s YearsInnovations in Shipbuilding

Navigare Necesse Est

PagePeople, visionaries and pioneers 4 – 7Werner von Siemens, . . .

Shipping – Motor for cargo transport 8 – 11The significance of shippingfor global trade

Siemens brings light into the dark 12 – 15From the filament lamp to stage systems

Without extension cables – 16 – 21Floating power stationsGenerating and distributing power

The driving force behind the scenes 22 – 27The propulsion system becomes electric

Safety on board 28 – 33Sea travel becomes safer

Realistic visions 34 – 37To new horizons

Timetable 38 – 39Milestones of electrical engineering on ships

Photos/illustrations:

Astilleros Balenciaga/Spain;

Blohm + Voss GmbH/Hamburg;

Deutsches Museum/München;

Deutsches Schifffahrtsmuseum (DSM), Bremerhaven;

Elbe und Flut Archiv/Hamburg;

FOTOFLITE/Norfolk;

Fr. Lürssen Werft GmbH & Co KG/Bremen;

Graphics@Design, B. Sadler/Hamburg;

Hamburger Hafen- und Lagerhaus-AG/Hamburg;

Hasenpusch-Photo/Hamburg;

Howaldtswerke-Deutsche Werft AG/Kiel;

Koerber Industriefoto/Dorsten;

Kon-Tiki Museum/Oslo;

Marine-Offizier-Vereinigung/Bonn;

Meyer Werft/Papenburg;

Michael Nitz/Wedel;

P&O Cruises/Southampton;

Piper Verlag GmbH/München;

Scandlines Deutschland GmbH/Rostock;

Schlüsselburg/Cuxhaven;

Siemens-Archiv/München;

Teijo Niemela/Finland;

Ullstein Bild/Berlin;

www.worldshipsociety.org;

Yacht Photo Service/Hamburg

Navigating into the futureFirst, we brought light onto ships and now we are puttingall our energy into creating the fully electrical ship.

Exploring, conquering, fishing and trading are just some of themany reasons why people take to the water and have been doingso for thousands of years. Seaworthy canoes made of tree trunksexisted even in prehistoric times. Phoenicians, Romans, Vikingsand Hanseatic states conquered countries and markets by gainingaccess to them by sea. Spaniards, Dutchmen and the Englishestablished world-wide imperiums on the strength of their fleets.

The paddlers in a boat made of a single tree-trunk only hadmuscle-power. Galleries in which hundreds of slaves workedthemselves to death marked the pinnacle and limits of theprinciple of hand-powered craft. But then came the idea of usingthe wind: from the simple sail to a mast and then the complextackle of the fast clippers.

After this, it was a long time before a third source of energy wastaken on board. In 1838, the first crossing of the Atlantic by asteamship took place. As early as 1879, Siemens supplied lightingsystems for ships and introduced electricity on board. Siemensdevices were soon being used for navigation, machine controland ventilation as well and, when the diesel propulsion systemstarted its triumphal march in ship-building, Siemens technologyspread to the whole of the ship: from the generation anddistribution of electrical energy to drives for winches and steeringgear and the main propulsion system.

In the context of a globalized economy, cargo transport by seais continuing to increase. There is also a demand for modernferries, cruise ships and seacraft for the navy. Against thisbackground of growth, environmentally acceptable, electricalpower generation – in the form of fuel cells – as well as electricalpropulsion systems – in the form of superconductive engines –are playing an increasing role on the basis of technologies forwhich Siemens is the pace-setter.

This brochure is intended as an invitation to you to take part ina voyage through time: through 125 years of exciting Siemensship-building – right up to the present day and even further intoa promising future.

Welcome on board.

The interior of the large machinehall at the International ElectricalEngineering Fair in Frankfurt amMain with a view of the heavy-current exhibition area of Siemens& Halske, 1891.

People, visiona

aries, pioneers

The rapid development oftechnology is inextricablyintertwined with legendarynames – names of men whowere pioneers in their field,who developed an idea withgenius and determinationuntil it was ripe for implemen-tation. One of these namesis Werner von Siemens, aman who combined vision,technical knowledge andbusiness skills at the sametime. There is hardly anyonein history who advanced theuse of electricity to the sameextent as he did.

The needle telegraph: the first step

In 1847, Werner von Siemens, who was31 years old at the time, and the mechanic,Johann Georg Halske, set up the “Tele-graphen Bau-Anstalt” (= TelegraphConstruction Institute) in Berlin. Theirfirst product was the needle telegraph,which Siemens had improved. This wasbasically the first step towards theirinvolvement in ship-building. A little later,Siemens would use related technology forshipside communication and control. Hewas also involved in the production andlaying of telegraph cables at a very earlystage. This was actually the direct reasonfor Siemens technology being subsequent-ly adopted on board ships.

Siemens makes light on the Faraday

In 1874, the English branch of Siemensbought the Faraday, a specially designedship, to lay the transatlantic cables betweenEngland and America. To enable work tobe continued at night, Siemens installed

a generator and a bright arclamp on the Faraday in 1877.It was thus the first electrifiedship in the world. From 1879onwards, many others followedsuit. A precondition for thisdevelopment was Werner vonSiemens’ discovery of the elec-tro-dynamic principle in 1879.

This made the practicalapplication of electricity possiblefor the first time in 1866. Withhis dynamo machine, mechani-cal energy can be converted intoelectrical energy economically.

