Professional Documents
Culture Documents
System
ReneBorstlap,HanstenKaten
Introduction
Electrical installations in ships cover every aspect of This book is intended for those readers who have a ba
an independent installation, from power generation, sic knowledge of electrical installations and who would
switch-gear and distribution, to every type of consum like to widen their knowledge of the principles of elec
They include all types of automation and remote con installations in ships.
trol, as well as internal and external communication, Every paragraph will be accompanied by a short fore
navigation and nautical equipment. The basic differ word or summary for ease of use.
either the personnel and necessary spares on board, or chapter 13 in the book SHIP KNOWLEDGE, a widely
the required redundancy to be able to reach the next used encyclopaedia for people involved in the shipping
nent.
Some applications of ships and offshore systems re About the authors:
- one man on the bridge (Class notation). owner / repair manager at a shipyard / classification
Application of high-tech control and communication Rene Borstlap, sadly passed away.
equipment and high-powered semiconductor drives He will be remembered for his effort and knowledge in
01. PREFACE 6
02. BASICS OF ELECTRICITY 10
03. BASIC DESIGN CRITERIA 14
04. ONE LINE DIAGRAM 26
11. AC SOURCES 72
13. SWITCHBOARDS 86
05 Load balance
eration
First in a simple form with some
06 Mains voltage selection
project.
cal design .
know.
electrical installation.
would require special attention for Special ships are for instance large
Having said this it is also true that
chapter 23 Safety systems and offshore cranes, pipelaying ves
the first four groups of this book,
chapter 24 Lighting systems. sels, stone- dump vessels, diving
dealing with the basics of the elec
support vessels, survey vessels,
trical design, may safely be used
Modifications to existing ships dredgers, etc.
for offshore-related projects.
Modifications to existing ships may
require more electrical power by Most of these vessels are equipped
Instructions for use
adding generator capacity due to with a dynamic positioning system
This book is for guidance only and
for instance the addition of ex and sophisticated electronic sys
the user should always refer back
tra cargo-handling gear or a bow tems to aid operations. For these
to the contract and the technical
thruster. projects chapters 25 Dynamic po
specification and the class require
This would mean that the chapter sitioning systems and 26 Special
ments for the legal binding rules
04 One line diagram, 05 Load bal systems will particularly apply.
and regulations.
ance and 07 Short-circuit calcu For the Class requirements it should
lation, has to be updated and re Offshore projects be clearly established that the lat
viewed . Offshore projects such as drilling est information is available for
rigs in any shape or size are not which the web-page of the applica
covered by this book. The Rules ble class may be a good source.
and Regulations differ quite sub
stantially from those for ships.
Th is section defines and explains
the different types of electricity 1. Direct Current (DC)
and their purpose.
A dictionary gives for "electric- DC power can be produced in vari-
ity" the following definition: ous ways;
Fundamental property of mat- - a chemical process in batteries
ter, associated with atomic parti- or fuel cells
cles, whose movements, free or - a dynamo converting mechani-
controlled, lead to the develop- cal energy
ment of fields of force and the - an AC to DC converter. No
generation of kinetic or potential naked f\ames
energy. DC can be stored in an accumulator
and later retrieved when required.
An example is a conventional die-
sel electric submarine, where the
The definition looks complicated electric energy is produced by a
but electricity is a clean distribution diesel generator during operation
medium to transport power. at the surface or just underwater at
It does not smell, it does not pol- snorkel depth and stored in batter-
lute if spoiled ana is relatively safe. ies. The propeller is driven by an
electromotor both at the surface or
Electricity is not a purpose but a when submerged.
medium for the distribution of pow-
er which can be done with relative- In modern ships, DC systems are
ly simple equipment. It can eas- limited to small installations or
ily be converted into mechanical transitional sources of power.
forces, light or heat. In very small Battery box
portions it can be used to distribute Uninterrupted Power Supply units
information. (UPS units) are a combination of A disadvantage of DC systems is
a battery, storing the DC power, a that the generators with collectors
Any accumulation of one kind of battery charger and a converter to and brushes, complex SWitch-gear
electricity in excess of an equiva- make AC from the DC power. and motors with collectors and
lent of the opposite kind is called a These units are often used for com- brushes, all require a lot of main-
charge and is measured in appro- puter power supplies where an un- tenance and get more complicated
priate units: controlled shutdown would lead to when the size increases.
- a charge fixed at one point or loss of information or crash of the A further disadvantage of DC sys-
within a circumscribed field of program. Small units are also used tems is that switching off DC cir-
force is static electricity; in transitional lighting fixtures. cuits must be fast to reduce the ef-
- a charge which flows through a fects of possible harmful arcs.
conductor is current electricity.
~IV
TIME
A logical evolution after the single-
phase AC system is the three-phase
AC or rotating current system.
The permanent magnet of the gen- 1. Rotating magnet
erator rotates within three wind- 2. Fixed coil
Generator Motor
ings, physically located 120 0 from
each other, creating an AC volt-
age/current in sequence in each of Rotation Power
these windings.
This rotating voltage/current
makes it possible to power a sim-
ple AC squirrel cage motor (see
chapter 15) having the same three L1 L2 L3
windings similarly spaced.
Reversing the direction of rotation ~ r ~ \: ' \.~----r
is done by changing two phases. ....
A further advantage of this three- '0
>
phase system is that when the
load is equally distributed over
the phases, the sum of the three-
phase current is zero. In that case 4 Ships' Electrical
the zero or star-point-conductor Systems
can be deleted or at least reduced
in size. This effective distribution Electrical systems on board ships
system is the most commonly used have become increasingly compli-
system on ships and shore instal- cated over the years.
lations. From relatively small systems with
poor quality materials these sys-
tems have evolved to complicated
large systems which require careful
design, particularly with the choice
of distribution system.
More on this can be found in Chap-
ter 3 Section 8.
2. Basics of electricity
'-,
U
I = R
P
Generator Starter Motor I = U
P = U x I x cosq>
P= U x I x v3 x cosq>
Reversing Cos q> is the power factor and is de-
Starter termined by the load.
For resistive loads such as lighting,
heating and cooking equipment the
Reversing AC motor by changing two wires cos q> is normally 1, unless elec-
tronic devices or capacitors are in-
cluded.
Y.:
Balanced Load tors is normally 0.8.
11
Power factors for motors vary with
Red 11
the load and size between 0.6 for a
U3 13 12 small motor or a low-loaded larger
U2
motor to 0.9 for a full - loaded large
Neutral 10
Balanced Load motor.
..
11 + 12 + 13 = 0
Yellow 12 => 10 = 0
Voltage : U (V = Voltage)
Blue 13
Neutral is not loaded
Current : I (A = Ampere)
Power: P (W = Watt)
Neutral I Zero Conductor can be sma"
Resistance: R (Q = Ohms)
Three-phase system with equal loads.
The sum of currents is zero, neutral can be small or even deleted. I n general in most countries the
Jt
Unbalanced Load ~1 following voltages will be used :
10
Red 11 - phase to neutral 230V
12 - 3-phase line voltage for 50Hz
U3 13 ~ U2 400V
Neutral 10 - 3-phase line voltage for 60Hz
Unbalanced Load
440V
..
Yellow 12
Blue 13
I
11 + 12 + 13 '" 0
=>
Tanker for unrestricted service, coastal service ship, inland waterway ship and a restricted service tug
5 Type of operation, These systems have to be arranged - Shallow depth from the echo-
engine room and bridge in such a way that under normal sounder
operating conditions no manual in- - Waypoint approach if auto-track
tervention by engineers is required. is installed
5.1 Manned / unmanned Alarm and monitoring functions - Off-course alarm from a device
engine room. must be independent from safety independent from autopilot or
systems. gyro-compass
Manned engine- rooms are rare Off-track alarm if auto track is
nowadays. Modern automation Alarms that are not acknowledged provided
systems such as remote control in the space within a predetermined - Steering alarms
and alarm and monitoring systems time must be automatically relayed - Navigation-lights alarms
make it possible to operate most to the engineer on duty via the en- - Gyro-compass alarms
engine-rooms unmanned, at least gineer's call system . When the en- - Watch safety-system failure
part of the time. gineer on duty fails to act within a alarm
In day-time engineers can execute predetermined time the alarms will - Power-supply failure alarms
planned maintenance and repairs be relayed to other engineers. of nautical distribution panels
or replacement of defective parts. When on patrol in the unmanned and, if dual, both for normal as
Because engine-rooms are usu- engine-room the duty engineer will well as back-up supply circuits .
ally warm, damp and noisy, an un- activate the operator fitness sys- All alarms have to be fail-safe,
manned engine-room is advanta- tem. This system consists of start/ so that failure of the device or
geous. stop panels at the entrances to the power supply to the device trig-
For ships with simple electrical engine-room and timer-reset pan- gers an alarm.
installations it may be feasible to els in the engine-room. When the
design a manned engine-room and timer, normally set at 30 minutes, Failure of the power supply to the
delete the expensive and compli- runs out and is not reset, an alarm bridge-alarm system shall be mon-
cated automation for remote con- will be given on the bridge and in itored by the engine-room alarm
trol, alarm and monitoring sys- the accommodation. and engine-room monitoring sys-
tems, fire-detection systems, fuel tem.
leakage detection, etc. 5.3 One-man-on-bridge A watch safety system to monitor
Automatic starting of a stand-by the well-being and awareness of
generator set, automatic clOSing of Periodic operation of a ship at sea the watch-keeper is provided. The
a dead bus bar after failure of the (coastal, restricted or unrestricted watch-keeper confirms his well-
running set and automatic starting service) under the supervision of a being by accepting a warning at a
of all essential electric consum- single watch-keeper on the bridge maximum 12 minutes interval.
ers is a SOlAS requirement for is becoming normal practice. When the watch-keeper fails to re-
all ships, including those with a Similar to an engine-room with one spond to accept the warning with-
manned engine-room. man on watch, the basic require- in 30 seconds or fails to accept a
ments are as follows: bridge alarm within 1 minute, a
5.2 Unmanned (UMS) Alarm and warning systems asso- fixed installed system initiates a
notation. ciated with navigation equipment watch alarm to the captain's cab-
are centralised for efficient identifi- in and to the back-up navigator's
On ships with notation UMS there cation, both visible and audible. cabin. The flag-states, however, do
is no need for a person permanent not accept a single watch-keeper
on watch in the engine-oom. These The following alarms have to be on the bridge for passenger-ships,
ships (UMS) are required to have provided : so this bridge always has to be
additional warning systems such - Closest Point of Approach (CPA) manned by at least two officers
as: from the radars when underway with passengers.
a fire-detection system
- automatic safety systems and
remote-control systems for ma-
chinery
- automatic control systems for
air compressors alarm and
monitoring system
- automatic starting of stand-by
pumps for propulsion auxiliaries
such as:
seawater pumps
freshwater pumps
lubricating-oil pumps
fuel-oil pumps
propeller hydraulic pumps
when not directly engine-
driven
Engine control room
5.4 Integrated bridge A bird's eye view analysis of the 8 Type of distribution
location of main power consum- system
Other possibilities for the notation ers in a dredger might reveal
of navigation functions are Inte- that the best location for the 8.1 Introduction on
grated Bridge Navigation Sys- Main (HV) Switchboard would grounding, bonding and
tems. This configuration requires, be in the fore-sh ip close to large safety
in addition to the one-man-on- consumers such as big dredging
bridge requirements: pumps and the bow thruster(s). Ever since AC generation and dis-
- duplicated gyro-compasses, When the generators, which tribution has been introdu ced on a
- GPS system, would normally be in the main large scale on ships around 1950,
- route-planning capabil ities, engine-room in the aft sh ip, there has been debate about the
- auto track capability would be connected to this type of distribution system. The
electronic chart display switchboard , the extra long ca - main focus with the type of distri-
(ECDIS). bles would require special fault bution system is the treatment of
protection. the systems neutral with respect to
Differential protection is obliga- ground ing.
