UAE Navy and UAE Coast Guard, all with Rolls-Royce Kamewa waterjets.  ADSB is also constructing 12 fast fighting boats for the UAE Navy, which are powered by Rolls-Royce Kamewa waterjets.

Lockheed Martin has delivered USS Freedom, a semi-planing monohull design, at Marinette Marine in Wisconsin.  Austal USA in Mobile, Alabama has built USS Independence, and all-aluminum trimaran.  More ships are being built at both yards.  Both have diesels and gas turbines, and both employ waterjets.  Both ships displace about 3,000 tons, with up to 4,000 tons fully loaded. 

On USS Freedom, two Rolls-Royce MT30 36MW gas turbines and two Fairbanks Morse Colt-Pielstick 16PA6B STC diesel engines are the prime movers, powering four large Rolls-Royce Kamewa waterjets. Four Isotta Fraschini Model V1708 ship service diesel generator sets provide auxiliary power.

For USS Independence, two General Electric LM2500 22 MW gas turbines and two MTU 20V8000M90 9100 kW diesel engines are the prime movers, powering four large steering and reversing Wärtsilä-Lips 2 X LJ160E and 2 X LJ150E waterjets.

Kamewa waterjets are fitted on have been installed on the Peoples Liberation Army Navy's Type 022 missile craft.  The Type 022 has a Small Waterplane Area Twin Hull (SWATH) wave-piercing catamaran design.

Waterjets are also installed aboard the U.S. Navy's experimental high-speed aluminum catamaran X-Craft demonstrator, built by Nichols Brothers Boat Builders, Whidbey Island, WA.  Power is supplied by a pair of MTU 16V 595 engines and two GE LM 2500 gas turbines in a CODOG configuration.  The four high-efficiency Kamewa 125 SII waterjets deliver 50.4MW of power, offering speeds of up to 50 knots.  The 1,100-ton X-Craft is the Littoral Surface Craft-Experimental LSC(X), developed by the Office of Naval Research and known as the Fast Sea Frame Sea Fighter (FSF 1), which has been useful as a surrogate “sea frame” in developing the concept for the littoral combat ship.

Rolls-Royce has signed a long-term in-service support contract with BAE Systems for the Royal Navy’s Type 45 destroyers. The Type 45 Daring Class destroyers are powered by a pair of Rolls- Royce WR-21 gas turbines.

According to Rolls-Royce, the £20 million ($38.8 million) six year contract is part of an innovative approach to supporting the Type 45 fleet called “Class Output Management.” This arrangement will deliver guaranteed availability of the WR-21 engines to support the ships’ demanding operational schedules, allowing the MoD to focus solely on meeting its operational requirements, the company says.

Beyond the initial six year contract, options are in place for extensions to cover the entire life of the vessels – in excess of 30 years.

“This contract with Rolls-Royce formalises the support arrangements for the WR- 21 gas turbine. We now look forward to working with Rolls-Royce as one of our key suppliers in delivering a highly incentivised and cost effective support provision to one of the world’s most advanced classes of warship,” says Chris Curtis, head of supply chain for UK Ship Support Programmes at BAE Systems, said:

The WR-21 is a highly efficient marine gas turbine, fitted with recuperators that recover energy from the exhaust, which is used to preheat combustion air.  Because the gases have been pre-heated, less fuel is required to heat the gases up to the turbine inlet temperature, which in turn reduces fuel consumption by approximately one third.

The modular WR-21 takes advantage of components from current Rolls-Royce RB211 and Trent aviation engines.  This ensures a worldwide availability for many parts.

In addition to the gas turbines, Rolls-Royce is supplying a range of mission critical equipment and systems to the six-strong Type 45 fleet.  This includes propellers, shaftlines and bearings, stabilizing fins and low voltage electrical systems, Curtis says.

Diesel engine manufacturer MTU has engines and systems that are a part of many U.S. Navy and Coast Guard programs.