Siemens starts the world moving

The next thing Siemens dedicated himselfto was the reverse process: the generationof propulsion energy from electric current.In 1879, he put the first electric locomotiveon the rails and, just a little later, theelectric tram was a characteristic featureof many cities throughout the world. Inship-building, it took a little longer untilthe electric drive became accepted. ButWerner von Siemens, himself, showed theway forward: in 1886, he built the small“Elektra”, the first electrically driven ship.

6

Werner von Siemens,1843

Needle telegraph, 1847

Dynamo machine, 1866

Johann Georg Halske,um 1855

People, visionariesand pioneers

Routes of the transatlantic cables

7

Hans-Joachim Kosack

Sigmund Schuckert

Otto Krell

At the Berlin trade fair, 1879: the first electrical railwayin the world (with power supplied from outside), built bySiemens.

Drawing of the gyro compass, 1914

Twenty years later, this made it possibleto build the first useable submarines.Siemens was the one who haddemonstrated that it was possible.

Pathbreaking: The gyro compass

Werner von Siemens also showed himselfto be a progressive thinker in his searchfor a better compass. In 1888, he acquiredthe patent for a gyro compass that wouldalso work behind the thick steel walls ofmodern ships. The difficulties, however,appeared to be insurmountable – evenin principle. A second attempt in 1904also came to nothing. Competitors werehardly any more successful until, in 1908,Hermann Anschütz-Kaempfe presenteda halfway usable gyro compass. Andthe Siemens patent of 1888 played acontinuing role in the struggle for vaguelyformulated patent descriptions. Thecomplex problems of the gyro compassat the time took research and develop-ment to their limits. Later, inventors suchas Anschütz-Kaempfe and Boykow offeredtheir ideas to large companies such asSiemens, where large teams were able tocarry on the development work they hadstarted.

Pioneers at Siemens: It can be done!

In the spirit of “It can be done”, men atSiemens have repeatedly come up withpioneering achievements. SigmundSchuckert, for example, whose Nurembergfactories were merged with Siemens in1903. In 1886, he succeeded in makingand grinding the first glass parabolicreflector for electric projector lamps –against the advice of experiencedopticians. The manufacture of ships’projector lamps was then one of the mainbulwarks of Siemens ship-building fordecades after. Another pioneer was OttoKrell, the first manager of the ship-buildingdepartment. He played a decisive role indeveloping electrical systems for the navyas well as for the merchant navy. Anotherwas Hans-Joachim Kosack, Grell’s successorfrom 1951 to 1966. He fought againstmany sceptics and successfully introducedthree-phase current for ships. Today aswell, people at Siemens are still workingin the spirit of the former pioneers: forexample, on the all electric ship of thefuture. It can and will be done.

Shipping –Motor for cargo

Hamburger port in 1908

transport When most people talk aboutmeans of transport today, theyusually mean cars, aircraft andtrains. In contrast, ships andthe romanticism of seafaringseem to belong to the past.What a mistake! The only thingthat is right about this idea isthat the ship is no longer afavored means of transportfrom A to B. After the SecondWorld War, the great passen-ger ship lines were soon incompetition with largepropeller-driven airplanes and,later, against the jets, they hadnot the slightest chance.Nowadays, many ferries arebeing replaced by bridges ortunnels.

Of course, having fun on cruiseships is a pleasure more andmore people are turning to,but on the whole, what countsis that over 80 % of freight isnow transported by sea. Worldtrade without ships is simplyno longer conceivable. TheEnglish language hits thenail on the head by simplyreferring to all methods ofdispatching goods as“shipping”.

Shipping –Motor for cargo transport

Electrically operated cargo winchesenable faster and more comfortableloading and unloading.

The port of Hamburg in 1883

The MV Glenogle, a typical general-cargovessel of the sixties

10

The fleet continues to grow

It may be true that the romanticism ofseafaring is a thing of the past but cargotransport by ship only really began in thelast 100 years and rapid growth did notstart until after the Second World War.Here are just a few figures that speakvolumes: in 1900, the world’s totalmercantile fleet had 29 million grossregister tons. In 1950, this was already 85million – almost three times as much. Butonly 20 years later, it had again almosttrebled to 227 million. Ten years later, ithad practically doubled to 420 million.Then, at this particular time, shortly afterthe oil crisis, the growth appeared to haveended. But by 2003, the fleet had increasedagain by 100 million to the over 500 milliongross register tons of today.

Global network

The fact that the world’s population hasgrown dramatically in recent decadesexplains part of this development. Oil alsoplayed a large role in that it was only afterthe war that oil became the main rawmaterial and source of energy for theworld economy. It had and still has to betransported from the oil extraction regionsto the consumer, the result being that 40per cent of the world’s shipping tonnageis accounted for by oil tankers. Finally,there is the process of globalization, theincreasingly closer interconnection ofnational economies, that is continuingto intensify the flow of goods all overthe world.

1900 1950 2000

100

200

300

400

500

Gross register tonnage in millions.

11

Better and better ships

All this only became possible thanksto the progress made in ship-building.Wood was replaced by steel, sailcloth gaveway to steam power, then came the steamturbine and finally the diesel engine,whose efficiency was constantly enhan-ced. Container ships also enabled muchquicker transshipment of goods. Lastbut not least, Siemens and the electricalengineering industry played a large rolein this development. Without lighting andelectrical auxiliary propulsion systems, itwould not have been possible to buildsuch large ships. And without electricaland electronic control units, they wouldnot be so efficient and safe.

Siemens stays on course

In cases where very high speeds are notso important, ships are an unbeatablyinexpensive and energy-saving means oftransport, although the need for evenmore economical and more environment-friendly propulsion systems is growing.The solution will be found in highlymodern electrical drives. And even if theglobal fleet of mercantile ships does notgrow any further, old ships have to bereplaced by modern ones every year.Just as 125 years ago, Siemens is settingthe pace of technical progress.