6 Load balance tory for machines with a rating
above 1500 kVA, it is not very When selecting the grounding
Location of essential electrical cost increasing. method the primary factor with the
equipment as well as an estimate Space is sufficiently available in selection is the safety of people
of how much electric power is re- the forward part of a dredger and secondly the safety of equip -
quired during operations , is the and weight is not critical there ment. But loss of vital equipment
key-issue in the basic design. as the heavy main engines are can endanger a ship's safety and
A detailed General Arrangement located aft. this in turn can reduce the safety
plan is generally used to show the of the crew.
locations of the essential electric
generators and large consumers. 7 Maintenance criteria The main cause of faults on board
A load balance estimates the total of a ship are ground faults which
electric loads during the various - Self-supporting occur when live conductors come
conditions of operation. - Shore-based maintenance into contact with the " ground ". The
This gives a figure for the required " ground " on a sh ip is basically the
electric generator capacity for each The above parametres affect the metal structure.
condition . A detailed load balance basic design, including:
for the total load in a specific loca- - load balance, When an electrical system is " un-
tion gives a design figure for the lo- - a one-line diagram, grounded " this means that the
cal switchboard and feeder cables. basic cable-routing require- neutral of the power supply is insu-
The load balance must also de- ments, lated from the ship's metal struc-
termine the required load under - basic location of essential elec- ture. In an " ungrounded " system
emergency conditions. This figure trical equipment, a ground fault will be detected but
can then be used to select a suit- - automation requirements. not removed automatically on the
able sized emergency diesel gen- first fault . This allows a service to
erator with fuel tank or, in smaller The type of operation determines remain in operation, which can be
systems, the emergency batteries which spare parts have to be on a big advantage for vital services
with charger. board and the required level of such as those for DP operations.
L1L2L3
~
M y
~-t
DOL STARTER
"
GENERATOR 1 T
L""',I
I ,.
I I: ::I
~>
: I
:
I
j
I ,
..1. J.
...
GENERATOR 2 T
MAIN VOLTAGE
CONSUMER
fULL SHORT
ICUITCl(RRENT
.J..
'='
\ \ T UMfTED fAULT
CURRENT
r-- I 'I
II
..1.
111 I
"'[It T
..... .....
.J..-
...... __
2nd EARTH FAULT
......
....
/
./
/
"1 I
I
-----
~
EARTHFAULT MAIN LIGHTING
MONITOR DISTRIBUTION BOARD
T LlL2L3N
UGHTING TRANSFORMER
~
..1.
Shore
'='
Most main electrical power systems The main disadvantages are: countries makes companies re-
on ships, in the range from 400V to - Instant disconnection and loss sponsible for the safety of workers
690V, will have an insulated neutral. of the service or crew on board of ships. Using
It is, however, important that - Fault currents can be large and this type of system would make it
a ground-fault is detected and can cause extensive damage easier to comply as standards with
cleared as quickly as possible. This and have the risk of explosion. respect to safety, training, opera-
is to avoid a large short-circuit tional authorisation, etc. would be
current on a second ground-fault, Most low-power, low-voltage sys- the same. Special consideration
which can be in excess of the 3- tems in the range from 1l0-230V should be given to low-voltage sup-
phase fault current for which the have a solid grounded neutral. This plies to for instance steering gear
equipment is rated, which can do power is mostly supplied from a or pumps for essential services as
damage beyond repair. phase to neutral source like a trans- these should not trip on a ground
Hazardous areas will also have an former and is used to supply small fault. For these services it would
insulated neutral power supply sys- power consumers and lighting. probably be best to make a dedi-
tem, as the flash-over from a fault- There are two basic types of distri- cated supply directly from the main
ed cable in a grounded system, bution for solid or low impedance power source. The diagram below
which may cause an explosion, is grounded systems: shows the principle lay-out of a
too high. a. 3-phase 4-wire with neutral system with an ungrounded main
The diagram on page 21 shows the earthed with hull return power system but with a grounded
principal lay-out of this system. b. 3-phase 4-wire with neutral low-voltage system.
earthed without hull return (TN-
8.2.2 Solid and low-impedance S-system) for all voltages up to 8.2.3 High impedance grounded
grounded systems and including 500 V A.C. High impedance grounding, using
The main advantages are: a resistance to ground, is used in
- No special attention for equip- The type without hull return (b) the majority of medium voltage
ment insulation required resembles installations common- systems and offers several advan-
- Automatic detection and imme- ly used on shore in houses and is tages:
diate isolation of ground faults used primarily in the accommoda-
- Ground fault current flows for a tions of ships. - Low ground-fault currents, lim-
short period of time, restricting The additional advantage of such iting damage and reducing fire
damage a system is that it will require the risk
- Avoiding arcing ground over- same skills for operation and main- - Minimal ground-fault flash haz-
voltages tenance as for onshore installa- ard due to system-over voltages
- Maintains phase voltages at a tions. Labour legislation in various - Low protection equipment costs.
constant value to ground.
GENERATOR 1
MAIN SWITCHBOARD
T
L1 L2 L3
1-
r--'I
rt-+ DOL STARTER
~.;,.-
I I I
y
:
,
~ : _..J
I . 1- i I I: "..~..;.-
J. ...
! i: j I '
'IT
MAIN VOLTAGE -, CURRENT
CONSUMER
T
,
I'
I I
J.
111 .J.. 2nd EARTH FAULT /,'
l:.J. T
......
-
......
-- ....,
/
,,- /
I
I
~
EARTH FAULT - - - __ - - " MAIN LIGHTING
SJjQRf DISTRIBUTION BOARD
MONITOR
CONNECTION
T L1 L2 L3 N
T
LIGHTING TRANSFORMER
I
J.
Shore
'=' ... .
The resistance is connected be- 8.3 Some practical advice on In an "ungrounded" distribution
tween the neutral point and the grounding arrangements system it will be an advantage to
ship's hull. The resistance limits the supply this equipment from a sepa-
ground-fault current to a low value, When different voltage levels or rated "grounded" system so that the
but one that is high enough to en- different types of services are in- ground-faults will be self-clearing.
sure selective operation of ground- volved, the treatment of the neutral In an "ungrounded" system it is
fault protective devices. should be dealt with for each part worth considering the installation
separately, regardless of the other of a "fault-making switch", with a
Determining the value of the part. Beware of equalising currents series impedance when necessary,
grounding resistance, to ensure the when a system neutral is connected which could be used at a conveni-
operation of the ground-current de- to ground at several pOints and do ent time to temporarily connect
tection and protection equipment, not connect transformer neutrals the system neutral to ground and
is the work of qualified high-voltage and generator neutrals in the same cause a faulty circuit to trip.
engineers. distribution system at the same
voltage level. 8.4 Grounding arrangements
As with a low-voltage insulated The connections of grounding ar- and shore connections
system the operation of a high im- rangements to the hull shall be so
pedance grounded high-voltage arranged that any circulating cur- When the neutral of the electrical
system with a ground fault is in rent in the earth connections do not system is grounded, the hull may,
principle possible but cannot be interfere with radio, radar, commu- in some cases, function as the
recommended . nication and control equipment cir- grounding point for the shore sup-
cuits . ply when in port. This then would
There is always a danger that the When a system neutral is ground- lead to galvanic corrosion of the
fault will escalate to a phase-to- ed, manual disconnection for main- ship's hull due to the ground cur-
phase fault and cause fire or ex- tenance or insulation resistance rents flowing between ship and
tensive equipment damage. It is measurement should be possible. shore. To avoid this, an isolation
therefore advised to isolate the When a four-wire distribution sys- transformer can be fitted on board
equipment and repair the ground tem is used, the system neutral in the shore supply. The secondary
fault as soon as possible. With can shall be connected to earth at all side of the isolation transformer
be relatively easy as a high-voltage times without the use of contac- can then be connected to the ship's
system on board of a ship will nor- tors. ground to form a neutral point with
mally be not very extensive. Most ground-faults occur in miscel- no connection to the shore system.
laneous electrical equipment away An example of a neutral grounded
from the main power production system with an isolating trans-
like in lighting fittings, galley equip- former in the shore power supply is
ment and deck fittings. given on the diagram below .
3-PHASE 3-WIRE NEUTRAL GROUNDED SYSTEM WITH ISOLATING TRANSFORMER SHORE POWER
MAIN SWITCHBOARD
GENERATOR 1
J..
