BMT Defence Services
Ptool: Propulsion Analysis Tool
FAST PERFORMANCE MODELLING OF MARINE POWER & PROPULSION SYSTEMS
John Buckingham
BMT Defence Services Limited,
210 Lower Bristol Road, Bath, UK, BA2 3DQ
johnb@bmtdsl.co.uk
Abstract
For a marine propulsion system designer, the
number of potential Power & Propulsion
(P&PS) solutions is increasing all the time as
new types of mechanical and electrical
technologies become available. The
different options and the complexities of
vessel operations lead to a large number of
variables to assess.
BMT Defence Services has developed an
marine P&P analysis tool, Ptool, to allow
designers to establish the vital P&PS
parameters and to identify the best sub-set of
solutions quickly with the least input
information. Ptool uses a library of P&PS
equipment data to reduce the need for initial
data. A ship definition file contains much of
the bounding input data.
The various P&PS options are defined in
separate files to allow unique configuration
and equipment set-ups to be analysed. Ptool
provides graphic output and report
generation of key data parameters. These
outputs include budget estimates of physical
and cost information for the purposes of
comparison and cost benefit analysis.
Introduction
There has been a significant change in the
decision by leading ship operators world-
wide to adopt modern ship drive
technologies to their own advantage. The
introduction of smaller electric propulsion
devices and different propulsor devices has
led to an increase in choice of P&PS
configurations available to the system
designer. Although such technologies have
been gaining market share since the mid-
1980s [1 & 2] it is only now that the
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Author: John Buckingham
technology has gained widespread
confidence.
Although some ship operators have
considered the adoption of the latest drives
and others have implemented them, there
remain many who are yet to be convinced
that they offer capital and operational
benefits for their fleet. Those who operate
podded drives have claimed advantages with
regard to manoeuvring flexibility and the
increase in space available for payload.
Operators who continue to operate
conventional direct drive shaft propulsors
have recently been reminded of the risks of
new technologies by the unwelcome
experiences of certain podded new-build
cruise ships. Within this industry there is
also a debate between diesel engines and gas
turbines [3] and for warship design, faster
ships are subject to much consideration
leading to scope for design conflicts between
speed, machinery weight and payload.
The UK MoD has extensive experience of
the benefits of electric drive and there is a
lively debate on the P&PS for the UK Future
Surface Combatant (FSC) and its different
versions. Future designs are now being
evaluated for financial and operational
purposes as part of a series of concept
studies.
Electric Solutions
The most significant P&PS trend in recent
years has been the introduction of electrical
solutions. This development is brought
about by the reduction in size and cost of
high power convertors for frequency
switching. Together with the availability of
a range of electric propulsion motors (EPM),
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such as the Converteam Advanced
Propulsion Motor (APM), there is a wide
choice of electrically-based drive
combinations which may offer specific
advantages over conventional direct-drive
engine solutions. Future interest will focus
on smaller, more power dense, motors such
as the active-stator motors and High
Temperature Superconducting (HTS)
designs, to create electric P&PS solutions for
a wider range of ships.
The increase in the ships’ service electrical
loads has led to a power station concept
whereby power generation output is
common to both propulsion and the ship; the
Integrated Full Electric Propulsion (IFEP)
concept. This introduces increased
flexibility and better use of running assets if
matched to a high service load and a variable
propulsion operating profile. Ship electrical
loads are likely to increase further in the
future as the trend to replace fluid power
systems with electric actuation gathers pace,
leading to the All Electric Ship.
The key driving force for change is therefore
the electric argument and the benefits it can
provide.
Assessments and Decisions
All these developments lead to a burden of
choice for the ship operator looking to
upgrade their fleet or purchase new
platforms.
To deviate from current practice often will
require a commercially viable argument
supported by a technical justification so that
the necessary agreements can be obtained
from the fund holders.
The technical agencies within an
organisation have to decide which way to
proceed from some form of assessment of
the options. There are today active debates
over the following points:
• Electric drive versus direct engine drive
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Naval Engineering Department
Author: John Buckingham
• Medium speed diesel engine versus gas
turbine engines for power generation
• Podded drives versus conventional
propellers
• Propellers versus conventional or
submerged waterjets for 25 to 30 knots
• Fixed pitch versus controllable pitch
propellers
• Hybrid versus simple propulsor
arrangements
The tool created by BMT Defence Services
can allow such debates to progress with a
more complete set of information and will
allow the best match to the ship’s own needs
to be found.
Propulsion System Analysis Tool
Often, ship owners want to have early broad-
brush assessments of the benefits of different
P&PS systems for their future projects. In
the past this would have been undertaken
through automated spreadsheet methods.
Although such methods were successful,
they still required a significant amount of
effort to adapt them to new P&PS
arrangements.
Tools do exist which are applied to P&PS
definitions to derive performance data. The
best established of these is the USN’s
Advanced Surface Ship Evaluation Tool
(ASSET). In the past the UK MoD have