With the help of theadditional “tree winches”,plane-parallel loading ofcontainers, for example, ispossible or precise “spot-loading” of automobiles(middle of the nineteen-sixties)

When the container was invented, a completely new typeof ship was to be seen in ports: the container ship.

Container ships required completely new loading andunloading equipment as well as completely new ports.

Siemens brings into the dark

The Faraday, a cable laying shipspecially built for Siemens in 1874.

Whether fishing boat orfrigate, sailing ship or steamcruiser, everything was darkbelow deck 125 years ago.When the captain madeentries in his logbook, theloading master looked forstowed cargo or the sailorread a letter from his loved-one in his berth, they had todo so in the dim murky lightprovided by stinking oillamps. This did not changeuntil Siemens came on boardand created light where itwas dark, right in the bowelsof the ship.

light

Turning night into day

Siemens first venture onto water wasin 1874, when its English subsidiary,Siemens Brothers, operated a special shipcalled the Faraday to lay transatlantic cablesbetween Europe and America. In orderto avoid having to stop work at night, anelectrical system was installed on theFaraday in 1877, the first in the world ona ship. The equipment consisted of a direct-current generator and a large arc lamp.This lamp contained two carbon electrodesto which voltage was applied until a brightarc light was created between them. It thusbecame possible to completely light up thedeck of the Faraday.

One year later, Siemens launched thedifferential arc lamp on the market, inwhich the carbon rods, which graduallyburned away, were re-adjusted auto-matically. It was therefore possible toconnect several lamps to one generatorand use them to illuminate the ship.The arc technique was more suitable forprojector lights but it was the best kind oflamp at the time, given that gas lightingon ships was not a possibility. In 1879,Siemens equipped three German ships withelectrical installations: the Hannover, theTheben and the Holsatia were fitted outwith generators, projector lights andinterior lighting. In the same year, Siemensand Halske delivered a power generationand lighting system to England for the Cityof Berlin. These orders 125 years ago areregarded as the official start of a longhistory of success: Siemens had boardedand was to remain on board ship.

14,000 lamps on board

The great boom in ship lighting,however, did not begin until afew years later when usablefilament lamps appeared onthe market. In 1883, Siemensequipped a ship with such lampsfor the very first time: the Elbe,a steamship belonging to Nord-deutsche Lloyd. Just under twentyyears later, Siemens celebratedwhat could be described as a festival oflight when the Imperator, a fast steamship,was illuminated with 14,000 filamentlamps. If the original, sensitive carbon

Siemens bringslight into the dark

14

In 1905 Siemens brought theTantalus lamp on the market.

This lamp had considerableadvantages over the previous

carbon filament lamps: it shonemuch more brightly and had

a much longer service life.

In the light of this progress,the small metal filamentlamp triggered a new erain ship-building, makingpossible the constructionof much bigger ships.Without it, the interiorswould have beenimpossible to illuminateor use.

The most up-to-date technical stage systemsare now a standard feature of cruise ships.

Siemens-Schuckertwerke coastal searchlight with a glass parabolic reflector 2 m in diameterand remote control – 1912

Atmospheric lighting for a balmy summerevening at sea.

1912 – one of thelargest steam-

ships: theImperator (52,000gross register tons)

belong to theHAPAG shipping

company,equipped with

electrical systemsfrom Siemens.

15

filament lamps had been used, the14,000 lamps would never have lit up atthe same time. But, in 1905, Siemens hadintroduced the first metal filament lamp(the “Tantal”), a considerable improvementover the old type.

Projector and signal lights –The heart and soul of business

With its projector light on the Faraday,Siemens had established its maritimebusiness and, for a long time, such lightswere the main pillar of this business. Again,this was connected to pioneering workthat was done – this time by SigmundSchuckert in Nuremberg. In 1886, hemanufactured a glass parabolic reflectorfor searchlights for the first time. TheSchuckert factories were then able tosupply the whole fleet of the German navywith the new, very bright projector lamp.After Siemens had taken over the Schuckertfactories in 1903, the Siemens ship-building department achieved a third ofits sales with searchlights and signal lightsfor many years to follow. It was only whenelectronic positioning and communicationsystems were developed that projectorlights became less important, the end resultbeing that Siemens handed over theirmanufacture to special companies.

For a long time, modern fluorescent tech-nology remained dominant on ships –reliable, economical but not particularlystriking. Occasionally, however, light effectsare again being presented at sea, areminder of the magnificent 14,000 lampdisplay on the Imperator. On passengerships, especially cruise ships, boringlypractical lighting is just not good enough.The right mood has to be created. WithSiemens’ sophisticated stage systems,for example, night is made into day inthe large dance hall.

Without extensFloating powerstations

Prior to the use of electrical drives: Manoeuvringwith a hand-operated capstan on a sailing ship.

The history of Siemens at seabegan with electric light.Good light was needed onboard and electric light wasthe best. The only problem,of course, was that electricityhad to be provided and thishad to be done on board asit was only possible to useextension cables in ports.

sion cables –

Without extension cables –Floating power stations

Synchro generator 2001

Ship’s dynamo system in the years after 1880

18

Growing number of loads

The source of energy on board was steamfrom the main engine. Steam was usedto propel the ship and to operate all thenecessary auxiliary machinery such aspumps. It was only for electric lamps thatsteam was of no use. In 1877, the Faradaywas therefore given a direct-currentgenerator with its own 4 horsepowersteam machine to add to its new arc lamp.This method did not change much as longas lamps and later telegraphs were theonly electric loads on board.