-'t- - - - - - - - - - - - -
FAULT CURRENT
Vk---+-I--~~
y
Shore
_ ~ I i I I:
8.5 Dangers from electric 9 Redundancy criteria 9.1 Normal services
shock
Essential services, those services Some examples of consumers of
The way in which the neutral is required for the operation and safe- systems that are duplicated:
handled has no significant effect on ty of the ship, must be duplicated - Starting-air compressors
shock risk to personnel. in such a way, that a single failure Sprinkler pumps / Fire extin-
The human tolerance to shock cur- in the service or in its supply sys- guishing pumps / Ultra-Fog
rents is so low that any method of tem does not cause the loss of both pumps / Drencher pumps
grounding the neutral has the pos- services. Bilge and Ballast pumps,
sibility of allowing a potential lethal This is done by arranging individual Sea-water and fresh-water cool-
current to flow. Even the line to supply circuits to each service. ing pumps, HT and LT systems
earth capacitive current in an un- Those supply circuits have to be Electric propulsion eqUipment
grounded system could be danger- separated in their switchboards and Starting batteries and battery
ous. Reducing the risk to humans throughout the cable length and as chargers for electric starting en-
from electric shock can be done widely separated from each other gines
by using Residual Current Devices as practicable, without the use of - Fire detection and alarm sys-
(RCD's), of high sensitivity be- any common components. tems
ing 30mA, with an operating time Common components are switch - - Fuel-oil pumps and heaters
shorter than 30ms. RCD's can only board sections, feeders, protection - Controllable-pitch propeller
be effective on solid grounded sub- devices, control circuits or control pumps,
systems, like in the accommoda- gear assemblies. This is the basis - Lubricating and priming-pumps
tion, where these are fitted behind for a high voltage one-line diagram, for main engines, gearboxes,
a neutral grounded transformer. a low-voltage one-line diagram and auxiliary engines, shafting if
The diagram below shows the prin- the 24V DC one-line diagram, as electric driven
cipal lay-out of a 3-phase 4-wire well as the lay-out of the switch- - Inert-gas fans, scrubber pumps
low-voltage neutral grounded sys- boards and panels . and deck-seal pumps
tem with RCB's. Another way of re- Physical separation against propa- - Steering gear pumps
ducing the risk of electric shock in gation of fire and electrical damage
low-voltage SUb-systems 250V) to other sections supplying the du-
is the use of isolating transformers . plicated service is required.
"..
I
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~
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-:;':;::':~--" '.'~' 7 . . . . . > ':AiiJ ~ i ___
a
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1., h
.... 12 131
.,.,.,.
MAIN
UPS /
EMERGENCY
CONTROLS 1
I
PROPULSION
SWITCHBOARD 1 MOTOR 1
BATTERY
I
AUX.
~NGINE 1 ~
3 ~ AUXIUARIES
~ PROPULSION ROOM:]
HYDRAUUC PUMPS
STEERING PUMPS
COOUNG PUMPS PROPULSION SECTION
J
~
~ , IDENTICAL TO PRl
1-- ENGINE ROOM 1 .
ENGINE ROOM 2
~
~ ::,'\::','1""
SEPARATION
I l
MAIN ENGINE ROOM 3 CER3) 24V
SWITCHBOARD 2
DISTRIBUTION
ER3
~:
230V DISTRIBUTION 2
~
BATTERY
--
ENGINE ROOM 4 . ~
__ . _ - . _ -
. POWER GENERATION SECTION
1-- PRopuls,ON ~
J
~~ IDENTICAL TO ER 3
RooM-3-'-
PROPULSION ROOM 4
-_ . __ . -- . --
9.3 Diesel electric propulsion 9.4 Engine room battery And through a normally closed link
systems the starting motors of:
On page 24 is a simplified one-line - Auxiliary Engines 1 and 2
diagram for a diesel-electric pro- Below is a simplified one-line dia- - Main Engine 1
pelled vessel with four (4) diesel- gram of a 24 V engine-room start-
generators and fou r (4) th rusters ing battery and engine control dis- The starboard side 24V DC system
for propulsion. Only half of the tribution system for a yacht with is powered by the battery charger
diesel-electric propulsion and half also electric starting of the main supplied from the main switchboard
of the main distribution is shown. engines. SB section and the DC dynamo of
The top of the diagram shows the Here too, a single failure shall not au xi liary engine 3.
distribution for the four thrusters. cause the loss of both propulsion This system supplies the control
Each thruster has a single HV feed- engines and one or more auxilia- circuits for:
er, a single 440 V transformer and ries. main 24V supply Auxiliary En-
switchboard, a single 230 V trans- The 24 V engine-room systems gine 3
former and switchboard, as well as consist of two identical distribution - main 24V supply Main Engine 2
a single 24 V DC battery supply and boxes with a normally open link - main 24V supply Bridge control-
switchboard. between the boxes for emergency systems 5B
A single failure in this system would supply. - back-up 24V supply Auxiliary
lead to failure of one thruster, equal The Main Switchboard will have a Engines 1 and 2
to the result of fire or flooding of similar lay-out with Auxiliary Gen- back-up 24V supply Main Engine
the thruster space. erators l(PS) and 2(CL) connected 1
The diesel -engine generator-rooms to the PS section and Aux . Gen- - back-up 24V supply Bridge con-
have two diesel-generator sets per erator 3 (SB) to the SB section. trol-system PS
engine~room with duplicated es- The Main Switchboard will have a
sential auxiliaries, and: bustie-breaker between the PS and And through a normally closed link
- HV switchboard with duplicated 5B sections . the starting motors of:
bus section circuit breakers - Auxiliary Engine 3
- 440 V transformer and switch- The portside 24 V DC system is - Main Engine 2
board powered by the battery charger
- 230 V transformer and switch- supplied from the main switchboard All control circuits have to be moni-
board port section and the DC dynamos of tored for failure and alarmed.
- 24 V DC battery charger and auxiliary engines 1 and 2.
distribution switchboard.
This system supplies the control
With this arrangement the effect of circuits for:
a single failure would be less than - main 24V supply Auxiliary En-
that of fire or flooding that would gines 1 and 2
cause the failure of an HV switch- main 24V supply Main Engine 1
board and consequently, the loss of main 24V supply Bridge control -
two thrusters. systems PS
The cable routing of the thrusters back-up 24V supply Auxiliary
supplied from one engine-room Engine 3
must not pass the other engine- back-up 24V supply Main Engine
room. Likewise, the cable routing 2
for one thruster must not pass the - back-up 24V supply Bridge con- Diesel electric offshore vessel
adjacent th ruster-room. trol-system 5B
CONSUMERS AUX.1 AUX.2 AUX.1 AUX.2 M.E.1 M.E.2 AUX.3 AUX.3 CONSUMERS
PS SB
I
24VDC
II ,24VDC,
, C- } ~----~----A-~C
- ::---!--c
NORMALLY i
NORMALLY NORMALLY NORMALLY
CLOSED OPEN . OPEN CLOSED
MSBPS MSBSB
The basic one-line diagram
shows the principle layout of the
electrical installation.
It indicates the number and rat-
ing of generators and the elec-
trical arrangement of the main
switchboard, including the main
bus bars, possible separation
and the division of the essential
consumers over the two bus bar
sections.
The diagram also includes pow-
er supply circuits to distribution
boxes and panels throughout
the ship and the electrical con-
sumers connected there.
A basic one-line diagram tells
more about the electrical instal-
lation than pages of specifica-
tions.
l One-line diagram
1 Diesel-electric crane/pipe-laying
barge
2 Chemical tanker
3 Car- and passenger-ferry
4 Sailing-yacht
Circuit breaker
2 One-line diagram of a crane-barge
This barge (see page 26) is equipped with 12 generator The generators marked 1 are not yet installed .
sets, each 6.6kV about 6 MW divided over four engine- The same counts for the thrusters marked 2.
rooms, four switchboards in four separate spaces and The locations are prepared for future installation.
12 azimuth thrusters divided over two floaters.
The thrusters are fitted in 6 thruster-rooms.
lQ) ~ ~ lQ) ~ ~
) j j j j j
'}It~
:----. 6.6kV
AUX.
2
iPIPE
_t ~~lt
PIPE 2
AUX.
LAYING LAYING
SYSTEM SYSTEM
THRUSTER 11 THRUSTER 12
~~~~ ~6W
~~~~.
j ~ ~ ) 1
THRUSTER 1-9
l~ ~ ~ ~ ~ t
CRANE
AUX .
THRUSTER 210
Engine-control room
3 One-line diagram of a chemical tanker When hydraulic, the power pack is electric driven.
The main engine drives the propeller via a gear-box.
Chemical tankers usually have three or four generator A generator is driven via a power-take-off on the gear
sets. One generator set is capable of taking the normal box. This generator can sometimes also be used as an
sea-load. electric motor for emergency propulsion power.
In port, more generators are required to take the load The necessary power is then supplied by the available
of the cargo-pumps during discharge. The cargo-pumps diesel-generators.
are normally electric or hydraulic driven.
AUXILIARY MAIN UGHTING
GENERATORS SWITCHBOARD
~~
~
~
STEERING GEAR =l MAIN UGHTING
DISTRIBUTION
BOARDS
~
EMERGENCY
SWITCHBOARD
MAIN PROPELLER 3 N
EMERGENCY UGHTING
STEERING GEAR SWITCHBOARD
~~
~ EMERGENCY
EMERGENCY PROPULSION
~
iUGHTING
DISTRIBUTION
BOARD
~
6,6kv
HIGH VOLTAGE SWITCHBOARD
SWITCHBOARD GALLEY 440V
BOWTHRUSTER 1
~:=
~ =====
PORTSIDE
~~
~ =====
STARBOARD
~ SWITCH BOARD
~ \..Y.J I GALLEY 440V BOWTHRUSTER 2
~
440V
MAIN SWITCHBOARD
ENGINE CONTROL ROOM
----------~......-><_____(
~I ~
MAIN UGHTING
SWITCHBOARD
SWITCHBOARD
~_ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _~......-
~~I ~
MAIN UGHTING
SWITCHBOARD
440V ~
3 ~
EMERGENCY
ENGINE
t:
-o------f\..r- SHORE CONNECTION 440V EMERGENCY
~ EMERGENCY
UGHTING
- SWITCHBOARD
5 One-line diagram of a small sailing The charging current is led through a diode-bridge, al-
yacht lowing only charging current and no discharging flow.
This is to prevent current flowing from one battery to
A 10 or 12 metre sailing yacht is normally provided the other. The main reason is that the starting battery
with two 12 or 24 volt circuits, each fed by a battery. is not discharged by lights or other consumers.
The systems are completely separate. One is installed Shore power is often plugged into a separate 230 volt
to provide the power for starting the auxiliary diesel system for heating and lighting, which also feeds a
engine, the other for all consumers such as lighting, battery charger, charging both batteries via the same
diode-bridge. A timer prevents over-charging.
navigation lighting and equipment, radio, VHF.
The batteries are charged by the dynamo of the diesel The batteries can also be charged when underway un-
engine. der sail, in a very limited quantity by solar panels and!
or a wind-driven dynamo.
