Page 29: of Maritime Reporter Magazine (September 2003)

time. But what would have been possi- ble if HTS technology were available in 1987? An HTS 36.5-MW motor, devel- oping the identical torque of the QE2 motors, 2.1 million ft.-lbs., would be very much smaller and lighter. Table 2 compares the pair.

Table 2

QK2 Motor HTS Motor

Torque. .2.1 Mfp 2.1 Mfp

About the Authors

Stuart C. Karon is Director,

Government Programs and Director,

Business Development for the

SuperMachines Business Unit at American

Superconductor. Formerly a U.S. Navy

Officer arid subsequently marketing & sales director in the commercial sector.

Stuart is responsible for structuring effec- tive government-funded R&D and system design/development programs, and for bringing about the business relationships necessary for the American

Superconductor Corporation

SuperMachines Business Unit to achieve its objectives. For more information, you

Marine Propulsion Annual can reach him at [email protected].

Dr. Swam Kalsi is Director of Advanced

Design for the SuperMachines Business

Unit at American Superconductor. He has more than 35 years of directly related experience in all aspects of superconduct- ing magnet technology and electrical engineering.

Weight 400 tons <70 tons

Height 9 m 4 m

Width m 4 m

Length ~6 m 4 m

Volume 486 cu. m 60 cu. m.

Table 2: An HTS ship propulsion motor of equiv- alent torque rating to that installed in the QE2 will be less than 1/5 (0.2) the weight and approx- imately 1/8 (.125) the volume of the ship's cur- rently installed propulsion motors.

The HTS motor would have been far easier to ship to the construction site and install. Further, because the HTS motor is an AC synchronous machine, it can be driven by any conventional synchronous drive, including the technology used on the QE2. Nothing new is needed here.

As to the nine diesel generators, three 36-MW GT HTS generator sets would provide more power, would weigh far less at about 210 tons, and could have been mounted in the superstructure to open up vast areas in the engine room for productive revenue-generating pur- poses.

Water jet drive motors for large, ultra- high speed ships are another attractive target for HTS technology. HTS GT generator sets located in the ship's superstructure and HTS electric water jet drive motors below may be an enabling combination for such ships.

HTS motor and generator commercial- ization is occurring at a rapid rate, prompted by the Navy's marine propul- sion motor development contracts and

TVA's order of five SuperVAR dynamic synchronous condensers, both involving

AMSC. Earlier predictions of signifi- cant size and weight benefits, as well as greater efficiency, are being validated through these efforts. Further, no tech- nology shortfalls have been revealed and none are foreseen.

The space, weight, efficiency and quietness advantages of HTS technolo- gy can translate directly into unique propulsion system arrangements and more revenue producing space in future passenger and cargo ships, as well as spawn the development of new ship designs of novel hull forms. The bene- fits to the maritime industry will be pro- found.

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September 2003 29