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Feature 2 | ProPulsion & Power generation
The remaining output (70MWe in each zone. In this configuration, the parent Trent 800 include a new
at temperatures up to 38°C, 66MWe typically used during flying operations aerofoil and intake support structure, a
up to 45°C) is provided by two and when operating in confined waters, simplified lubrication system, the Trent
Rolls-Royce MT30 GTAs. This busy sea lanes of hazardous areas, one 500 gearbox, marine fuel combustion,
‘boost’ power is available for flying GTA will normally be running. Trent 700 blades and a modified
operations (when the carrier must For maximum survivability in the bearing structure.
generate wind over the deck) and for action state, all prime movers will MT30 is ABS type approved at 36MW
other situations when higher speed is be running and the power system flat rated to 37.8°C and 40MW at 15°C
operationally desirable. divided into four islands (port and (ISO) and is DNV design assessed
Prime mover selection was based on a starboard, fore and aft). This offers for high-speed craft. It delivers a
series cost and capability considerations the maximum available resilience thermal efficiency exceeding 40% at
with each given due weighting. A and system versatility in the event of rated power, and maintains operating
PC-based decision modelling tool, action damage. efficiency down to 25MW.
known as ‘Hiview,’ was used to supports In the CVF application the MT30
the transparent appraisal and evaluation Further success for Mt30 is directly coupled to a Converteam
of complex, multivariate options. Use of gas turbine alternator, producing approximately
the Hiview process gave all interested The selection of the MT30 (in GTA 35MWe at the alternator terminals
stakeholders an opportunity to test configuration) marks a further success after losses are deducted. The complete
underlying assumptions and undertake for the type, following on from its GTA machinery set (including support
sensitivity analyses. selection for the US Littoral Combat systems and acoustic enclosure) is
The location of the power generation Ship (LCS) and DDG-1000 destroyer mounted on a common base frame
prime movers in four widely-dispersed programmes. Brought to market by to enable a single lift for installation/
machinery spaces, each with its Rolls-Royce to address emerging naval removal. Both GTAs are sited in
associated switchboard, allows the and commercial marine requirements sponsons high up on the starboard
power supply and distribution to be for a compact, power-dense prime side of 4 Deck. This arrangement
operated in a number of modes, or mover, the MT30 is a marinised has been designed so as to reduce
islands. In the single island mode, all derivative of the Trent 800 aero-engine, ducting requirements, not impinge on
switchboards are connected in order and shares some 80% component hangar space and allow for easy access
that the minimum number of generators commonality with its progenitor. and removal.
can be run to meet the prevailing shaft The MT30 is a twin-sp o ol, The L-3 IPMS is based on proven and
and LV power demands. This represents high-pressure ratio gas turbine that survivable control systems technology
the most efficient mode of operation. can be configured with an axial intake that has been delivered by L-3 MAPPS
For peacetime situations where plenum (for funnel installations) or to more than 140 ships and submarines
greater resilience is required, the system compact rotatable radial intake for in 18 navies worldwide. Onboard CVF, it
is divided into two islands separated machinery space installation. Its design will be hosted on a commercial off-the-
forward and aft within the ship. This features an eight-stage variable geometry shelf (COTS) hardware platform and
requires a prime mover to be operated intermediate pressure compressor and will provide automated monitoring and
to supply both islands, with power a six-stage high-pressure compressor. control of the propulsion, electrical,
generation matched with the demands Specific engineering changes from auxiliary and damage control systems
together with an embedded onboard
team trainer.
the Mt30 gas
The IPMS will monitor in excess of
turbine alternators
25,000 signals in realtime. It will provide
will be sited in
the flexibility to enable watch-keeping and
sponsons on 4
damage control teams to operate safely
Deck (photo: rolls-
under all operational conditions while
meeting the stringent reduced manning
requirements of the project.
Redundant networks will enable
full functionality to continue in the
event of localised damage. The IPMS
architecture also allows individual
workstations to be disconnected from
the network to run training scenarios
without impacting on the operation of
the vessel. WT
24 Warship Technology January 2009
WT_Jan09_p20+21+24.indd 24 12/23/08 2:23:25 AM
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