US Navy Programs with MTU Engines:

• 82’ Mark V Special Operations Boat; Equipment: 2 x 12V396 Propulsion Diesel Engines w/marine gears and MCS-5 propulsion monitoring

• Mark V.1 Special Operations Boat, ONR Demonstrator; Equipment: 2 x 16V 2000 M93 Propulsion Diesel Engines w/marine gears and Blue Vision Propulsion Monitoring

• 85’ Guardian Patrol Boat; Equipment: 2 x 12V4000 Propulsion Diesel Engines w/marine gears and DDEC Controls and Displays

• 262’ USS Sea Fighter, ONR Demonstrator; Equipment: CODOG Propulsion Plant with 2 x MTU 16V 595 Main Propulsion Diesel Engines and 2 x GE LM2500 Propulsion Gas Turbines; 4 x S60 Generator sets and MCS-5/RCS-5 Ship wide automation system

• Joint High Speed Vessel (JHSV); Equipment: 4 x 20V 8000 M71L Main Propulsion Diesel Engines (9.1MW / 12,205 HP)

• Independence Class Littoral Combat Ship (LCS); Equipment: 2 x 20V 8000 M91 Main Propulsion Diesel Engines (9.1MW / 12,205 HP), 2 x 8V 396 TE54 Shock Rated Diesel Generator Sets, 2 x 8V 396 TE54 Non-Shock Rated Diesel Generator Sets and 1 x 8V 396 TE54 Shock Rated Diesel Hydraulic Power Unit 

US Coast Guard Programs with MTU Engines:

• 47’ Motor Life Boat (MLB); Equipment: 2 x 6V92 Main Propulsion Diesel Engines w/marine gears and DDEC Controls and Displays

• 44’ Response Boat Medium (RBM); Equipment: 2 x Series 60 Main Propulsion Diesel Engines w/ marine gears and DDEC Controls and Displays

• 87’ Coastal Patrol Boat (CPB); Equipment: 2 x 8V396 Main Propulsion Diesel Engines w/ marine gears and MCS-5/RCS-5 with ODR

• National Security Cutter (WMSL); Equipment: CODAG Propulsion Plant with 2 x MTU 20V1163 TB93 Main Propulsion Diesel Engines and 1 x GE LM2500 Propulsion Gas Turbine; 1 x RENK combining and reduction gear, 2 x RRNMI CRP Propeller systems, and MCS-5/RCS-5 Propulsion Control and Monitoring system

• Sentinel Class Fast Response Cutter (WPC); Equipment: 2 x 20V4000 M93L Main Propulsion Diesel Engines, 2 x ZF 23560C Reduction Gears, 1 x MTU MCS-5 Type 2 Monitoring and RCS Control System for the propulsion plant and 1 x MTU Shipwide Callosum Platform Management System

I asked Tom Lewis, MTU’s senior manager for marine defense, how MTU’s contribution to the National Security Cutter, Joint High Speed vessel and LCS-2 differ?

“For the National Security Cutter MTU was awarded the Propulsion Plant Single Source Vendor (PPSSV) Contract.   As the PPSSV, MTU has supplied the entire propulsion system hardware and integrated it for installation on the vessel.  MTU also provides assistance in the installation, as well as testing and trails of the entire propulsion plant onboard the vessel,” he said.

“For the Littoral Combat Ship MTU has provided the Main Propulsion Diesel Engines along with vital and non-vital generator sets and a hydraulic power unit that provide power to the steerable bow thruster,” said Lewis.  “MTU has had to have the vital generator set and hydraulic power unit barge tested to demonstrate compliance with MIL-S-901D Grade A shock requirements.  MTU has also supplied some integration support for the supplied engines and will provide assistance in the installation, testing and trails of the engines onboard the vessel.

According to Lewis, MTU has also supplied the Main Propulsion Diesel Engines.  “For the Joint High Speed Vessel MTU has also supplied some integration support for the supplied engines and will provide assistance in the installation, testing and trails of the engines onboard the vessel.”