made use of a BAE Systems package which
is spreadsheet-based and benefits from the
RN’s actual operating experience and cost
data.
The P&PS system analysis tool was
developed by BMT Defence Services in the
MATLAB™ software environment for use
in-house. Ptool is constructed in a modular
arrangement so that new P&PS
arrangements (or cases) can easily be added
to the existing ones. This flexibility allows
novel applications to be treated in a
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relatively short period with a minimum of
effort.
Such modules can be integrated into the
remainder of the tool so that the effort
involved is minimal. The number of
modules have grown with each new
customer as each project brings its own
specific areas of interest and novelty. The
following classes of propulsion cases
(Pcases) are current defined:
Pcase Propulsion Case Description
Number
10 Direct Drive
20 Inboard EPM & propeller
30 Podded Drive
40 Z-drives with IFEP
50 Mixed Drives
60 Water-jet drives
The following questions are examples of
topics where Ptool has permitted customers
to make a system design decision.
• What is the outline Unit Purchase Cost
(UPC) of a range propulsion packages?
• How much will they save me each year
over a baseline design?
• What is the fuel load for my endurance
needs?
• How will weight and space budgets
change?
• What is the best trade-off in the range
and quantity of engines and the number
of cylinders?
The answers to these questions are answered
through the derivation of annual operating
costs through an analysis of the ship’s
operating speed profile.
To find the best P&PS solution for the vessel
and its operating profile without using Ptool,
requires a significant amount of time and
effort. Often these factors mean that the full
range of possibilities cannot be considered
and a less suitable, and often more costly,
solution is implemented.
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Naval Engineering Department
Author: John Buckingham
To permit a greater number of options to be
considered, Ptool employs a library of
component data, to allow the designer to
establish rapidly the principal operating
features of a given P&PS option.
The generated results data is compared to
demonstrate the sensitivity of different
options to each other. Ptool is therefore best
considered as a comparative tool for the
large set of initial options. Once the number
of options is reduced, the definitions of
P&PS components can be made more
accurate so that estimates of actual
performance can be established. This may
allow the claims of different equipment
suppliers to be assessed in the context of the
whole P&PS.
The approach is therefore one of matching
the propulsion solution to the ship’s
operating speed profile. Ptool is most
valuable for ship’s with varying electrical
loads across ship’s speeds and those with a
wide range of operating speeds.
The Applications
In the past ten years, Ptool has been used to
review and determine the P&PS for a
significant number of naval and civilian
ships, both in the UK and abroad. The
ability to provide a rapid response to a
“what-if” enquiry means that a consultancy
service can be provided at a competitive cost
with a flexible approach.
BMT Defence Services have provided
increasingly complex responses to these
questions for the following project
applications, all of which have complex
service loads and speed profiles.
• UK fleet tanker (BMT’s own Aegir-
design), the UK LSDA/ALSL and the
Canadian Logistic Support Vessel.
• Queen Mary 2 liner (1999) and
numerous other commercial applications
including ice-breaking lifeboats (2007)
and LNG carriers (2009).
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• UK Future Surface Combatant (FSC)
(trimaran and monohull versions up to
2007 and more options in 2009)
• UK CVF and other aircraft carrier
projects.
• Fast Transit Craft and other high speed
craft including pentamarans.
Option Generation
For each of these applications typically over
twenty different P&PS options were
generated with five or so different
configurations. For the UK FSC, electric
P&PS configurations included diesel and GT
engines and all GT engine options.
Different electric motor technologies,
including geared electric drive [4] were also
considered.
Each of these options were analysed using
Ptool to generate weight, capital purchase
and running cost estimates as well as engine
running schedules. Parametric values are
reported at each point along the power
transmission line from the ship’s resistance
through to the engines’ fuel and lub oil
consumption.
The resulting set of data allows answers to
the questions posed above to be formulated.
More importantly, Ptool allows this analysis
to be effected rapidly once the basic
platform and P&PS option data are defined.
MAY 2010 johnb@bmtdsl.co.uk
Naval Engineering Department
Author: John Buckingham
The Library
Ptool makes use of a library of generic
engine, motor, converter and propulsor data
to reduce the data entry required. Data from
several different diesel and gas turbine
engine suppliers is recorded. This is the
specific fuel and lub oil consumption for an
engine as well as the NOx and smoke
emission levels. [5]
A component library contains information
on specific performance of power
transmission equipment.
Performance curves for a range of propulsor
devices are also recorded in a library for
easy option definition.
The electric motor and convertor
technologies are defined by generic
performance characteristics such as their
operating efficiency over speed or load
conditions. The library includes the High
Temperature Superconducting motor.
Generic parametric data on weight and cost
relationships allows estimates to be made for
any selected size.
All such library information is updated as
new applications demand new equipment.
Where no hard data exists, cost data is
generic so that valid comparisons can be
made between different options of varying
engine quantities and sizes.
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Ptool: Propulsion Analysis Tool Author: John Buckingham

