Marine Log - February 2009 - (Page 28) PROPULSION ICE CLASS TANKERS ALL ELECTRIC SHIP: ONE STEP CLOSER ll electric propulsion for a large Navy combatant took a leap forward last month with the completion of the full power testing of the world’s first 36.5 MW (49,000 hp) high temperature super- A conductor (HTS) ship propulsion motor. The testing was performed at the U.S. Navy’s Integrated Power System Land-Based Test Site in Philadelphia, Pa., according to American SuperHTS motors are substantially smaller and lighter than conventional motors conductor Corp., Devens, Mass., and Northrop Grumman Corporation. American Superconductor and Northrop Grumman designed and built the HTS motor under a contract from the Office of Naval Research (ONR) to demonstrate its viability as the primary propulsion technology for future Navy allelectric ships and subs. Incorporating coils of HTS wire that are able to carry 150 times the power of similarsized copper wire, the motor is less than half the size of conventional motors used on the first two DDG-1000 hulls and will reduce ship weight by nearly 200 metric tons. It will help make new ships more fuel-efficient and free up space for additional warfighting capability. Last year, the Navy successfully installed an HTS degaussing coil system onboard the destroyer USS Higgins (DDG 76). That propulsion system will undergo sea trials over the next two years onboard the USS Higgins. Similar to the motor, degaussing coils utilizing HTS wire will significantly reduce system weight for DDG 1000-class ships, landing platform dock ships, and Littoral Combat Ships. While the Navy has invested over $100 million in the development of HTS technology for use in its ships, the technology could also find its way into commercial vessels, such as cruise ships and LNG tankers. Dejong & Lebet, Inc., Jacksonville, Fla., using the U.S. Green Building Council’s LEED (Leadership in Energy and Environmental Design) process—the first such application in the marine industry. Some are calling for a marine equivalent of LEED to promote green vessel design (see sidebar, “Wanted: A marine LEED certification” ). For the smaller vessel market, Germany’s Siemens Marine Solutions has developed the SISHIP Eco Prop, a compact propulsion system that uses a combination of standard commercial generators, motors and mechanical gear package. The central feature of this new diesel hybrid propulsion is the capability to provide an extremely flexible and compact propulsion solution in the power range from 100 to 800kW. “Operating a diesel engine at its optimum efficiency, independent of the required propeller shaft speed, can improve drive system efficiency and realize substantial energy and fuel savings,” says Ernst-Christoph Krackhardt, Director Sales Commercial Ships, Siemens Marine Solutions. “This diesel electric hybrid propulsion solution is able to meet stringent environmental regulations for ships emissions, and the installation is quite simple due to the plug and play-solutions, based on standardized products.” Last year, GE and C-MAR Group, Houston, Tex., announced they would jointly develop a hybrid tug, with GE supplying a hybrid propulsion package and C-MAR providing the architectural design, the vessel’s power and control systems, propulsors and overall project management. Meanwhile, Ocean Tug & Barge Engineering Corp. has formed a subsidiary, EcoMarine Propulsion Systems LLC, to apply a marine drive based on technology proven in the rail market. The locomotivetype diesel-electric propulsion, mechanical with diesel-electric assist, or a combined battery/diesel electric drive can all be applied in the workboat market. ML 28 MARINE LOG FEBRUARY 2009 www.marinelog.com http://www.marinelog.com
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