High-speed ferries show the way for waterjet-warships

Second in a series of articles on waterjets in www.maritime propulsion.com

By Edward Lundquist

This 325-ft. Incat fast ferry under construction in Australia will be able to  achieve speeds of 50 knots.   It will be the world’s first high speed passenger Ro-Ro ship powered by LNG (Liquefied Natural Gas). 

The use of waterjet-powered high-speed ferries is accelerating.

Several large ferries have reliably employed waterjets to provide high-speed operations, and correspondingly more revenue generating trips than the slower ferries they replaced.  Some of these ships are serving as prototypes for naval applications.

Australian shipbuilders Austal and Incat have both built high-speed catamarans that have been used as car and passenger ferries. 

There are a number of fast ferries in service or building that employ waterjets.  Their experience is helpful in matching the proper waterjet system for the naval requirement.

Bornholmstrafikken’s fast ferry H/F Villum Clausen, was built by Austal in Freemantle, powered by GE two LM2500 gas turbines and four Rolls-Royce Kamewa 112 SII waterjets.  The 282-foot catamaran established a new world's one-day distance record in 2000 when it covered 1,060 nautical miles transiting between Malaysia and India while the fast ferry was enroute to Denmark, at an average speed of 44 knots.  It was the longest distance traveled in a 24-hour period by a commercial passenger vessel.  Villum Clausen can load 215 cars and 1055 passengers.  It can achieve 48 knots and can make the Ronne, Denmark-to-Ystad, Sweden run in 1:15.

Austal also built the 416-foot diesel-powered trimaran auto ferry Benchijigua Express for Fred. Olsen, S.A., service in the Canary Islands.  Benchijigua Express is built to the same basic hull design as the General Dynamics USS Independence LCS design.  The trimaran operates with four MTU 20V 8000 diesel engines, rated at 9,100kW.  The pair of engines in the after engine room power a Rolls-Royce Kamewa 125 SII steerable waterjet.  The pair in the forward engine room together power a Rolls-Royce Kamewa 180 BII booster waterjet.  Benchijigua Express can achieve speeds of up to 42 knots.  The ferry has a capacity for 123 cars and 1,291 passengers.

Austal made available by lease the 331-foot Westpac Express (HSV 4676) for intra-theater use by the III Marine Expeditionary Force in the Pacific theater of operations.  Westpac Express has four Caterpillar 3618 diesels, rated at 7200kW each, and four Rolls-Royce Kamewa 125 SII waterjets.  Westpac Express can operate at speeds up to 37 knots.  Military Sealift Command Far East officials say the Marine Corps is very pleased with the flexibility that Westpac Express offers in moving units of Marines with their vehicles-and even helicopters-throughout the region quickly without requesting airlift support.  The stern ramp equipped ferry can carry more than 900 Marines, as well as 153 HUMMWVs or 12 AAVPs and 20 LAVs. Most recently, Westpac Express participated in the US response to the Japanese earthquake and tsunami

Austal is not the only fast ferry builder down under.  Australian shipbuilder Incat and its U.S. subsidiary Bollinger Shipyards, has built several high-speed waterjet vessels for the U.S. military.  Based on successful catamaran ferry designs, Joint Venture (HSV-X1) was chartered to the US Army TACOM and operated by the Navy and then Army.  Joint Venture displaces 1,740 tons fully loaded, is 96 meters long, and can achieve speeds up to 48 knots.  The catamaran uses four Caterpillar 3618 marine diesel engines with four Wärtsilä-Lips LJ150D steerable waterjets.  The Army liked the HSV concept so much, it chartered another wave piercing catamaran for the Theater Support Vessel Advanced Concept Technology Demonstrator (ACTD) role.  Named Spearhead (TSV)-1X, while the Navy chartered Swift (HSV 2) to support the Mine Warfare Command and perform LCS experimentation.  The 321-foot Spearhead is powered by four Ruston 20RK270 marine engines, driving four Wärtsilä-Lips LJ120E waterjets through Reintjes gearboxes.  The 321-foot Swift is fitted with four Caterpillar 3618 high density diesel engines and four Wärtsilä-Lips water-jets that allow speeds in excess of 47 knots at lightship and 39 knots fully-loaded up to sea-state 3, with a range of 4400 nautical miles at 40 knots and 6500 nautical miles at 25 knots.