But then, larger and larger ships were built,one of the main reasons being the newinterior lighting systems. On such largevessels, steam pipes to remote machinerywould have been far too long and compli-cated – with corresponding losses andpotential sources of faults. Electric motorswere therefore the next thing to be broughton board: for the steering gear, winches,fans and on-deck machinery. The luxuriouspassenger steamship, the Imperator, had225 motors with a total of 1,200 kW onboard in addition to its 14,000 filamentlamps and equipment for the electricaltransmission of control commands.Five turbo-dynamos with a total poweroutput of 1,440 kW supplied energy tothe loads via 800 kilometers of armoredcable and 1,600 kilometers of rubber-insulated wires.

The first large diesel engine with anastonishing output of 12,000 horse-power,intended for the liner called PrinzregentLuitpold. Ordered in 1909, start of testingin 1914, completion in 1916.

Diesel and electricity –A powerful team

However, it was mainly the gradualtriumph of the diesel motor that openedup the way for related equipment on

board. Wherever a dieselmotor propelled a ship, therewas no longer any steam tooperate the auxiliary machi-nery. The result is that electricmotors are now to be foundeverywhere – in loadingwinches, maneuveringwinches, steering gear and

so on. Step-by-step, the task of powergeneration was also taken over by dieselmotors – even on steamships. As earlyas 1912, the imperial navy generatedits electricity with diesel motors onseveral steam-driven liners.

Turning the “tap” on –Power from the propeller shaft

At first glance, it was astonishing that aship's electricity was always generatedwith on-board auxiliary machines –whether a steam machine or dieselpropulsion was used to power the ship.Initially, the obvious and energy-savingidea of “tapping” the continuously rotatingpropeller shaft and thus the ship's ownengine met with little interest becausediesel oil, which powered the so-calledmain diesel, cost almost nothing at thetime.

Later, the concept would have beenwelcomed but the new three-phasetechnology with a constant frequencydemanded a constant speed of propellerrotation – an illusory goal at the time. Itwas not until semiconductor technologywas introduced in the middle of the sixtiesthat it became possible to transform theelectricity obtained from the propellershaft so that it was available with thenecessary frequency. The more expensivefuel became, the more shipowners wereinterested in the new shaft generatorsystem from Siemens.

Electrically powered loading winches onthe motor ship Selandia, 1911

19

In 1909, Siemens built two experimental boats, each of whichwas equipped with a 20 horse-power gasoline engine.On the same shafting, there was a direct-current machinethat functioned both as a motor and a generator – the basicprinciple of today's shaft generator systems.

Siemens suppliedelectric motors forthe winches and alsothe large generators,switchboards andspecial cables needed

Since 1967, Siemens has been supplying shaft generatorsystems with which additional current can be obtainedfrom the propeller shaft.

38 kW pole-changing multi-speed motor forpowering loading winches (1954)

In 1955, the Cap Blanco was the first ”three-phase ship” of the Hamburg Süd shipping company.

The first three-phase loading winches used on board for thefirst time in 1955 on the Cap Blanco (cooling fan cover open).

Without extension cables –Floating power stations

20

Squirrel cage rotor and the clock trick:The secret of the new power system

Up to 1954, the world of electricequipment on-board ships remained adirect-current world just as it was 125 yearsago. The fact that things then changedwas essentially due to the pioneeringwork done by Siemens. At Siemens, peoplehad long been aware of the potentialadvantages offered by a three-phasesystem in ship-building. Two Siemensinventions made the changeover possible:in the poetic language of the engineers,they were called the “constant-voltagegenerator” and the “pole-changing multi-speed motor”. In 1955, the first “three-phase” ship, the Cap Blanco from Hamburg,put to sea. Successfully.

There were, however, customers who hadtheir doubts about using squirrel-cagemotors to sensitively control three-phaseloading winches. Siemens engineer LutzAuer liked to take such customers toHamburg to see his demonstration winch.He used to suspend a ten-tonne block ofcement from the winch, five meters in theair. Auer persuaded his customers to placetheir wristwatches on the ground directlyunderneath the block, then he let it dropsuddenly, stopping the block a fewcentimeters above the watch. Whetherthe relieved watch owners were solelyresponsible for the developments thatfollowed is questionable but three-phasetechnology soon became a standard partof German ships and then in ships all overthe world. Its triumphal march had begun.

Opening up new sourcesof energy

In the following years, Siemens workedcontinually on making on-board powergeneration and distribution more eco-nomically efficient, safer and easier tomaintain. Semiconductor technology isa major factor in this respect. Electronicpower management guarantees that the

power system remains stable andcan provide the necessary energyin any place at any time. Recently,Siemens played a leading role inplacing the on-board supply ofenergy on a completely new basis.Generators and current limitersbased on high-temperature super-conductor technology (HTS) provide

conventionally generated power inextremely stable on-board electric powersystems in a highly efficient manner.

In future, HTS technology will also lead toconsiderably more economically efficient andsafer solutions for the supply of power onboard ships.

The on-board power stations supply the completeship with electrical energy. As with land-basedinstallations, short-circuits can occur when thereis a defect. If a short-circuit takes place, currentlimiters switch the power off in good time, thuspreventing subsequent damage that couldprevent the ship from maneuvering or could evencause a fire.

The series of pictures from the laboratory forhigh-voltage switchgear illustrate the forces thatcan be released and destroy protective devicesand components. Current limiters using HTStechnology limit the current even faster andalmost unnoticeably. In future, they will ensureeven more safety on board.

