MarineLog reports a very different approach to domestic icebreaking, using an unmanned, add-on, hybrid powered bow section, mated to a tug.
Like many of you, I was unable to attend the Surface Navy Association Conference, but I did find a number of videos which may provide some of the information that would have been available there. The Coast Guard Commandant had been scheduled to speak but cancelled, apparently in response to the partial government shutdown.
I have provided three videos, each about ten minutes, that may be of general interest, and links to four others, typically 20-25 minutes. The descriptions are from their respective YouTube pages.
The second and third videos have specific Coast Guard content, which I have identified by bold typeface with the beginning time in parenthesis. Some of the other equipment may have Coast Guard applications in the future.
Day 1 video coverage at SNA 2019, the Surface Navy Association’s national symposium. In this video we cover:
– Austal latest frigate design for FFG(X)
– Raytheon DART Variable Depth Sonar (VDS)
– Raytheon / Kongsberg Naval Strike Missile (NSM)
– Lockheed Martin Long Range Anti Ship Missile (LRASM)
Day 2 video coverage at SNA 2019, the Surface Navy Association’s national symposium.
In this video we cover:
– Fincantieri Marine Group FREMM frigate design for FFG(X)
– General Dynamics NASSCO John Lewis-class T-AO (New Oiler)
– Raytheon SM-2 restart
– Raytheon SM-3
– Leonardo DRS Hybrid Electric Drive for U.S. Coast Guard’s Offshore Patrol Cutter (OPC) (time 11:10)
Day 3 video coverage at SNA 2019, the Surface Navy Association’s national symposium. In this video we cover:
– Atlas North America’s solutions for mine counter measures, harbor security and unmanned surface vessels
– Lockheed Martin Canadian Surface Combatant (Type 26 Frigate, Canada’s Combat Ship Team)
– Insitu ScanEagle and Integrator UAS (time 4:30)
– Raytheon SPY-6 and EASR radar programs
Vice Adm. Tom Moore, USN, the commander of the Naval Sea Systems Command, discusses US Navy efforts to increase public and private ship repair capabilities, lessons learned from repairing USS John S. McCain and Fitzgerald, the new Ford-class aircraft carrier, getting the Littoral Combat Ship on regular deployments and more with Defense & Aerospace Report Editor Vago Muradian at the Surface Navy Association annual conference and tradeshow in Northern Virginia.
George Awiszus, military marketing director of GE Marine, discusses the outlook for the company’s LM2500 engine that drives warships in more than 30 nations and the future of shipboard power with Defense & Aerospace Report Editor Vago Muradian at the Surface Navy Association’s annual conference and tradeshow in Northern Virginia.
Adm. Bill Moran, USN, the vice chief of naval operations, discusses dialogue with China, improving the surface force in the wake of 2017’s deadly accidents, refining Navy culture, increasing ship repair capabilities, harnessing data, improving information sharing across the force and the new Design for Seapower 2.0 with Defense & Aerospace Report Editor Vago Muradian at the Surface Navy Association’s annual conference and tradeshow in Northern Virginia.
Maj. Gen. David “Stretch” Coffman, USMC, the US Navy’s director of expeditionary warfare (N95), discusses new expeditionary warfighting concepts, the recent deployment of Littoral Combat Group 1 — composed of USS Wayne E Meyer (DDG-108) and USS Somerset (LPD-25) — to South America, new formations to replace the current Amphibious Ready Group and Marine Expeditionary Unit, unmanned ships, the performance of the F-35B Lightning II and more with Defense & Aerospace Report Editor Vago Muradian.
MarineLink is reporting that the Norwegian sail training bark Statsraad Lehmkuhl (which looks a lot like the Eagle) will be equipped with a bank of Batteries for both propulsion and ship’s service power. Electricity, to be stored in the batteries, can come from diesel generators, shore power, or be generated by the action of the ship’s propeller when being dragged through the sea under sail.
We have a news release on the electric portion of the Offshore Patrol Cutter’s hybrid propulsion system. There is not a lot of specifics about the system, but it does provide a rationale for installation of this additional system in a ship that above all else is designed to be “affordable.” The news release is quoted in full below.
ARLINGTON, VA, April 13, 2017 ̶Leonardo DRS, Inc. announced today that it has been awarded a contract by Eastern Shipbuilding to provide hybrid electric drive systems for the U.S. Coast Guard’s new fleet of Offshore Patrol Cutters. The contract, for the first nine systems, is worth $10.7 million. Eastern Shipbuilding is the prime contractor and builder of these nextgeneration Offshore Patrol Cutters.