EXPLANATION
i~~V50HZ~~
~
PHASE
II NEUTRAL
r
I~
WIND GENERATOR
II
~l {~
ALTERNATIVE
230V CONSUMERS ENGINE START
BATTERY CHARGER I'" RAIL A RAIL B
J ~I
R5'U,"
WITH TIMER
STARTING
BATTERY STARTING
CENTRAL SERVICE SWITCH
BATTERY
PRIMARY POWER SOURCES j c:::J MAIN SWITCHBOARD PS c:::J MAIN SWITCHBOARD CL c:::J MAIN SWITCHBOARD SB <:=:> DIRECTION OF THRUST
1.4 Compiling a load balance. 1.4.2 Engine-room auxiliaries 1.4.4 Hotel auxiliaries
intermittent running: intermittent switched on
When making a load balance one The following consumers are nor- The following consumers will nor-
can use a number of standard val- mally intermittent running in the mally intermittent be switched on.
ues that are based on long-time engine room.
experience or common practice. Assigned load 30%
Below are some examples of these Assigned load during sailing 30% - Normal galley, laundry and pan-
standard values that may be used and manoeuvring 80% try equipment.
when compiling a load balance. - Hydraulic pumps controllable - Provisional cooling system
pitch propeller
The first part deals with common - Steering-gear pumps But when a cruise-ship is involved
standards that may be used for - Standby pumps for pumps listed and passengers are on board the
ships in general under 1.4.1 assigned load for these services will
The second part gives standards be 100% as there will be catering
for large yachts with an example of Assigned load 30%-50% day and night for the guests.
a load balance. - Start-and control- air compres-
sors 1.4.5 Cargo-handling auxiliaries
All figures relate to the column For a cargo-vessel the following
"%MAX" in the tables on the next Assigned load 30% specific loads are assigned when
page and return the proportional - ME Lubricating-oil pnmlng these systems are installed.
value of the consumer in the sum pump, when used, during start- - Deck cranes 40%
of all electrical loads. ing only - Cargo pumps 80-100%
- Dredge pumps 80-100%
When compiling a load balance a Assigned load 20% - Cargo doors and valves 20%
reservation must be made in every - Bilge pumps - Refrigeration containers 30%.
operational mode to start and run - Ballast pumps
the largest non-continuous running - Mooring and anchor winches It must be noted that for refriger-
consumer fully loaded. when self-tensioning or in har- ated containers higher figures may
bour be required during loading as the
For example when compiling the - Provision cranes. cooling system will have to make
list of the emergency consumers up for the down-time during trans-
the fire-fighting pump, if this is the 1.4.3 Hotel auxiliaries fer of the containers from shore to
largest, must be able to start and continuous switched on ship.
run on the base load . Hotel auxiliaries are all systems
that relate to the well-being of crew 1.4.6 Emergency consumers
When all data is in the load balance, in the accommodation of a ship . The total load on the emergency
a margin of 10% must be added to generator must be carefully planned
allow for distribution losses such as Normally the following services will as this will be the last power source
in the cables. be continuous switched on. in an emergency situation and an
overload situation must be avoided
Following are some examples of Assigned load 100% at all times.
loads which can be used in making - Main lighting system
a load balance. The following are some consumers
Assigned load 50% that always will be required.
1.4.1 Engine-room auxiliaries - Socket-outlet circuits - Emergency lighting 100%
continuous running - Emergency fire-pump 20%
The following consumers are nor- The accommodation HVAC system - Steering-gear pump 30-80%
mally continuous running in the is assigned 0-50-100% depending - Battery chargers 30%.
engine-room. on the outside temperatures.
For a small ship an emergency bat-
Assigned load 100% For passenger-ships and mega- tery will be sufficient to supply the
- ME Seawater pumps yachts sailing with or without pas- emergency consumers.
ME Freshwater pumps sengers can make a big difference Larger ships will need an emergen-
ME Lubricating-oil pumps for the load. Large portions of the cy diesel-generator for these con-
ME Fuel-oil booster pumps installation may be switched off sumers.
ME circulating pumps when there are no passengers on
Gear-box lubr. oil pumps board which will reduce the total The minimum discharge time for
Engine-room fans load. the emergency battery or the ca-
pacity of the fuel tank for an emer-
More details on this can be found gency diesel are defined by the
The percentages given for con- later in this chapter where an ex- Class Rules and Regulations and
sumers in the examples above ample is given of the load balance the SOLAS regulations.
represent the load factors. of a mega-yacht.
A load factor is the average con- For cargo-ships this is in general
sumed power divided by the 18 hours, for passenger-ships 36
maximum rated power. hours.
For passenger-ships there is an The following operational conditions It is then to the engineer on watch
additional requirement to install a are defined: to select a different operational
transitional emergency source of 1. Harbour without guests mode with more generator capac-
electrical power. This is an emer- 2. Harbour with guests ity.
gency battery system that will sup- 3. Manoeuvring without guests
ply power to emergency lighting 4. Manoeuvring and dynamic posi- When enough shore power is avail-
and other vital systems such as the tioning with guests able for this operational condition
public address system for at least 5. Sailing without guests this can be used instead of using
one half hour or until the emergen- 6. Sailing with guests. the generator.
cy generator is operative and con-
nected. Dynamic positioning, which is 1.6.2 Harbour with guests
sometimes available on a yacht, Logically this condition is the up
A separate load balance must be is used for instance when the ship scaled version of the previous with
made for this system when in- cannot drop anchor but must be more power demand due to inten-
stalled. kept on position anyhow. sive use and the addition of de-
The radio installation will normal- mand from guest quarters.
ly have its own dedicated battery 1.6.1 Harbour without guests
with a minimum discharge time of When a yacht is in port without Some additional systems to the
1 hour. This battery will be directly guests the number of electric con- previous condition are those for:
charged by the emergency genera- sumers is limited. Only the engine- - Swimming pools with Jacuzzi's.
tor. The charging system for the ra- room auxiliaries required to keep - Guest-entertainment systems
dio battery must be able to charge the yacht in a ready-for-sailing-
this in less than 10 hours . condition will be running. The resulting expected electrical
loads are shown in the example of
Normally navigation and nautical Ship's service auxiliaries such as the load balance in the column har-
equipment will be all or partly sup- hydraulic power packs for doors, bour and crew and guests.
plied by the emergency source of hatches, cranes and mooring
supply and can be assigned 30% winches will be in limited use just Again the power management sys-
load. like equipment in the galley, pan- tem will control the total generated
tries and laundry. power. Depending on the outside
1.5 Verification of values temperature and the electrical load
Other systems like thrusters, heli- normally there will be two genera-
The estimated figures in the load . copter auxiliaries will not be used . tors running with this condition.
balance can be verified at the rel- Furthermore some nautical and
evant stages of a project. communication equipment on the 1.6.3 Manoeuvring without
bridge required in port and crew guests
During the design period electrical call and entertainment systems will When the ship is entering or leaving
data sheets from equipment can be be used. port it requires electrical power for
used to update basic values, like manoeuvring which will include one
power ratings and efficiency, in the Most of the lighting and the HVAC or more relatively large thrusters.
list. system will be mostly switched off
and only be used in engine-rooms As there are no guests with this
During testing and commissioning and part of the accommodation specified operational condition the
the actual measured values or the used by the crew. basic power requirements are as
values from the equipment name- The resulting expected electrical mentioned before under 1.6.1 Har-
plate can be obtained and used to loads are shown in the example of bour without guests.
update the list. the load balance in the column har-
bour and crew. Normally this condition can be se-
During the harbour test and sea lected on the power management
trials all figures for the various op- In this operational condition the system which will start, synchro-
erational modes can be verified and power management system will nise and connect 3 generators to
the load balance can be finalized for limit the generated power to one the main switchboard.
delivery with the "As Built" draw- generator. This will be an environ-
ings and documents. mentally friendly profile where the With enough electrical power there
load of one generator is limited to will be no limitation to the connec-
1.6 Example load balance maximum 95%. tion of consumers so all required
mega-yachts services can be connected.
In the event that this generator lim- The only restriction will be that the
The load balance for a mega yacht it is reached, the power manage- thruster(s) will have first priority
under various operational condi- ment system can temporarily re- and the power management system
tions is given as an example. duce some loads to avoid overload will reduce power to selected serv-
and tripping of the running genera- ices like HVAC when required.
tor. Most of the time this reduction The resulting expected electrical
is done by adjusting the capacity of loads are shown in the example
the HVAC system or by switching of the load balance in the column
off non-essential consumers. "manoeuvring with crew".
MEGA YACHT HARBOUR
CREW AND
EXAMPLE LOAD LIST (LOADS IN KW) RATED LOAD USED MAX CREW
GUESTS
DESCRIPTION QTY LOAD FACTOR LOAD LOAD % MAX LOAD % MAX LOAD J
PROPULSION AUXILIARIES
E310 !steering gear pump (1- MSB ; 2 ESB) 4 4,90 0,80 3,92 15,68 0% 0 ,00 0% 0,00
E610 Main engine Lub oil priming system 2 2, 40 0,80 1,92 3,84 0% 0 ,00 0% 0,00
E610 Main engine Cool an t pre-heati ng unit 2 20,00 0,80 16,00 32,00 25% 8,00 25% 8,00
E650 ~u x eng SW pumps exhaust 3 1,00 0,80 0,80 2,40 0% 0,00 0% 0,00
Generatorroom fan PS 1 1,10 0,80 0,88 0,88 100% 0,88 100% 0,88
Generator coo lers PS 2 1,50 0,80 1,20 2,40 50% 1,20 50% 1,20
E710 Starting air compressor 2 5,50 0,80 4,40 8,80 25% 2, 20 25% 2,20
E714 ~ir Dryer 1 0, 33 0,80 0,26 0 ,26 25% 0 ,Q7 25% 0, 07
E720 Fuel oil tra nsfer pump 1 4,00 0 ,80 3,20 3,20 0% 0,00 0% 0,00
E730 Lub oil transfer pump 1 3,00 0,80 2,40 2,40 0% 0,00 0% 0,00
E810 Fire fighting I bilge pump 2 17,50 0,80 14,00 28,00 0% 0,00 0% 0,00
E810 Emergency fire fighting pump 1 17,50 0,80 14.00 14 ,00 0% 0,00 0% 0,00
Engine room fans 2 15,00 0,80 12,00 24,00 25% 6,00 25% 6,00
ITOTAL PROPULSION AUXILIARIES 137,86 18,35 ~8,35 ,
Fresh air unit crew ran 1 1,10 1,00 1,10 1,10 100% 1,10 100% 1,10
I ITOTAL LOAD
-- -- -- - HARBOUR 472
The above list with consumers and their maximal elec- This is a shortened example of such a list, A realistic list
tric consumption, under the various standard circum- with 'all' consumers would take a considerable number
stances, is called the load balance, of pages,
1.6.4 Manoeuvring with guests
Again this is the up-scaled version
of the previous condition. The ef-
fect will be a higher connected load.
As there will be enough electrical
power all consumers can be con-
nected with the same restrictions
as mentioned before
1. 7 Load balance small When sailing there are two modes: longer period when on sails only.
sailing-yacht running on the engine and
charging the batteries with the Therefore cooking on sailing boats is
dynamo. seldom done using electrical power.
