KNM Maud / Aegir Logistics Support Vessel - Project 2513 - Design
The design of choice is the AEGIR type of the British shipyard BMT Defence Services, which would also be the design for the new logistic and support ships of the Royal Navy of the UK. The Aegir twin skeg hull-form is based on a proven commercial design extending double-hull protection to bunkers as well as cargo tanks and holds. It is also capable of handling warships’ waste water discharges responsibly. The Aegir design is scalable and flexible; Aegir-18R represents a mid-size fleet support ship (Auxiliary Oiler Replenishment; AOR) variant of the design family. The commercial design rules applied to the Aegir family ensure local shipyards are able to build and support Aegir vessels. A key feature of Aegir-18R is its capability to carry and effectively deliver both wet and dry stores at sea, making it a cost-effective and convenient ‘one stop shop’.
In Norse mythology the foremost sea giant was Aegir, who, according to Snorri, had his dwelling on Hlesey. By race, Aegir was a giant. He has been called the god of the stormy sea, but he seems usually to personify the more propitious characteristics of the waters. Other names for him are Gymir and Hler. His wife was named Ran, and she catched shipwrecked men in her net, with which she may cruelly pursue the seafarer. To Ran come all who suffer death upon the sea by accident; according to the testimony of a certain saga it is the sign of a good reception at the home of Ran, when the drowned man obtains leave to turn back to take part in the funeral feast which is held for him.
The elder mythological poems ignore this mer-god; but, in the prose Edda, he appears as an important personage, and as acting the host at a famous AEgis-drikka, banquet, which he gave to the AEsir. Aegir entertained the gods at harvest time and brewed their ale. He was indeed a giant but he was on terms of hospitality with the gods, for whom he arranged great banquets. It was at one of these that Loki took occasion to pour out his venom upon the gods and goddesses. The billows are called Aegir's daughters.
New logistics vessels would give Norwegian naval forces greater strength, perseverance and flexibility in ways not possible with the current logistics vessels. The new vessels would give support to operations and exercises on national and international levels. The auxiliary vessel, designed to cover a multitude of roles and to be built by DSME in their Okpo yard, would measure 180m in length, 26m in beam, and have a displacement of over 26,000t.
Further confirming the trend that tomorrow’s navies would be electrically propelled, GE’s Power Conversion business announced May 20, 2014 that it is working with Daewoo Shipbuilding and Marine Engineering Co., Ltd. (DSME) in South Korea to provide an electrical power and propulsion system for a Norwegian Defence Logistics Organisation (NDLO) logistics and support vessel (LSV). GE’s equipment would be installed as a key part of the ship’s hybrid propulsion system, improving fuel efficiency and operating flexibility.
“The future to keeping navies at sea for longer, further from home ports and with increased resilience is by making them as operationally efficient as possible. A key reason we chose GE’s Power Conversion business for our latest logistics and support vessel is because their technologies makes this possible. Coupled with the vast experience GE holds in this domain globally and most recently on the MARS tankers, we feel they are the strongest partner in helping us make sure the latest LSVs are of the highest performance standards,” said Commander Senior Grade (Cdr SG) Christian Irgens of NDLO.
Hybrid propulsion systems — like the one being used for this project — combine both electrical and mechanical equipment to turn the ship’s propellers throughout the speed operating range. The Norwegian LSV would have two independent propeller shafts each driven via a gearbox by either a large propulsion diesel or a relatively small electric motor. When the ship is operating at moderate or low speeds, the propeller shafts are turned using GE’s electric motors with speed control for each motor being provided by the use of a low-voltage variable speed drive. The electrical power for the motors is supplied from the generators used to supply the remainder of the ship’s services. This reduces the number of generators in operation and often allows those that are in use to be run at a more efficient operating point.
When the ship is required to operate at higher speeds, the main propulsion diesel engines are started and the propellers are now turned, via the gearboxes, by these engines. The propulsion motors now can be operated in the opposite sense as generators, using a small amount of energy from the propulsion engines to supply electricity to the ship’s services. This in turn allows the ship service generators to be shut down once again reducing overall operating hours of the ship’s diesels and saving maintenance cost.
This hybrid configuration is a versatile propulsion solution and is particularly suited to the fluctuating operational scenarios encountered by naval warships and auxiliaries. Using electric propulsion motors powered by the ship’s generating sets to turn the propeller saves fuel, reduces emissions and reduces maintenance costs of the main engines, which can be shut down. The generating sets are running to meet other electrical needs of the ship anyway, so the overall number of hours run by the various diesel engines onboard is reduced.
Not only is GE providing the propulsion motor and variable speed drive equipment to DSME, but it also would supply switchboards, alternators, cargo pump drives and the bow thruster motor and drive. GE Power Conversion system engineers have been working very closely with the DSME shipyard, the NDLO and other equipment suppliers to ensure that the electrical power system is fully integrated and would deliver the efficiency and reliability expected.
“Our electrical drive train technology provides the NDLO with a highly efficient, flexible and integrated power and propulsion system for its critical military operations,” said Mark Dannatt, naval business director for GE’s Power Conversion business. “This project is another example of a growing trend among the world’s navies to use GE’s electric propulsion technology and a good example of how our system design can be tailored to meet the exacting requirements of the owner.”
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