Under the contract, Leonardo DRS will provide its high-performance, permanent magnet motorbased Auxiliary Propulsion System. This integrated hybrid electric drive system provides capability for the ship to operate much more efficiently at slower speeds, increases mission duration capability, reduces emissions and provides emergency take-home capability in the event of a failure of the main propulsion diesel engines. When coupled to the main propulsion gearbox, the system allows the ship to operate quietly and efficiently during loitering operations while providing superior fuel economy for increased on-station operations and capability.
“DRS is a pioneer in naval hybrid electric drive technologies and we are proud to be able to deliver these advanced systems to the Coast Guard’s newest generation of ships,” said Dianne Howells, Vice President of Leonardo DRS Surface Ships business unit. “Our Auxiliary Propulsion Systems will give the crews of these new ships operational flexibility when they need it, while significantly increasing cost savings in yearly maintenance and fuel.”
The Auxiliary Propulsion System is designed and built by Leonardo DRS, a leader in naval hybrid electric drive propulsion technology. The system includes two of the most power-dense permanent magnet motors on the market today. They have significant advantages in size, weight, efficiency and performance over conventional electric induction motors and produce more torque from the same amount of supplied current. Their smaller footprint allows greater flexibility in engine room design and increased cargo space, and their simpler more rugged construction results in proven reliability and durability.
Using propulsion diesel engines at slow speeds adds significant wear and tear on the engines and increases the potential for coking/wet stacking. By adding this electric Auxiliary Propulsion System, the Coast Guard will have a built-in advantage of reducing not only fuel and maintenance requirements, but total lifecycle costs and increased safety for the fleet.
About Leonardo DRS Leonardo DRS is a prime contractor, leading technology innovator and supplier of integrated products, services and support to military forces, intelligence agencies and prime contractors worldwide. The company specializes in naval and maritime systems, ground combat mission command and network computing, global satellite communications and network infrastructure, avionics systems, and intelligence and security solutions. Additionally, DRS builds power systems and electro-optical/infrared systems for a wide range of commercial customers. Headquartered in Arlington, Virginia, DRS is a wholly owned subsidiary of Leonardo S.p.A., which employs more than 47,000 people worldwide. See the full range of capabilities at http://www.drs.com and on Twitter @drstechnologies. For additional information please contact: Michael Mount Senior Director, Public Affairs 571-447-4624 email@example.com Twitter: @drstechnologies
We have confirmation that the Offshore Patrol Cutter will have a hybrid propulsion system.
Shephard Media is reporting that, “DRS Technologies, a Leonardo Company, has been selected to provide the hybrid-electric drive propulsion system for the US Coast Guard Offshore Patrol Cutter.”
As to the exact configuration, we have this. Clive Wilgress-Pipe, director of business development and strategic programs at DRS Power Technology said,
“…that the new Offshore Patrol Cutter design solution uses the gearbox mount configuration.”
This suggests to me that the electric propulsion motors (EPM) will be physically close to the main diesel engines (MDE). Assuming the ship will retain redundant machinery spaces, I will speculate and say, this probably means the ship will have two machinery spaces each with a complete propulsion set (MDE, clutch, gearbox, and EPM) for one shaft, plus one or two generators. Previously I had expected one engine room with both main diesel engines, and a motor room with both electric motors.
We don’t have a speed capability for the ship on electric propulsion alone. I had assumed it would provide at least 14 knots to give the long endurance (10,400 n.mi.) claimed for that speed, which might have required only a pair of 1,500 HP motors, but Mr. Wilgress-Pipe’s remarks suggest it might be more.
“Typically you rate it up to about 17 or 18 knots.”
That would require something more like a total of 6,000 HP. As noted, in the linked post, some configurations (COmbined Diesel Electric And Diesel, CODLAD) allow the power of the electric motors to suppliment the main propulsion engines. If that is the case, and we could add something like 6,000 HP to the two 16V 28/33D diesel engines, each rated at 9,763 bhp, then the ship would almost certainly have a 25 knot max speed. (This is of course speculation, so we can only be sure of the 22.5 knots sustained previously reported.)
Giving these ships the option of cruising on electric power, provided only by the ship’s service generators, makes these ship potentially more useful as ASW ships. In this mode, they will be quieter and, in noisy littoral environments, more difficult for a submarine to distinguish from other traffic.
Thanks to Luke for bringing this to my attention.