Although not obvious, a small sail- sailing on wind power and charg- Normally gas (butane or propane)
ing boat will also require a load bal- ing the batteries with the wind or kerosene is used.
ance of some sort. generator in combination with
A single line for a yacht like this is the solar cells. When the battery power gets low
shown in chapter 33. This yacht has the engine must be started to
a shore supply, a dynamo on the The capacity of the solar cells and charge this again. Failing to do so
main engine and a solar-cell the wind generator is very limited will cause communication systems
and/or a wind-generator. when compared to the dynamo to fail after some time which could
on the engine and heating and/ jeopardise safety of the crew in an
In port the primary supply will be or cooking with the engine off may emergency.
the shore supply, taking care of very well be impossible. For that reason often battery condi-
heating, cooking, ventilation and tion meters are installed.
battery charging . Only some lighting and some com-
munication may be possible for a
Also cable-wise this is close to the
In general, the price of electrical The link between voltages and 50-
installation limits, as the power
equipment rises with the volt- 60 Hz is almost linear.
cables from the generator to the
age. Consequently the cheapest switchboard could be:
electrical installation is fitted in If America changed to the Europe-
10 cables each 3x95 mm 2, filling a
an automobile: 12V DC, with hull an 400V / 50 Hz generators and
500 mm wide cable tray. The next
return. This kind of installation motors, the 60 Hz voltage would go
step up in switchgear is: 6600V,
is limited to small craft. Trucks, up to 480V.
followed by 12,000V and 24,000V.
which have a higher power de- As already mentioned, the capabil-
The maximum practicable value for
mand, use 24V DC. ity of low-voltage switchgear is lim-
ships is 15,000V.
For ships, the normal electrical ited to about 100 kA RMS or 220
installations use either 400/230V In Europe, land based industrial in- kA (peak), which limits the total
50Hz or 440V 60 Hz. The latter stallations normally operate on an generator capacity to about 5 to 6
voltage is somewhat impractica- electrical distribution system of 3- MVA depending on the short-circuit
ble, as no standard light bulbs phase, four-wire 400/230V 50Hz. figures.
are available and transformers The advantage is that the switch-
are needed to overcome this gear components are easy to ob - To accommodate the increase in
problem. Nevertheless, this volt- tain and relatively cheap. electrical power demand on for in-
age is widely used . In the USA, however" a distribu - stance large offshore platforms or
tion system of 3-phase 3-wire wind -turbine installation vessels
450V / 60Hz is used in combination more often a primary voltage of
1 Switch-gear low with 1l0V / 60Hz for the lighting. 690V-60Hz is selected.
voltage Lighting transformers are therefore The down-side of this selection is
required, as the delta voltage from that most SWitch-gear has a proc
Switch - gear has two design crite- a 450V network is about 280V, portional decrease in short-circuit
ria : thermal capability and physical which has to be converted to 110V making and breaking capacity when
strength. by transformers. the voltage increases above 500V.
The thermal short-circuit capabil - But as Owners are reluctant to
ity of standard low-voltage switch- A 400V / 50Hz generator at 1500 introduce high-voltage systems,
gear is based on a nominal voltage RPM, when rotating at 1800 RPM, as these would require specially
of maximum 500V both 50Hz and produces about 480V and conse- trained staff and special tools and
60Hz. quently 60 Hz. spares, the 690V systems are more
The short-circuit strength of bus- A standard 400V / 50Hz 1500 RPM and more favoured.
bar systems for the same (low) electric motor produces 20% more
voltage as above is maximal 220kA power when fed with 480V / 60Hz
(peak), in line with the load limit of and rotates at 1800 RPM.
the largest breaker on the market.
This breaker has a breaking ca-
pability of 100kA RMS (root mean
square).
IIi 3,4oo/23OV - 50 H,
9:9 9 to
J J .;- - J J IIi 3,400/230V - 50 H,
,J 0 J ,r ,r ,r J
'0 10
G
Vl Vl
a::
UJ
a::
UJ
:E a:: :E
~
:Q a::
UJ
UJ
I- :Q ~
Vl Vl Vl
Z
0 ~
..J Vl Vl
Iii
~
~
a::
UJ
..J
..J Vl Vl
Z
0
u z z a:: J:
J: z z U
:E
J:
U ~ ~ J: I-
U ~ ~ :E
a:: u u u I- Z
a:: U u U a::
~
zUJ ::;J: ::;J: ::;J: 3:
0
til
UJ
I- ::;J: ::;J: ::;J: ~
Z
Vl UJ
Stepping back to look at the real Using today's semi-conductor
requirements for this installation switching devices, to connect and
gives a different approach with the disconnect under normal operating
following list (above diagram): conditions up to their switching ca-
1. Diesel-generators producing pabilities, protected by high speed
electric energy. DC fuses against short-circuits,
2. Shore connections converting could result in a more simple sys- 1;. r;ii.
shore power into the ship's en- tem. [J L:J
ergy system.
3. Converters converting this elec-
tric energy into suitable voltage
The bus-bar separation, same as
required in an AC system and di- EJ 'EJ
and frequency for the single vision of essential duplicated con-
consumers and groups of con- sumers over these two sections r;fr;r
sumers. would lead to a redundant system. LJ []
4. Two relatively small converters
converting the ship's energy A Failure Mode and Effect Analysis
into a clean constant voltage (FMEA) for the first new designs
and constant frequency system could help to get the rules adapted
for dedicated consumers. and the design approved.
AC-AC converter
~
1--,1--, U'l
::J:= ~ ~ ~ffi ir ~
OUJ
zu
W
Z
!!i!U t:; w
Z z~
W w ::J w Z ......
80
;:
\!l \!l ~ \!l o N
uJ:
W
tJ We
0<:11'1
UJ 0>
J:e
UJe ..,.
GENERATOR
[!] SEMICONDUCTOR
DC SWITCH
+- +-
~ 6 PULSE RECTIFIER
~ INVERTER DC/AC
0
.
~
~r
a: 0<:
~w
>0
~
~- .6.
A
~
OlQ
~w
lQ
.~
~
UJ
Z
a:
~
:::l
a:
~
U'l
ir
t:;
::J
U
a:
tJ
a:
:::l
0
zJ:
iSg
A
e
.6. i SHORT CIRCUIT
FUSES
w~
0u..
U if ~
~~ :5~ ~ U:=
<>g
~
\!lZ
ffi8 ~ ~
:=
0
CD
0
J:
~UJ
~,
wU
J: UJ UJO
The calculations start with a simple estimate, without any figures from the generator and is based on general
experience, followed by a simple improvement involving some data from the generator.
A third still relatively easy improvement, giving, however, a less significant reduction, is a calculation incorpora-
ting cable data. In all cases also the contribution of the electric motors in service has to be added.
When no detailed generator is available a first estimate of the short-circuit currents can be made. The values for
the nominal power and voltage of the generator are selected arbitrarily as an example.
When no further data is available most classification societies use the following calculation to determine the
short-circuit current : I k RMS = 10 . In
In this example this would be 14000A (RMS) for one generator. For each additional generator of the same size
this value is added so when you have for example three of these generators feeding a switch-board in parallel
the Ik RMS will be 42000A or 42kA. This is the current that the circuit breakers and fuses shall be able to inter-
rupt, called the breaking capacity.
Another essential figure is the maximum current that the circuit breaker has to interrupt if closed on a short-
circuit. This is indicated as the asymmetrical peak value, in formula I peak = 2.5 Ik RMS
If no data are available the rule of thumb gives 2.5 times the RMS value so in the example 35000A peak for one
generator and 105kA peak for three generators .
This is the current the circuit breaker shall be able to make, called the making capacity.
The capability figures for circuit breakers, like making and breaking capacities, are given in de maker's documen-
tation. When this documentation indicates that a circuit breaker can handle the breaking of a short-circuit only
once, one or more spare circuit breakers of the relevant type must be carried on board.
This peak value determines also the maximum forces between the conductors and bus-bars. For bus-bars this
value must be used to determine the mechanical strength which the bus-bar system must be able to withstand.
With the design of the bus-bar system the outcome of this will be used to select bus-bar supports and their spacing .
When more information is available from the generator the short-circuit calculation can be improved. The
example shows the result when the sub-transient reactance of the generator, which is the impedance of the
generator directly after a short-circuit in the first 0-6 cycles, would be available which is set here for 12%
Ra 2
From the ratio - which in this example is - - = 0.1, the cos <p and the surge factor (See graph on page 52, top)
Xa 19.2
The result is a cos <p = 0.1 and a surge factor X = 1.65 The peak short-circuit can then be calculated as :
I peak = Ik rms . X . v'2
The outcome is 12000 . 1.65 . v'2 equals 28kA peak a substantial lower figure than the earlier result .
A further but smaller improvement in the accuracy of the short-circuit calculation is to take into account the
resistances and impedances of cables connecting the generator to the sWitch-board.
rl . I
RI cable resistance is RI == xl I
XI == cable reactance. == XI == -
n n
rl, xl and I are the specific resistance, specific reactance and length of a cable and n the number of parallel cables.
Cable type rl en 0.204 per km or mn per metre) xl mn per metre 50Hz and x mn 60Hz
The generator in this example, with a nominal current of 1400A (see 4.1L can be connected to the Main Switch-
board with 7 parallel cables 3 x 95 mm2. When the length of these cables is set to 20 metres the cable resistance
can be calculated as follows:
rl . I 20 . 0.204
RI == - - equal to == 0.6 mQ.
n 7
xl . I 20 . 0.075
The cable reactance is XI == - - == == 0.22 mQ.
n 7
The short-circuit current Ik RMS = Un 400 == 11.8 kA RMS. This is not a big change compared
v'3 . Z v'3 . 20.2 to the previously found result of 12 kA
R
With the more accurate - == 0.14 the surge factor is X == 1.55 and thus the asymmetrical peak value
X
1.55v'2.11.8 kA or 24.9 kA peak.
The following are the conclusions from the example calculations above for the contribution of a generator to the
short-circuit currents .
4.1 first estimate 4.2 with gen data 4.3 with cable data
Ik 14kA RMS 12kA RMS 11.8kA RMS
Surge factor X 2.5 1.65 v'2 1.55 v'2
Ipeak 35kA peak 28kA peak 24.9kA peak
To complete short-circuit calculations the contribution of running motors must be added. To make this part of the
calculation some values have been assumed as an example.
Nominal power Sn (kVA) Example 700kVA
Nominal voltage Un (V) Example 400V
5 700
Nominal Current In (A) Can be calculated from I == __ n _ in this example approximately 1000A.
n Unv'3 400v'3
When there is no further data available most classification societies use the following calculation to determine
the short-circuit current Ik RMS == 3.5 In In this example this would be 3500A (RMS)
The surge factor X can be taken from the generator figures.