21

Fuel-cell technologyprovides a new powersource on board. Withfuel-cells, electricalenergy is generateddirectly, economicallyand without makingnoise.

Between steam and diesel –a gap for the electric motor.When Werner von Siemensinstalled his first electricalsystem on ships in 1879,steam power was the overalldominant force on-board.Electricity was generatedwith small steam machinesand the propulsion forcewas produced by large andincreasingly larger ones. Theyreached their high-pointwhen the piston steammachine was developed in1902, with monsters as big asa house with 17,000 h.p. Twoof them powered the KaiserWilhelm II, a 19,000 tonnesteamship. With cylinder boreholes of almost three meters,the technical limits of steampower were finally reached.

The driving forc be

cehind the scenes

Full steam ahead

At the beginning of the 20th century thechangeover to turbine steam machinestook place, at least for large ships: In1914, the Vaterland, a 54,000 tonnesteamship, had a turbine system withan output of 60,000 horse-power.To enable the Vaterland to make use ofits steam power, the ship had to bunkertrainloads of coal, almost 9,000 tonnes,which then had to be burned in back-breaking work by 377 stokers and steve-dores in 46 furnaces 24 hours a day. Butthis problem was soon solved by heatingthe water tanks of the large turbine shipswith oil. At the same time, the diesel motorbegan its gradual but complete triumphalmarch in ship-building. It was not possibleto say that there was a clear gap in themarket for electric drives. Nevertheless,electricity on-board became the drivingforce behind the scenes.

Dynamo man:Werner von Siemens

This was thanks to the efforts of Wernervon Siemens. The inventive engineer andbusinessman left no stone unturned whenit came to finding practical applicationsfor electricity, for “his” electrodynamicprinciple. In 1886, twelve years after theFaraday, he built another ship, the Elektra,just under twelve meters long. Its 4.5 kWelectric motor was supplied and controlledby four individually connectable accumu-lator blocks. The world’s first ship with anelectric propeller drive had a maximumspeed of 12 km/h and could travel atfull power for three hours before theaccumulators were exhausted.

One of the most powerful pistonsteam machines at the time; 17,000 h.p.

quadruple expansion machinefor the passenger ship

Kronprinzessin Cäcilie in 1907

The driving forcebehind the scenes

24

The passengerswere thrilled by thequietly hummingboat whichproduced hardlyany vibrationsat all.

1840 kW doubleelectric machine

Planesman of a submarine,to be clearly seen (frombottom to top) gyrocompass, rudder angleindicator and telegraph.

U 226, type VII B submarine

The Elektra, the first electricallypowered vessel, in 1886

The Permasyn motor optimizesthe propulsion of submarines.

The boat. The challenge.

In the end, it was the submarine that madeelectricity into a necessity for watercraftpropulsion. Because underwater travelwith steam or combustion engines wasimpossible and because everything had tobe concentrated in a very small space inbelow-surface vessels, the submarinebecame the great challenge for electricalengineers in the ship-building industry.

In Germany, the first submarines werebuilt in 1904 – for the navy of the Russian

tsar. And Siemens was involved, withthe Siemens factory in Petersburgsupplying the machines for all threeboats. When German submarineproduction started in 1906,Siemens played a major role in thecontinuous improvements and, up

to 1918, supplied almost 90 percent of all electrical machinesand switchboards for the 374

German submarines.

Improved propulsion

Constant improvement and furtherdevelopment of submarine propulsionsystems were greatly enhanced thanksto Siemens engineers in the followingdecades and right up to the present day.Siemens developed the Permasyn motor,for example, first for the submarines ofthe German navy and later for submarinesof foreign navies as well. This motorcombines all the virtues that are soimportant underwater and can, indeed,be vital: it is relatively small and light, itsoutput is infinitely variable and it runs veryquietly; thanks to its high level of efficiency,it makes especially good use of the energythat is available and works reliably andsteadily even under extreme conditions.

High temperature superconductors –New solutions

Even now, Siemens sets the pacein the development of new, evenrevolutionary ship's propulsion systems.Most importantly, there is the high-temperature superconductor technology(HTS), which makes it possible to buildmotors and generators that are evenlighter and more compact.

25

8,100 kW direct-current double motor fordriving the middle propeller on the Lenin, anicebreaker (1959).

The Moskva icebreaker with a direct-currentpropeller drive system of 16,200 kW, breakingan ice layer around 2 m thick (1962).

32,440 kW three-phase synchronousmotor, 2.3 kV, speed 121 rpm, for a

ship's propeller drive, 1938.

The driving forcebehind the scenes

26

Electricity for icebreakers

Outside of submarine construction,the electric motor as a means of shippropulsion always plays a specialist role.This is not really surprising, given thatpropulsion is provided by diesel-electricand, rarely, steam-electric drives, whichneed diesel machines as primary andelectrical machines as secondary motors(generator sets). This, however, is readilyaccepted since the diesel-electric drivehas important advantages: the generatorsets can be placed anywhere in the ship,separately from the drive motors. Whenthe ship is moving slowly and thereforeconsumes little energy, individual generatorsets are switched off. The degree ofutilization and efficiency can thus beoptimally adapted at any time. Theseadvantages make them especially suitablefor ferries, special ships, offshore vesselsand icebreakers.

Motors for icebreakers are the biggest itemsof direct-current equipment that Siemenshas ever supplied. In the nineteen-sixties,the Moscow, the Kiev and the Lenin – allSoviet icebreakers – were each fitted withan 8,100 kW motor from Siemens as wellas two machines half this strength. TheDeutschland, a ferry which belonged toGerman Rail (Deutsche Bahn AG) andwas built in 1972, had two powerfulmotors from Siemens on board, eachwith 7,720 kW.