Figures
Ptool outputs over 50 standard figures showing a wide range of analysis information. Other data
generated by Ptool can also be formatted into graphic output. Some of the figures are shown here.

Engine Usage and Loading v Ship’s Speed

This plot shows the engine load and the number of running engines at each ship speed, in harbour
(after the top speed on the x-axis) and at the endurance condition (similarly after the harbour
condition data). This allows the engine set-up to be assessed at each speed so that the suitability
of an engine installation to the speed profile can be viewed.

The plot also provides the estimate of annual fuel consumption and the required endurance fuel
demand. The annual engine running hours for each engine are identified together with the time
averaged load of each type of engine.

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Ptool: Propulsion Analysis Tool Author: John Buckingham

Engine Specific Fuel Consumption

Engine specific fuel consumption (Sfc) at different engine loads. This shows where the engine is
operating across it load range. The plot allows the Sfc to be verified after allowances for engine
driven pumps and other factors such as tropical de-rate are taken in account. The characteristic
will also enable the effects of a change of fuel to be identified, ie for ships with dual-fuel engines
which can operate with MDO or LNG, for instance.

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Ptool: Propulsion Analysis Tool Author: John Buckingham

Auxiliary Engine Running Hours v Engine Loading

Annual engine running hours at the percentage running load of each engine. This shows the
auxiliary engines’ running hours per year for different loads which correspond to the ship’s
operating profile. Such a plot shows how the engine are being used and may indicate where they
are running too lowly or highly loaded for extended periods of time.

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Ptool: Propulsion Analysis Tool Author: John Buckingham

Engine Fuel Rate v Ship Speed

This plot shows how the fuel consumption varies with increasing ships speed. The changes in the
number of running engines alters the characteristic to allow decisions to be made on the best
operating speed for each ship condition.

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Endurance Distance v Ships Speed

This plot shows the endurance distance for each ship speed across the speed range. For the
electric propulsion ships, there is a trade off between:

a. the time spent at sea and its increase in overall 440V consumption, and;

b. the ship’s speed, where the faster the speed, the higher the fuel consumption.