The resulting figures for the motor contribution to the short- circuit values are for each type of calculation:
4.1 first estimate 4.2 with gen data 4.3 with cable data
Ik 3.5kA RMS 3.5kA RMS 3.5kA RMS
Surge factor X 2.5 1.65 v'2 1.55 v'2
I peak 8.75kA peak 8.2 kA peak 7.6 kA peak
4.5 Conclusions
The conclusion from the example calculations above is that when more data is available and there is sufficient
time to process this the results will be more accurate.
Generator plus Motor contribution
4.1 First estimate 4.2 with gen data 4.3 with cable data
Ik total RMS 17.5 kA RMS 15.5 kA RMS 14.9 kA RMS
Ik total peak 43.75kA peak 36 .2kA peak 32.5 kA peak
K cos cp
2.0 1.0
\
1.8 _\ , ~~
0.8
, ,
1,65
1.6 1\ ~ 0.6
~
"-
'" "-
a
""
I
b I. Slowdecaying a.c. component
I
- - - - - - - \\
c d C component \
. \
.J
'
........
~------ Time---
.
L.~-- __ _
r--
/
/
/
------......1
short-circuit currents close to a generator with details of components
Symmetrical
Subtrans. Transient
Asymmetrical
I
2./2I'k I ip
----_
--- -----rs
2./2I k
iPv ___\
short-circuit currents near a generator (schematic diagram).
5 Mechanical strength of bus-bars
~.
.-
o Is
I
LARGE MOTOR OPERATEP
U< CIRCUIT BREAKER
o p
kW>
'--_---" ELECTRONIC PROTECTION UNIT
.10. ~,,<iliJ!I!!Ol<( ~i
The aim of selectivity is to iso-
late a fault, due to short-circuit
Diazed fuses come in sizes DII up
to 25A and DIll up to 63 A. E
I: -- :-_l - "'~~~"'IHI~~U~
-:4n~W++-l--
- ---
_ --
- --
.=-- -~
I
Larger sizes DIV and DV are not .J 2 +-----j-+-l-I-++HI+-tI-\-l\-\I-\\++\-N--\+I---l-I--HHH ---H
or overload, as fast and close as
10'~
~7i'_
possible to the fault. This is to considered suitable for ship instal-
lation due to excessive temperature
leave as many systems alive and - .-
healthy as possible rise. Some Class Rules exclude the
types larger then 320A for short-
circuit protection. 10'tlal_~~
3 Selectivity Diazed fuses are relatively simple
and cheap protection devices with
101 ~
~
Selectivity, or discrimination, is the a rather wide tolerance.
technique to ensure that there is The 4 A fuse melts slower than a
"'m
coordination between the operat- 2 A fuse and faster than a 6 A fuse.
~~
ing characteristics of circuit break- To obtain selectivity with fuses, it
ers connected in series. The aim of is generally sufficient to leave one
this is to make sure that only the size in between.
circuit breaker upstream of a fault Fuses are also available with differ-
trips and that other parts of the in- ent melting curves .
stallation are not affected . These vary from "normal" for
A design should ensure at least standard final sub-circuits for light-
10".
minimum selectivity as per classi-
fication requirements. Manufactur-
ers of protective devices, such as
circuit breakers and fuses, provide
ing and "slow" for motor circuits
acting slightly slower.
Special very fast interrupting fuses
are available to protect semi-con-
:10'72
46
ffi1IImJ
B10' 810' 4 6 810' 2
I..,[AJ----
selectivity tables for their products ductor circuits.
Simplified diagram of interrupting
which can be used with the design.
currents / time of diazed fuses.
Also special modelling software can OVERLOAD Short-circuit
be used to assist with determining 104S
time-current coordination .
Most circuit breakers have two 103s
specific tripping zones. One is the
102S
overload zone and the other the
short-circuit zone
10s
The overload zone is the area be-
tween the rated current of the cir- 1s
cuit breaker itself and 8-10 times
Circuit breaker trip
this value. In this zone the thermal 101s
curves with over-
protection of the circuit breaker is
10-2S
load zone high-
active . On the graph with circuit
lighted.
breaker trip curves on this page
marked "overload" this zone is 0.1kA 1kA 10kA
marked.
The short-circuit zone is the area 104 s
above the overload zone i.e . with t
currents above the 8-10 times 1Q3s
1'"
this zone is also marked. 10-1s ,"
\
. Overload settings protect the ca- I
ble and the consumer against sus- 2
10 s Circuit breaker trip
I.
,
, I curves with short-
tained overcurrents.
Overload protection devices are - "'- ~ circuit zone high -
........... 10kA............
lighted.
not always fully adjustable, es-
pecially in small circuit breakers.
Those smaller circuit breakers are
available with different curves like
for instance for motor protection or
cable protection .
1 1;lliil~111I m
1000
224 250
W
B
~B
100 125
Ito.
~i~~~~~~i~
355 100
~ 53
40
BO
50
E
~ I...
"'.
I'
a ~ ~
2 10 '\
A-:r
~
~
""
~ ~~
'"
a. :r7 II
1
O,4 W 0.1
I-- 1--
0,2 VII 11111111 II 11 I 11111
- 51<>.,
11 1 1111111
I
0 01
1 . 1 10 100 1000 10000 I [AJ
20 60 80 100
0, I 0,2 0,4 0,60,8 I 6 810 :J)r;A4<)
Time- current curves of a generator circuit breaker with
Prospective sho rt circuit rurrent (kA) - . .
time delayed short-circuit protection and two circuit
Current limitation diagram for fuses 40A - 400A breakers with direct operating short-circuit protection.
4. Current limitation with the peak value would be at its ma x- This does not impair the redundan-
fuses imum, In the example a red line is cy of the basic design .
drawn to the top line and then fol- To have a totally selective instal-
One of the most important features lowed horizontally to the left to find lation would be very difficult and
of fuses is their current limiting a value of approximately 75kA. could mean the installation of ex-
ability. Current limiting is the effect When fuses are installed one of the pensive selective circuit breakers
that a faulted circuit is isolated be- green limiting curves for the ' partic- in the main switchboard . That is
fore the fault current has sufficient ular rating can be used to find the why partial selectivity is often se-
time to reach its ma ximum value. A peak value. In the example this will lected in the design but this could
fuse will melt very fast and thereby be approximately 13kA by following mean that on a short-circuit more
limiting the total energy delivered the red line again in the same way than the faulty circuit will be dis-
to the fault. This fast fault isolation as above but using the green fuse connected . This could endanger re-
also lim its thermal and mechanical current limit line for the 160A fuse dundancy in the installation which
stresses on the system and avoids of the ex ample instead . is especially critical for DP-vessels.
damage and down time. The effective RMS short-circuit val-
Fuses are sometimes used as pri- ue after the fuse can be found by This leads to an expensive instal-
mary protection for one or more drawing a red line down from the lation.
circuit breakers where high short- diagonal peak value line to the line However, redundancy of the basic
circuit levels are ex pected and with the prospective short-circuit design can also be met by dividing
the short-circuit rating of the cir- current. In the example this results the duplicated essentials over more
cuit breaker(s) is not sufficient for in a short-circuit current of approxi- downstream distribution boxes,
these levels. mately 5kA. powering t hese boxes through cur-
To determine the current limitation rent limiting devices.
of a fuse a calculation can be made 5 Selectivity diagrams This enables the use of less sophis-
but an easier method is to use the ticated switchgear downstream as
current limitation diagram provided Selectivity diagrams are used to the fault current is limited by the
by the manufacturer of a fuse, visuali ze the relation between upstream circuit breaker. The re-
The current limiting diagram on the overload and short-circuit trip dundancy of the essential consum-
this page shows an ex ample of the curves of series-connected pro- er is guaranteed because its twin
determination of the let-thru cur- tection devices such as fuses and is supplied from a different up-
rent of a typical 160A fuse. It must circuit breakers . The selectivity stream circuit. This limits the cost
be noted that manufacturers pro- diagram on this page shows the of all downstream switchgear with
duce their own current limitation time-current trip curves of a gener- respect to circuit breakers, fuses ,
diagrams and those should be used ator circuit breaker and two circuit bus - bar systems, etc.
with any particular design . breakers supplied by this breaker. Redundancy is again based upon
In the example a prospective short- The cu rve in red represents a typi- the single-failure principle. If a sec-
circuit of 30kA ha s been calculated, cal motor supply circuit with a ther- ond fault happens to the second
The black diagonal lines in the dia- mal curve for overload protection identical downstream distribution
gram represent the peak values for and an instantaneous short-circuit box, the other duplicated essential
the short-circuit. The top line is the relay. The generator circuit break- could be lost and propulsion stops.
peak value with the DC component er has to be able to switch off any Further redundancy requirements
(Ia = 1.8 Ik y'2) . The lower line current, that the generator (or the are found in paragraph 2.
is the peak value without the DC total capability of the other gen-
component (Is = Ik y'2) erators) can produce further down -
When no fuses would be installed stream.
'Type Approval' is an independ- in conformity with a specific stand- It is based on design review, initial
ent certification service, providing ard or specification and verification type testing and verification of the
certificates stating that a product is of the production quality system. production process.
1 Introduction
TEST ENVIRONMENTAL CATEGORY
Type Approval consists of a review
of the design against the classifi- ENV 1 ENV2 ENV3 ENV4 ENV5
cation rules as well as against in- 1 ~isual inspection X X X X X
ternationally accepted standards, 2 Performance test X X X X X
witnessing of initial type testing 3 Pressure test X X X X X
and verification of the production 4 Insulation resistance X X X X X
process. 5 Power supply variation X X X X X
An ISO 9000 quality assurance cer- 6 Power supply failure X X X X X
tification of another notified body is 7 Inclination X X X X X
also acceptable. 8 ~ibration test 1 X X X X
The location onboard where the ~ibration test 2 X 'j
equipment will be used determines 9 Humidity test 1 X X X X
part of the required testing. Humidity test 2 X
Type approved equipment has also 10 Saltmist test X
been tested and deemed suitable
11 Dry heat test X X
for the marine environment as de-
~olartest X X
fined in the classification rules.
12 Low temp. test X
European Marine Equipment Di-
13 High voltage test X X X X X
rective (MED) is intended to ease
free movement of goods within 14 Enclosure test X
the European market. Equipment 15 EMC test X X X X X
certified by a notified body as per
MED directive may be used on all Basic environmental tests
European ships, independent of the
classification.