Today, modern three-phase synchronousmotors are used. In the Grand Princess,a cruise ship, for example, two motors ofthis type with an output of 21,000 kW eachprovide an economically efficient drivesystem.

Quiet strength

In the nineteen-thirties, there were severalpassenger ships with an electric propulsionsystem. The French ship, the Normandie,with 79,000 gross register tons and fourtimes 30,000 kW had one of the largestelectric drive systems that had ever beenbuilt. In Germany, for example, thePotsdam and the cruise ship, the RobertLey, had electric propulsion systems.

For some years now, electricity as asource of energy has been looked at in

Installation of amodern 21,000 kWthree-phasesynchronous motor

One of the two 21,000 kW motorson the Grand Princess

The Normandie, a cruise ship in 1940

a new light, especially for cruise ships. Thereason is that, for luxury liners, extremespeed is not as important as comfort, thelatter being achieved by motors that runwith very little vibration and produce verylittle noise.

An ideal drive

The idea for “Pod” drives was notparticularly new but Siemens engineersapplied their imagination and know-howin order to develop this principle further.Working with Schottel GmbH, theydeveloped the Siemens-Schottel propulsor.The electric drive motor is outside the shipin a pod that can rotate 360°. Coolingis provided by seawater flowing aroundit. For the drive motor, Siemens uses apermanently excited motor such as thePermasyn motor. This drive combines aseries of advantages. The whole steeringsystem, for example, can be dispensedwith, the ship is more maneuverable aswell as being safer and more comfortableand yet there are less vibrations. And

the operating costs are alsolow. An ideal propulsionsystem for passenger ships,ferries, tankers, special shipsand so on.

Siemens is pleased to reportthat, once captains havemaneuvered a ship with a

pod, they never want any other kind ofpropulsion system for their ship.

The promising futureof Elektra’s inheritors

The limited oil reserves and increasingenvironmental problems are forcing peopleto think about how the ubiquitous dieselmotor can be replaced in ship-building. Alot speaks in favor of fuelcell technologyas a source of energy. Direct electric currentis produced which has to be converted intopropulsion energy in the most efficientway possible – for example with the helpof high-temperature superconductortechnology (HTS). This still sounds some-what futuristic but Siemens has alreadyhelped to develop both technologies tothe extent that they are now ready foruse in practice. In the foreseeable future,the electric propulsion system for shipswill be even more important than it istoday.

27

*Pod – Like a plane'sthrust-unit pod, thepod drive is suspendedunderneath the ship'sstern.

Safety on boardThe lightship ELBE 1 ensured the passage for internationalships through the mouth of the Elbe up to 1988.Afterwards an unmanned lightship took over this function.

When we at Siemens firstwent on board 125 years ago,we brought power generatorsand lamps, initially to providelight. This was also, of course,a great step towards im-proving safety. Whetherlight is directed at the deckor narrow, shallow shippingchannels, or whether itilluminates the spaces in thebowels of the ship, safety isalways improved in that theseaman can see better.This was even more impor-tant when the old, murkypetroleum lamps were stilla considerable fire hazard.

d

Safetyon board

First Schuckert projector lamp with a groundglass parabolic reflector, diameterapproximately 70 cm, 1886

Ship's telegraphwith the six-roller

motor fromSiemens & Halske,

1895

30

More light,more vision, more safety

In contrast, electric light became better,safer and more reliable – from the arc lampand the filament lamp to modern lightingsystems. Siemens played a central role inthis development process as well as in theimprovement of projector lamps, whichcontributed to safety at sea for many yearsin the form of orientation aids and morsesignaling devices.

“Aye aye Sir” –Making sure commands arrive

The clear and unambiguous transfer ofcommands is an important safety factoron ships in two respects. Firstly, commandshave to be given to crew members whoare often many meters and several decksaway. Secondly, control commands haveto be sent to machines and steering gear.If the captain wants to steer his ship “twodashes aport” and “half speed ahead”, thisinformation must arrive down below inthe engine room and astern at the steeringsystem quickly, precisely and reliably.Otherwise, things can get dangerous. Withspeaking tubes and rope pulls, the limitson large ships were soon reached. As earlyas 1893, Siemens launched the electricship’s telegraph which had a “six-rollermotor” and was the leading product onthe market for a whole ten years. ThenSiemens followed this with the “electricalshaft system”, which then proved itselfover many decades of use.

Special water-tight ship’s telephones“for noisy rooms” guaranteed that eventhe mechanic in the engine room couldunderstand what was being said. Thedevices for transmitting commands werecontinually improved and, since the sixties,electronic components have been in usehere as well.

In 1908, special ship’s telephonesfor “noisy rooms”

Functional drawing of the six-roller motor

The rear side of themarble switchboards on

the steamship,the Europa, 1930

The first large switchboard forships with switching devices onmarble panels at the front; here,with distributing switches on the

König Wilhelm II, a mailsteamship with two propellers

Modern switch-board on a ferry

31

Being highly visiblewith Siemens beacons

Seeing and being seen. Light in shippingis not only important for lighting purposes.More, larger and faster ships increased therequirements that were placed on landsideinstallations; the provision of betterorientation for ships in coastal areas bymeans of lighthouses and navigationguides, for example.

In 1902, Schuckert supplied a powerfulrotary beacon for the Helgoland light-house. The carbon arc lamps guaranteedthat the light signal could be seen 20 seamiles away. In the years that followed,Siemens supplied several beacon systemsof this kind, including the one for thefamous lightship, the “Elbe 1”. Later,Siemens was involved when lightshipswere replaced by automatic stations andwhen radar systems were added. Siemensdesigned the workplaces of the radarcontrollers ergonomically so that they wereable to concentrate fully on their highlyresponsible work.