Australian shipbuilder Incat Tasmania Pty Ltd is building what they say is the world’s first high speed passenger Ro-Ro ship powered by LNG (Liquefied Natural Gas).  The 325-ft. fast ferry can achieve speeds of 50 knots, and can carry 1000 passengers and 153 cars.  The ship is being built for South American operator Buquebus, which will operate the vessel on their River Plate service between Buenos Aires, Argentina and Montevideo in Uruguay.

The Incat-built Condor Rapide operates between the Channel Islands of Jersey and Guernsey and St Malo, France, and has a speed of 38 knots.

The all-aluminum 34-knot Lake Express was built in 2004 at Austal USA in Mobile, Alabama.  The 192-foot Lake Express operates between Milwaukee, Wisconsin and Muskegon, Michigan, and can carry 46 cars.  Four MTU 16V 4000 M70 diesel engines producing 3000hp each drive four independent Kamewa 80 SII waterjets.

Italian shipbuilder Rodriquez Cantieri Navali, Messina, Sicily, has constructed an 82-metre monohull ferry, Aquastrada, that will be able to carry up to 1246 passengers with a maximum payload of 56 cars or 22 cars and 110 metres of truck lanes.  The four MAN B&W Diesel Ltd 18VP185s (rated at 3700 kWb each), driving Lips waterjets through Reintjes gearboxes, will be located at the aft end of the aluminum ship, to optimize interior volume for vehicles.  Fully loaded, the ferry will make 39 knots and the quadruple VP185 engines will drive Wärtsilä Lips LJ91E waterjets through Reintjes gearboxes. Waterjets permit the ferry to rotate 360 degrees around its centre; move laterally for mooring; and stop from full in less than four ship lengths.

Rodriquez Cantieri Navali also constructed the monohull Princess for Arab Bridge Maritime Company in Jordan.  Princess employs four Wärtsilä Lips LJ91E waterjets, each linked to one 3920 kW diesel engine to reach speeds up to 41 knots.

Fincantieri's Riva Trigoso shipyard in Genoa built the 1,000-tonne MDV 3000 Jupiter-class Ro-Ro fast ferries Aries and Taurus, the biggest fast ferries in the world, for Italian state-owned operator Tirrenia.  Four MTU 20V 1163 20V TB73 L units rated 6,500kW each and two GE LM 2500 systems rated at 22,000kW each are connected to the largest steering water jets ever built.  This class has two gas turbine-driven booster waterjets and two diesel-shaft powered wing steering waterjets.

The Greek 140-meter monohull Aeolos Kenteris is one of the largest of the fast ferries. Built in France in 2001, she is capable of 40 knots, carrying up to 442 vehicles and more than 1,700 passengers.  She now works in the Red Sea between Safaga, Egypt and Jeddah, Sauidi Arabia. 

The CODAG propulsion plant features two GE LM2500+ gas turbines and two Pielstick 20PA6B STC engines.  Each gas turbines is connected to a two-stage Renk BS 210 gearbox and a Kamewa 200 511 steerable and reversible waterjet, while the diesels are connected via a Renk AUSL 72-reduction gearbox la seven-bladed Kamewa 140 511 steerable and reversible waterjet.  Aeolos Kenteris also has a pair of electrically-driven bow thrusters for close maneuvering.

The Austal-built “WestPac Express” is chartered to the U.S,. Navy as a High Speed Connector (HSC), to support the operations of the US Marine Corps’ Third Marine Expeditionary Force (III MEF) in the Western Pacific theatre.