Time Averaged Load v Engine Sizes

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The time-averaged load is shown for different sizes of principal and auxiliary engines. The
darker red colours show where best use is made of the installed engine combination. This graph
allows engine installations to be matched closely to the ship’s operating profile and the loading at
each ship speed within that profile.
Reporting
Once a P&PS option has been defined and
analysed, different reports can be generated
with ease.
The output data includes the engine set-up at
each ship speed. This data is influenced by
the choice of Propulsion case. Amongst the
whole set of integrated electric propulsion
Pcases, there are two distinct types: lowest
prime movers operation and load balanced
(economy) operation. The former is most
suitable for applications where stealth is
required (warships) or where the hourly
maintenance cost is high and the best
economy is with fewer larger engines
running. The latter mode is more suitable
when the combination with the highest
engine load is the most economic.
In studies these two modes are used together
to allow the consequences of different
operating policies to be established. It is
believed that this approach to P&PS analysis
makes recognition of an important and
perhaps previously overlooked aspect: that it
is not sufficient to consider the operation of
one option under just one mode. Amongst
the different combinations of modes, each
mode may match a different aspect of the
system’s required behaviour.
One example of this issue is the introduction
of waterjets. Below 25 knots they are not
considered to be economic compared to
propellers. However, they offer high thrust
at all speeds. A combination of both
waterjets and propellers would therefore
together meet a requirement for the
availability of high acceleration or good
economy at low speeds through different
operating modes. The tool has been used to
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Naval Engineering Department
Author: John Buckingham
model conventional [6] and submerged
waterjets [8].
The through-life cost justification for ships
recognises that future fuel costs may well
rise significantly. The fuel consumption
data is therefore essential for establishing
inputs to any sensitivity analysis of this
parameter. The actual annual fuel
consumption at each speed is determined. It
is then compared with the ship’s operating
profile, to allow the annual fuel consumption
to be defined.
The running hours for each engine when
used with generic library data on engine
maintenance costs per running hour, permit
the annual maintenance costs to be estimated
and the suitability for the time between refit
to be assessed and reported.
One output from Ptool includes the Time-
Averaged engine Load (TAL) parameter.
This allows the suitability of a given engine
fit to be compared with the operating profile.
A good match will result in a high TAL
figure. This parameter is used only as a
comparative tool but it is a good non-
financial indicator which is independent of
engine supplier data on maintenance costs
and fuel consumption.
Acquisition Costs
Ptool produces a report on the indicative
procurement costs and weights of the
principal propulsion equipment for each
option. This data is written to a spreadsheet
together with the analysis of the running
costs.
Performance
The specific propulsion parameters at each
point in the propulsion line are stated at the
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endurance speed and a user-selected
reference speed. The parameters include
component percentage, and specific power,
loadings as well as performance efficiencies.
The number of running engines is also
provided.
The key output from this report is the
endurance fuel load. As this feature has a
significant effect on the fuel tank volumes,
the derivation is clearly presented.
The report provides a crude estimate of the
maximum achievable speed for endurance
and delivery conditions for fully loaded
propulsors.
Reference Speed Data
Often users wish to be aware of equipment
loadings at fractional speed values. The
generation of such data is provided through
interpolation of the data set generated
through the step-by-step approach. The data
provided is similar to the performance report
above and contains data on the power
transmitted at any point in the P&PS. The
power information is established through a
step by step analysis of the power train from
the propulsor to the engine output shaft.
Inputs
The Ship
The ship data input file comprises a
definition of the ship’s resistance: This can
be defined through either:
a. The use of standard models such as
Holtrop & Mennen (1984)
b. Known resistance as a set of
polynomials
c. A linear interpolation from a set of
resistance data for similar ships.
Temperate, arctic and tropical resistance
conditions can be studied with different
ship’s 440V loads. The ship’s resistance is
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Naval Engineering Department
Author: John Buckingham
factored to permit the arctic and tropical
conditions to be found.
The endurance resistance is defined. This
may be achieved by:
a. Applying a factor to the delivery
condition or a specific characteristic;
b. Defining the effective power or the
resistance by a polynomial.
The propulsor performance can be user
defined or the propulsor type identified and
the performance data taken from the
propulsor library which includes pods,
azimuthing thrusters and waterjets.
There are three different methods for the
modelling of waterjets [6]
A questionnaire lists the set of input data
required for an analysis. Where data is
omitted, assumptions can be made before
specific effort is applied to a sub-set of
selected options.
Propulsion Options
Each propulsion option can be distinguished
by the selection of engines, propulsors or
configuration. A set of different options can
be established very quickly and this facility
offers a powerful means of undertaking
rapid assessments so that studies can
converge to the best sub-set of propulsion
options for a more detailed consideration.
Examples are attached of the data input
sheets and the reporting sheets.
Engine Combinations
There is a supplementary tool which allows
the user to enter a figure for the required
installed power. The engine tool then uses
the library of engine data to select realistic
engine combinations to meet this installed
power. This is a powerful feature when
generating power generation options.
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Developments
John Buckingham
With each application, Ptool will continue to Chief Mechanical Engineer,
be developed so that its library is extended Naval Engineering Dept.
and its functionality increased. It is hoped BMT Defence Services Limited
that Ptool will permit propeller noise 210 Lower Bristol Road
assessments and reliability performance [7] Bath BA2 3DQ
to be generated in the near future.

References
[1] R. H. McFadden, Advanced
Integrated Electrical Marine
Propulsion Systems, MER, April
1995.

[2] Moss, N.J. Diesel or ac electric

propulsion? The choice facing the
ship designer. INEC 1992.

[3] Köhler, H W, Cruise Vessel

Propulsion, Diesel Engines and Gas
Turbines - a techno-economical
comparison, HBS International, Sept
1999.

[4] Maillardet, P and Hoffman D A, The

geared medium speed induction
motor - a viable alternative to
permanent magnet motors for full
electric propulsion, INEC 2000.

[5] D Stapersma, The importance of

(e)mission profiles for naval ships,
INEC 94.

[6] J Buckingham Modelling of

waterjets in a propulsion system
RINA Waterjet Propulsion IV, May
2004

[7] MOSys, Models for Operational

Reliability, Integrity and Availability
of Ship Machinery Systems.
Brite/EuRam project No. BE97-
4429.

[8] W Giles et al. The Advanced

Waterjet: propulsor performance and
effect on ship design. INEC
Portsmouth. May 2010.

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