Switching quickly and safely

The first electrical installations on-board ships were still very simple.The requirements for the switchboards,however, soon increased when the numberof loads grew and more and more safety-relevant units were connected to theelectric power system. On the one hand,the availability of the power system hadto be guaranteed at all times and, onthe other, reliable protection had to beprovided against overloading, overheatingand fire, for example. Finally, the crewsalso had to be protected against accidentscaused by electricity, this being the reasonwhy “deadfront” switchboards whosecontrol panels no longer contained anylive parts were introduced. Siemenswas one of the leading suppliers of shipswitchgear. The largest one the companysupplied was for the French luxurysteamship, the Normandie, in 1930.

On the right, a model of theprojector lamp system supplied in

1902 for the Helgoland lighthouse(top), with three rotating lamps

containing glass parabolic reflectorsand one directional lamp, each

reflector with a diameter of 75 cm.

Picture right on the top:Modern estuary control station

at the river Elbe mouth

32

Safetyon board

Chief engineer Proschmann’s classic

The Proschmann switch, produced bySiemens for many years until very recently,was an inconspicuous “classic”. Chiefengineer Proschmann, who worked atSiemens switchgear factory in Berlin,developed it in 1934 as a direct-currentcircuit-breaker for propeller propulsionsystems. The navy remained faithful to thisvery reliable and robust switch for manydecades – there was simply nothing tobeat it.

More safety through automation

A ship is only safe if all machines on boardare working reliably. Otherwise, even alarge ship is subject to the whims of currentand wind. Because the vital machines forpropulsion and control are often a longway away from the bridge, tours ofinspection all round the clock used to beone of the crew's more unpopular tasks.Gradually, electronic monitoring andcontrol systems from Siemens took overthis job. They can detect at all timeswhether the propulsion system and thesteering gear are working correctly. Theyregister faults immediately, signal the alarmand switch over to redundant units in avery short time so that the ship nevergets out of control.

Everything under controlwith the data network

Today, Siemens supplies comprehensivesolutions for ship automation based onthe latest technology – for monitoring andcontrolling all the machinery, the tank andthe ballast system and the holds, as wellas for signaling the alarm in the event offaults and accidents. Innumerable sensorsand measuring points are placed togetherin intelligent monitoring units andconnected via a ship-wide LAN networkcomposed of glass fiber cables. The dataare processed to create easily understood,on-screen graphic illustrations. The crewis therefore always kept informed of theoperating state of on-board componentsand can, if necessary, take correctiveaction immediately by means of controlcommands via the screen.

First electrical Siemens remotecontrol of the main machinefrom the bridge, on the Belgianferries, the Rupel und Leie, 1931

The Proschmann switch

In the engine control room,all the measuring and monitoringdata are brought together.

33

On today’s ships, measuring and monitoring data are permanently passedon to the on-board computer from all over the ship.

The computer detects the situation,displays emergency plans and givesthe user instructions on how to solvethe problem. Crews have never hadtheir ships so much under their controland never have they been able tocontrol it so precisely and safely aswith such an on-board network ofintelligent automation.

Protection against fire and water

A ship without water makes no sense atall; water is its element. But only outsidethe ship, if you please. Ifwater penetrates into thehull for some reason, thedanger is very high. Thisespecially applies, ofcourse, to fire on board.Like water, fire can bedangerous for a shipespecially if it breaks outin a concealed locationsomewhere inside thehuge hull. A widelyspread network ofautomatic fire alarmand extinguishingunits is therefore oneof the most importantsafety requirements onboard any ship. As earlyend of the nineteen-twenties, Siemens used tosupply leak pumps that startedoperating automatically whenwater penetrated the hull withoutbeing noticed by the crew.

A name you can trust

For 125 years, Siemens has stood for moresafety in ship-building – from the firstelectric dynamo to modern monitoring andcontrol systems. Even nervous landlubbersenjoy a voyage much more when they seethe familiar and reassuring name “Siemens”everywhere on board.

All the data are displayedclearly on the monitor of the

human/machine interface.

Fusiblefire alarm

Heavy diesel engines in shipshave never been beatenwhen it comes to efficiency,in other words the econo-mical use of oil. Large enginesare also happy with heavy oil,an almost tar-like residue ofthe oil refining process.Environmental protection,however, is setting clear limitsto the use of heavy viscous,sulphurous oil. And, whethereconomical or not, oil is reallytoo valuable to simply burn.Nevertheless, diesel-electricpropulsion systems willcontinue to obtain theirenergy from diesel oil fora long time to come.It is therefore all the moreimportant to work on findingnew alternative methodsof propulsion.

Realistic visions

s

Model of the “Frigate of the Future”

Fuel-cell module,120 KW

Realisticvisions

36

The future at sea belongsto electrification

Siemens is leading the field in the researchand development of alternative shippropulsion systems. The “green ship” ofthe future, which will be much moreeconomical, safe and environmentallycompatible, will be – what else – electric.

Frigate of the future

In the visionary project entitled “Frigateof the Future”, according to the developers,the many possibilities of computer-aidedholistic design and simulation of theship as a whole system are to beimplemented. The concept developedby an industrial consortium headedby Siemens incorporates numeroustechnical solutions: stealth systemsbased on special materials and a specialdesign for the drive units, a high degreeof automation for reducing the numberof crew members, equipment flexibilitythanks to a modern design and, finally,the latest propulsion technologies.