ENVIRONMENTAL CATEGORIES
All Classification Bureaus accept
the MED certificates of other Clas- CATEGORY DESCRIPTION AMBIENT TEMP. RANGE
sification Bureaus as well as MED
ENV 1 Control/ed environment To producers spec.
certificates of other notified bodies.
Enclosed spaces subject
ENV2 o temperature, humidity Min 5 C Max + 55C.
Using type approved equipment and vibration ,
Before type approval testing can The maximum ship movements are
" commence the environmental con- defined as:
ditions must be defined. The gen-
eral environmental conditions for - Trim: +/- 5,
air and seawater are: Pitching: +/- 5
- List: +/- 22.5
- Temperature air 45 centigrade - Roll: +/- 22.5.
(figures can differ for restricted
services)
- Temperature seawater 32 cen-
tigrade (temperatures can differ
for restricted services)
- Maximum humidity 95% not
condensing,
TYPE APPROVED
3 Type approval tests The current and frequency in the
coil of the electromagnet can be
3.1 Vibration adjusted in order to create any de-
sired vibration. The desired vibra-
The object to be tested is placed on tion is chosen in relation to the ex-
a support which is fixed to the core pected environment where the unit
of an electromagnet. has to operate.
A modern diesel engine with standard control and monitoring system fit-
ted on the engine. This unit has also been tested for severe vibration lev-
els as can be expected on a diesel engine. The touch screen control box,
mounted in the above control unit is tested separately. Vibration test
ivlBRATION TESTS
ENV 1 Displacement 1.5 mm 2 - 13 Hz
General Accelleration 10 m/sec2 13 - 100 Hz
The solar radiation test (below) heats the equipment up from one direction only.
This creates also mechanical stresses.
3.4 Low temperature 3.7 EMC All essential equipment must be
selected from the lists of type-
When a piece of equipment IS in- Is required for equipment incor- tested equipment.
tended to be installed on an open porating active electronic compo- If the chosen equipment is not
deck this needs to be subjected to nents. listed it must fulfill the require-
a low temperature test. ments for type testing at least.
Test Voltage
Rated Voltage Un
a.c.(r.m.s.), V
Un 5 60 500
60<Un 51000 2 X Un + 1000
1000 < Un 5 2500 6500
2500 < Un 5 3500 10000
3500 < Un 5 7200 20000
7200 < Un 5 12000 28000 High voltage test
12000 < Un 515000 38000
3.6 Enclosure
EMC test
Lloyd's Register Verification (LRV), having been appointed by the UK MCA as a "notified body" under the terms of The Merchant Shipping (Marine
Equipment) Regulations 5.1. 1999 No. 1957 and Article 9 of Council Directive 96/98/EC a~ amended by Commission Directives 98185/E(' 2001/S3/EC,
2002nS/EC and 2002/84/EC for Marine Equipment, certifies that:
LRV did undertake the relevant quality assessment procedures for the equipment of the manufacturer identified below which was found to be in
compliance with the Fire protection requirements of Council Directive 961981EC on marine equipment IlS amended above and in accordance with
Annex B. Unit Verification Module G, subject to the conditions below and in the attached Schedule which will also form part of this Certificate.
:: M~'ilii~.er,;5-.:roila:oo';,.:: :: , :::: ::::;: ::::' ;, :::.:?.(Cid6t:i)j'es&rjpti&iT;:: ;:~, ;:::::::"::::';:::::/ :::::":::'.:'::' ,'; ,.,,:,:,'
062.10.1.9530 Inert Gas system type: Gin 2500-0.15 FU
:: ~r:Odii~('lil~niltYr)Ui'.\bet!:::>,;::: .. :;:Z,::::,'.. : .,,::: ';:~;:::: : ::,<,>::;: ::;, .;:;: :::::~: :,:}::,:,:::::::::::,:;:::,: :.;: ::;::::::::~::::::::::;:;?::
Serial number 06830
Approval is subject 10 continued maintenance of the requirements of the above Directives and to ali products continuing to comply with the
standards and conditions of EC Type Examination Certificates issued by lloyd's Register Verification .
Note. A technical file shall be maintained to record the above produ of issue of this Certificate ,
Subject to the Manufacturer's cOmpliance with the foregoing, and tho~ conditions of Articles 10.1(1) and
1i of the Directive, the Manufacturer or his authorised representative.J allowed to affix the 'Mark of
Conformity' to the products above ,
0038/08
Llcyd's Register. its affiliates and subsidiaries ilnd their l espective officers, employee> or agents ~Ie. individually and collenively,
leferred to in this clause as the 'lloyd's Regisler Group' . The Lloyd'; Rpgister Group assumes no responsibility and Shilll not be 'iable
10 any person for any less, damage or expense caused by relianet'! on the informatron or advice in this cocument or hov-.'Soevef
provided. unless that person has signed a contrad with the relrNant lIoyd's Register Group entity for the provision of this
]]0 ns
l~e8Xfer
in/ormation or advice and in th at case any responsIbility or liability is exclusively on the terms and (ondil ions set out in that conttact.
form 1616V ooos.On
The above certificate is a Type Ap- The steering wheel on the certifi- The MED certificate can be issued
proval Certificate with a MED logo cate, shows that it fulfills the Marine after design appraisal, and testing.
for an inert gas system. Equipment Directive (MED) require-
ments for type approval.
An inert gas system produces an The main purpose of Marine Equip- tial test witnessed by the author-
inflammable gas, mostly N2 mixed ment Directive approval is to ease ised body as well as a verification of
with C02, used in tankers as a trade within the European commu- the production quality system.
blanket above a dangerous cargo. nity. Currently, MED certification is lim-
It serves two purposes: one to The equipment must be approved ited to safety, fire fighting, naviga-
avoid an explosive cargo-air mix- as per accepted international stand- tion, nautical and communication
ture above the cargo, and secondly, ard and the approval system shall eqUipment.
for certain cargoes, the prevention be as per EC publication. The 2007 European Community
of mixing of cargo with the oxygen Furthermore, the system also con- represents a vast amount of cus-
in the air. sists of a design review and an ini- tomers.
J ll)\;(~8
l ,;\'(
J:PT ~l'1..lr
- \:'\"'L' - .'-- .
USCC.fUMRA
iQ)~w
; 8 U REA U ~'
JA.i., /L~
. 1":' ~. t.~H fff.Att!ll
II r,, \, ii:('
f 1'1' ' ) rj flt..: H /1 p ~, It
This c(rOnC9lels Istiued un~ the autmrtty 01 \he .,Bunr:);!6fYl1niS1eltJm f\)r Verteor, &lu ufld Sta<lt(jntwlc~lu()ot .
V2QQ8.0723
.. .
em
cnZ
~O
l>-<
,
O --\.I""
zen "'j'
u
~' o \"~'~i'rZ'-~A;\
- , .
, "
-=-- ;z: :~~!1'..-
~
i i
Hazardous areas are those Additionally, the areas on open
areas where, due to continuous deck within 3 metres of any cargo
or part-time presence of gases, tank outlet, cargo valve, cargo pipe
flammable liquids or even explo- flange, cargo pump room outlets,
sive dusts, the danger of explo- and within a 6 metre radius from a
sion exists. high velocity discharge vent, up to
Hazardous areas are for instance 2.4 metres above deck .
the tanks of a tanker with the A high velocity vent, often com-
deck above, the cargo-handling bined with the pressure / vacuum
area, cargo-pump room, the car valve, is a device which allows
decks of a ferry where cars are gases to pass through at overpres-
stowed with fuel in their tanks, a sure or underpressure (vacuum)
paint store or the hold of a dry- of the tank with which it is con-
cargo ship certified for the car- nected, thus preventing damage
riage of dangerous cargo. to the tank structure. At overpres-
The most cost-effective solution sure, during loading of cargo, or
Cargo tank zone 0 with level sen-
is not to install any electrical as a result of heating up by sun
sors
equipment in dangerous areas. radiation, the gases are blown out
mabie liquids (other than liquefied at high speed. This is to prevent
The IP rating (International gases) having a flash point not ex- those gases from forming a haz-
Protection rating) as defined in ceeding 60C. ardous layer at deck level. During
lEe 60529 classifies the degrees In the case of liquefied gases, the loading, gases in cargo tanks which
of protection provided against cargo tank itself and the surround- are driven out by pumping in new
the intrusion of solid objects ing secondary barrier spaces are cargo, are normally collected in the
including body parts like hands classified as zone O. vapour return system and are re-
and fingers, dust, accidental condensed in the refinery in order
contact and water. 2.2 Zone 1 not to pollute the atmosphere, and
to gain back cargo
Areas where during normal opera-
1 Hazardous areas tion an explosive gas atmosphere Zone 1 Areas for IWW tankers
can be present periodically. Spaces range from the outside of the cof-
Hazardous areas not only depend as adjacent to and below the top ferdam fore and aft of the cargo
on the type of cargo, but also the of cargo tanks carrying crude oil, tank area, at less than a 45 0 an-
locatio.n of the area in relation to oil products or chemicals etc . with gie inwards up to 3 metres above
the location of the cargo . a flash point up to 60 degr. C. Also the tank deck . The height is thus,
Inland waterway tankers some- spaces separated by a single deck higher than for seagoing tankers.
times sail over sea and seagoing or bulkhead from zone 0, cargo The areas considered dangerous
tankers may sail a long distance pumprooms, and spaces where for the outlet of a high pressure
upriver. At sea or inland each have pipes for above cargoes are leading discharge valve have a radius of
specific requirements but with the through. only 2 metres.
same intention. The height above deck for high ve-.
locity vents outflow only has to be
Hazardous cargoes are defined and one metre above deck, also much
divided into the following groups: lower than as per IMO, and has to
1. Flammable liquefied gases do with keeping the ship as low as
2. Flammable liquids with a flash possible for under-bridge passage.
point below 60 e and liquids
heated to a temperature within
15 e of their flash point
3. Flammable liquids with a flash
point above 60 e
4. Hazardous goods and materials,
hazardous only when stored in
bulk
2 Division of dangerous
areas
2.1 Zone 0
..
-
2.3 Zone 2
3 Selection of certified
equipment
Apart from the relevant gas group, 4 Summary of certified 4.1 Intrinsically safe
certified safe equipment shall also means of protection equipment
be selected on the basis of the
ma x imum surface temperature Certified intrinsically safe Intrinsically safe eqU ipment is
during operation. This surface tem- - certified intrinsically safe cat- equ ipment isolated by a barrier
perature must be below the igni- egory lb unit; the barrier limits the energy
tion temperature of the gas from - Flame proof equipment type " d" in the hazardous area to the extent
the cargo and is stated in the cargo - Pressurised equipment type " p" that it cannot cause a spark which
lists (the certified booklet on board - . Non sparking equipment type could start an ex plosion. The cable
a vessel with the allowed types of " Nil from the barrier unit to the intrin -
cargo) . - equipment for cable trays and sically safe un it in the dangerous
cables area must be routed separately
Temperature classes and max imum - Cables with metall ic shielding from other, not intrinsically safe ca-
surface temperatures are : and non - metallic impervous bles to prevent the cable picking up
outer sh ielding additional power through induction
Tl: < 450 C T4: 135 C
that would exceed the IS safe limit.
