Page 30: of Maritime Reporter Magazine (June 2018)

The Switch “

The main decision-making criteria from the customer point of view was the extremely compact size and low weight of our PM machines combined with high-ef? ciency (an estimated weight saving of more than 40 tons com- pared to conventional machinergy). Combined with the compact physical size of the PM machines, the ship’s overall design becomes much easier.

Jussi Paranen, The Switch

Joint design work Switch’s ? rst electric propulsion case for speed steaming. “No battery is to be installed on the

So, you more or less sent the draw- direct-driven permanent magnet motors; “This means signi? cant fuel savings new France Pelagique vessel, but it ings back and forth? “More or less. They its ? rst genset case and ? rst case for a over the lifetime of the vessel,” Puranan can be easily retro? tted if requested by worked on a concept, and when they large commercial ? shing vessel. Togeth- says, adding that demonstrating fuel ef? - the owners,” NES’s Paul Winson tells chose it, we developed it further. It’s er, propulsion and generators normally ciency raised eyebrows, as the variable- us during an early morning pause on a part of a process, a working process. We mean noise or vibration — a problem for speed genset allows for easily controlled North American business trip. Winson worked together with the owner to de- crew and easily spooked ? sh — but The diesel-engine speeds that cut fuel use. says the battery retro? ts NES recently cide whose (technology) would deliver, Switch’s permanent-magnate gensets, Yet another deciding sales point for a agreed to do on a series of platform sup- as building with electrical motors isn’t with no clanking to speak of and less new-build hoping to start trials for the ply vessels were “a challenge” compared very common on these types of vessels. structural noise overall meant noise client’s 30th-birthday ceremony was the to a new-build trawler.

We spent a lot of time on it together with could be brought below DNV GL stric- brief delivery time: “The delivery time “The new France Pelagique trawler, the owner,” Andersen says. Have you tures. of the motors and generators was cru- with its state-of-the-art DC grid (called been to France? “We’ve been every- cial, and yet we were able to deliver a Odin’s Eye), would be easier to upgrade where,” he says on the phone.” Ship magnets fully optimized tailor-made design for with batteries than the older PSVs,” he

While crew comforts and working con- “The main decision-making criteria this speci? c vessel in very short time.” says, adding, that the vessel can be up- ditions will see a modern upgrade, the from the customer point of view was Finally, The Switch’s motors tested well graded at a later date. build’s crowning achievement appears the extremely compact size and low for thermal behaviour and “exceeded “NES is the system integrator and to be the vessel’s power-management, weight of our PM machines combined expectations”, as fuel-ef? ciency testing not only supplies most of the electrical electrical generators and propulsion with high-ef? ciency, especially when raised eyebrows. equipment but is responsible for making the ship is moving at low speeds,” says sure everything works in harmony and

The Switch The Switch’s Jussi Paranen, before add- Norwegian Electrical Systems reliably,” Winson says.

Among the suppliers Havyard brought ing, “On propulsion motors, our com- NES con? rmed The Switch’s propul- in was subsidiary, NES, the system inte- petitors were offering conventional-type sion and power solution was 50-percent Odin’s Eye enabler grator for the project, and Finland-based, (asynchronous) machines which had more compact than competing arrays. It Importantly, NES is delivering its

The Switch — which delivered two per- more than double the weight, thus mak- was 35 t lighter, meaning 35 t of extra brand new DC Grid solution called manent magnet (PM), 2,250-kilowatt ing the weight saving just from the two ? sh in the haul and fewer vessels chasing Odin’s Eye to the France Pelagique new- propulsion motors and two, 3,055 kW propulsion motors to be more than 40 fewer schools of ? sh. build. It has never before been ? tted to a permanent-magnet gensets (alternators) tons. Combined with the compact physi- NES is delivering the frequency con- ? shing vessel, but it’ll uniquely enable for the Bergen-based systems integra- cal size of the PM machines, the ship’s verters for the trawler developed by the ? xed-speed Finnish generators on- tor. The Switch was a shoe-in after its overall design becomes much easier.” France Pelaqique and ADS. The vessel, board to operate at variable speeds. factory-acceptance testing in March at The direct-drive PM machines also due on the slip in December, is currently “This makes this ? shing vessel much

Lappeenranta, Finland, revealed only showed ef? ciency gains over conven- “in hull-construction stage”, Andersen more ef? cient on fuel-use and reduces reliability and the breakthroughs made. tional motor types of “two to four per- says, adding, as shipbuilders do, that the harmful emissions considerably. Instead

Although experienced in geared elec- cent-units” at “the nominal point”. The charterers can still order changes (like of having the generators running at full tric propulsion, the work for NES is The gains increased at partial loads or low- the addition of energy storage). speed constantly, these ones will be able 30 Maritime Reporter & Engineering News • JUNE 2018

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