Electricity from fuel cells

Whether for military or civilian purposes,fuel-cell technology is extremely importantfor the fully electrified ship of tomorrow.Hydrogen and water are chemicallycombined to produce nothing other thansimply energy and water; no waste gases,no noise. The efficiency of fuel cells isfar superior to all combustion processes.The energy which is released is directlyconverted into electric current, thus againautomatically endowing the electric motorwith a role in the technical plans beingdrawn up for the ships of the future.

Model drawing U31, 2004:Submarine Class 212, the first submarine

worldwide with hybrid drive: diesel-electricpropulsion and air-independent propulsion using fuel cells.

U-31 during trials

37

Extra lightExtra economicalSuperconductors

Apart from fuel cells, high-temperaturesuperconductor technology (HTS) will alsoplay an important and complementaryrole in the ship-building of tomorrow.Certain materials called superconductorshave no measurable electric resistancebelow a specific temperature. HTSconductors therefore have a currentdensity which is fifty times higher thanconventional conductors. This enablesthe construction of very compact andefficient machines. Siemens has alreadyaccumulated a great deal of experiencein this field.

In ship-building, Siemens sees threemain tasks for HTS:� Small generators with a high power

density for supplying on-board powersystems

� Light, compact motors in pods and water jets for propelling large surfacecraft.

� Current limiters in order to improve the stability of these on-board power systems

U-31 is already diving withcurrent generated by fuel cells

In the latest generation of submarines forthe German navy, fuel-cell technology isalready being used and is ready for seriesproduction. The Permasyn motor ofthe U-31 obtains its propulsion energyunder water from fuel cells. The Siemensengineers are certain that the principlewill soon be of interest for surface vessels.Initially, the aim will be to replace theon-board power supply generators, whoseuse in ports and fjords is increasinglyregarded as unacceptable because of theemissions and the noise and will soonbe subjected to stricter legal restrictions.Siemens is therefore working on a fuel-cellgenerator that can supply the on-boardsystems. In contrast to the fuel cells inthe submarine, this type of generatorwill not run on oxygen from tanks butwill ”breathe” the surrounding air. High-output air-breathing fuel-cells are beingincluded in the considerations for newship concepts as a clean source of energyfor the propulsion motors of large surfacecraft.

Siemens engineers already developeda 400 kW motor in superconductor technology,

here in the system test room in Nuremberg.

Green ship technology includesmeasures to substantiallyreduce operationally basedemissions, measures to increasesafety at sea in nautical andtechnical marine navigation,supply and disposal measuresthat do not harm the environ-ment and finally preventiveand corrective maintenance.

1877 The Siemens cable-laying ship, the Faraday, is the first ship in the world to be equipped with an electrical system with generator and arc lamp.

1879 Siemens sells the first electrical installations for ship lighting. The history of Siemens ship-building officially begins 125 year ago with ships equipped with the new systems: the Hannover, the Theben and the Holsatia.

1886 Werner von Siemens builds the Elektra, the world’s first ship with an electrically powered propeller.

1890 First use of the Siemens telegraph with a “six-roller motor”.

1893 Siemens supplies the first filament lamps for the Elbe, a steamship.

1895 The German navy ship, the Aegir, is the first to be fully equipped with electric auxiliary machines from Siemens.

1904 Diving under the surface: Siemens supplies all the electrical machines for three submarines of the Russian navy. Submarine construction is and will remain the pace-setter in the development of electric propulsion systems and Siemens is playing a leading role.

1906 First German submarine for the imperial navy.

1912 The proud German passenger ship, the Imperator, is illuminated by 14,000 filament lamps supplied by Siemens.

1929 Siemens presents electric leak pumps that start working automatically.

1930 The Europa, an elegant, fast German steamship, is fitted with a complete electrical installation from Siemens.

1934 Siemens launches the “Proschmann switch” on theship-building market.

1935 The Potsdam is the first large German ship with an electric propeller propulsion system. From Siemens of course.

1954 Siemens introduces three-phase technology on ships.In the following years, this technology conquers the world market.

1960 Siemens supplies huge propeller motors for the Soviet icebreakers:the Moscow, the Lenin and the Kiev.

1964 Siemens produces system for ship automation, the first system for theautomation of power generation, auxiliary machines and remote controlof the main machine.

1967 Siemens supplies the first thyristor shaft generator system for three-phase on-board power systems.

1987 Siemens uses the Permasyn motor to optimize the propulsion of submarines.It is considerably quieter, smaller and lighter.

1992 Siemens develops fuel-cell technology so that it is ready for series production.

1998 Siemens builds the POD drive developed with Schottel into a tanker for the first time.

2002 With HTS technology, Siemens again lends impetus to the creation of shipconcepts for the future.

2004 World's first submarine with a fuel-cell propulsion system from Siemensset into service.

39

Timetable

For further information,please contact:

Siemens AGIndustrial Solutions and ServicesMarine SolutionsP.O. Box 105609D-20099 Hamburg, Germany

Tel.: +49 (0)40-2889 2700

Fax: +49 (0)40-2889 3680

marine@siemens.comwww.siemens.com/marine

Siemens AG© Siemens AG 2007. All Rights Reserved

Order No. E10001-P19-A36-V1-7600Printed in Germany

Dispo No. 16600 K-No. 33900

Subject to change without prior notice

The information provided in this brochure contains merelygeneral descriptions or characteristics of performance which inactual case of use do not always apply as described or whichmay change as a result of further development of the products.An obligation to provide the respective characteristics shall only

exist if expressly agreed in the terms of contract.

11/7712 C-OMSM5208M03 WS 10071.