T2 : 3000 C T5: 100 C
T3: 200 C T6: 85 C 4.2 Equipment in zone 0
Ex ample of ex tract from cargo list
CABINS IP 20
CORRIDORS IP 20
BATHROOMS IP 34 NO
IP 23
ENGINE CONTROL ROOM
I YES
I
NAVIGATION BRIDGE IP 23
Ir:" 01'1.11 "Of"\\/C
IP 23
IP 23
IP 44 YES
MODERATE MECH. I BATHROOMS I IP44 I SAFE SOCKETS
DAMAGE
ENG RM BELOW
IP 55 NO YES
FLOORPLATES
IP 67 NO YES
5. IP Ratings
3 OBJECTS < 2.5mm 3 Sprayed water 45-90 0 I IP 68 equipment can be used in-
4 OBJECTS < 1.0mm 4 Splashed water finitely immersed under a defined
5 Dust Protected 5 Water jets water column . The certificate of ap-
proval must indicate the maximum
6 Dust tight 6 Heavy seas i
allowed water pressure.
7 Immersion under 1m water column
The table on this page gives an ex-
8 Infinite immersion under "X"metre planation of the digits in an IP rat-
EXAMPLE: IP 68 ing.
Iwater column
I
"X"to be stated on certificate/nameplates
~~
in po rt possibly the power deliv-
ered v ia t he shore connection.
\ \ TINE
1 Generators
~ ...,....
An electric generator is a device
that converts mechanical rotating ROTATIDN POWER
energy into electrical energy.
When a generator produces an al-
ternating current it is called an al-
ternator.
~ :: {A _ A ~~"
::;
/~
~~n~
"
.
~
small machines) They also have an adapted AVR
- by a rotor winding energized 3600 3000 2 (Automatic Voltage Regulator) to
with direct current through slip 1800 1500 4 2 generate a sustained short-circuit
rings and brushes. 1200 1000 6 3 current of 350% of the nominal
Alternators on ships usually will be 900 750 8 4 current.
of the brush less type. 720 600 10 5 This short-circuit current is required
The frequency that is produced 600 500 12 6 to allow the circuit breakers to trip
100 72 . .. 36 ---- in a selective way.
A large generator stator during pro- The rotor for the same machine in a balancing machine.
duction. The separately manufac-
tured windings are fitted into the
stator and connected together.
The ability of ships' generators to To determine the moment that the the temperature can be measured
produce a short-circuit current high machine has reached its maximum whilst running.
enough for selectivity or discrimi- temperature and is stabilized, the The maximum permissible temper-
nation is essential and above in- cooling air or water inlet and outlet ature rise for the different insula-
dustrial (shore) standards. temperatures are measured while tion materials differs for the resist-
Furthermore, they have to be able running. ance and temperature measuring
to run in parallel, sharing the cur- method.
rent load without the assistance As soon as the difference between The resistance method gives the
of automation devices. See IEC inlet and outlet temperature is sta- average temperature rise for the
600922-302 Equipment, Genera- ble for half an hour, the machine total winding. The embedded tem-
tors and Motors for further details. has reached the maximum value. perature measuring devices are lo-
When temperature measuring de- cated at the hot spots.
vices are present, such as embed-
3 Testing of generators ded PT100 sensors,
NO LOAD TESTRUN
TIME VOLT FREQ. CURRo SPEED COOLING COOLING TEMP DIFF.
AIR OUT AIR IN
V Hz Amp RPM C C C
8:30 450 60 0 1800 20 20 0 I
V Hz Amp RPM C C C
12:00 450 60 500 1800 28 21 7
12:30 450 60 500 1800 30 21 9
13:00 450 60 500 1800 32 21 11
13:30 450 60 500 1800 36 21 15
14:00 450 60 500 1800 38 21 17
14:30 450 60 500 1800 40 21 19
15:00 450 60 500 1800 41 21 20
15:30 450 60 500 1800 42 21 20
R3 Resistance after short-circuit test 0,0190
T2 temperature rise short-circuit test 62 K
Total temperature rise + T1 + T2 =15 + 62 =77 K
Functional test
No load 25 0/0 100% 110%
LOAD TESTS 50% load 75% load
test load load load
Voltage V 455 454 452 451 450 448
Current A 0 125 250 375 500 550
Power factor cos<l> 0 0,8 0,8 0,8 0,8 0,8
Power kW 0 78 156 234 311 341
Exciter voltage V 10 18 25 32 40 45
Exciter current A 2 3 4 5 6 6
Cooling air in C 21 21 21 21 21 22
Cooling air out C 29 32 35 38 41 42
1. Bearing
BRUSHLESS AC GENERATOR L1 L2 L3 2 . Permanent magnets on rotor
~
3. Coil on stator activated by
AUTOMATIC permanent magnet
VOLTAGE 4. Stator exciter winding
REGULATOR
R 5. Rotor exciter winding
6. Rotating diodes
- . -.- . - . - . - . ~ . - . - . - . - . - . - . - 7. Rotor poles
STATOR 8. Stator windings
~IG3
9. Fan
lO.Heat exchanger water/air
UGl UG2 11 .Slip rings, in case of an old-
o G o
fashioned generator instead
of items 4, 5 and 6.
ROTOR
no
o o o
AC GENERATOR WITH SLIPRINGS L1 L2 L3
AUTOMATIC
VOLTAGE
REGULATOR
G3
Gl
0
.. _._._._. .- .- .- _._._._._.-._.-._._._._._.-
0
ROTOR
II ') 11
This certificate is issu~>d to th.e above Olent to certify that the ac generator/motor, particulars of which are given below, has been Inspected at
the manufacturer's works. The construction, workmanship and materials are good, and the machine complies with the relevant requirements of
the LR's Rules and Regulations.
_. . ----r . -.. . _ __
--.b-.. _ . _. . . ., . . .. .'"r.. -._... .._- ........ .... ........ ----- .
'W' ..
Particulars
Type
Auxiliary AC Generator 0 Auxiliary AC Motor 181 Propulsion AC Generator 0 Propulsion AC Motor 0
kVA (generator only) Volts Number of phases kW
440 3 delta, 110
Ampe.res Herrl: Power factor Rev/min
182 60 0,82 1785
Type of enclosure Class of Insulation
IP55 tropicalized F
Type number Serial number Date of temperature test Machine acting as
5RN280M04A8 0408-133/134 10 August 2004 motor
Results Of Tests
Duration Rev/min Volts Amperes
185 min 1781 440 183
Hertz Power factor Field-volts Field-amperes
60 0,83
DEGREES C {State whether resistance ("r") or thermometer ("t") Generator Voltage Regulation
Test Actual Rise If Regulation not Inherent state serial number of,A. V.R
Generator Voltage (V) 6600 Power (kVA) 3220 Insulation class HIF
specifICation
Frequency (Hz) 60 Power factor 0.90 Degree of protection (lP) 44 I
representative Is authorized by Det Norske Veritas to stamp the For identification the generator was stamped I
generator.
(Fill inn as applicable):
The undersigned authorized person declares that the generator
is manufactured and tested in accon:!ance with the conditions given in
Manufacturing Survey Arrangement.
... . . J~]/j:J~.~.cn.~. ~~.~'-~. ()~. ~.~.~.h.~~.~C1c::~
By DNV surveyor I
No.: -- --- ----- --- ---. _. - - - -- -.- -_. ------ -- ------ -- ----- -.- I
Quality System Certificate ThiS product certificate is only valid when Sign~~ut:yor:
Marking: -- ----- --- _.. .. ------ -- - -- -- --- --- --- ---- ------
--~
I
Name:
---- ---- --- --.. --- .--(Name; ------ --- --- --- ------
Remarks:
The Inspection of the generator was carried out in accordance with the DNV Rules Pt. 4, Ch. 8 Sec. 5, Jan. 2005.
If Iny person 'offers loss or dillmagelM1lch is proved 10 haye been caU$! by any negligent act or omls.slan of Oel Norske V.mas, !hen Del NotV:e Verttas $haJl pay compensa1lon to SUCh penon tor hlS r:ro'led direct [~o r
~mage. HO"MfIer. the compensation sI'IllI not exceed an amoum equalla ten Umes the fee charg.cl for Iho $8Mc.e In qoeaJon. proyJdod \hI1 thomamllJ'l oompemation lShali nfl....r exceed USD 2 mllUon .
III Ihls provision "OM No~e Verttu shall mean tnc Foundation Del NorSke Vfltitas 81 well as all lis SlI~I.rieS. diredors, aft'ice~. emptoytos., liQenls and any O1her acting on behalf 01 oat Norske vomls.
--
DET NORSKE VERITAS, VERITASVEIEN 1, NO-1322 HlINIK. NORWAY, TELlNT: +47 67 5799 00. TELEFAX: +47 67579911
Form No.: 79.4Oa Issue: June 2004 Page 1 of 1
a
A shore connection is a circuit Larger inland waterways vessels
with protection devices, a con- (IWW) in Europe, like tankers, use
nection box, and flexible cables 230/400V-63A shore power con-
to enable the ship to obtain elec- nections also supplied via standard
trical power from shore. CEE-form plug and socket outlet
combinations.
YACHTING
SMALL YACHT 12V DC 230V 16A 50Hz CEE BLUE 230V 16A
MARINA'S
INLAND WW SHIP 230/ 400V 2 x 230/ 400 V 63A 50Hz IWW HARBOURS . CEE RED 63A
~
l!iJ
n
;
It:::J
Shore connections for small yachts in a marina. The electrical shore connection is located in a box
with sequence indicators, voltage indicators and a
sequence change-over switch.
Emergency power in general
comes from batteries or when
the load is large, from an emer-
gency diesel generator.
For very large peak loads, gas
turbines are used.
Emergency power is required
to supply electrical emergency
consumers when the normal'
power supply fails.
Emergency consumers include
those required for alerting pas-
sengers and crew, emergency
lighting to enable safe escape
from the ship and those services
for reducing risk such as closing
fire doors and watertight doors
and providing power for emer-
gency fire pumps.
1 Emergency consumers.
3 Emergency generator
CERTIFICATE FOR
@~w SWITCHGEAR ASSEMBLY
Manufacturer
I
GTISUEZ
1-=-' - I
Certification ordered by Purchase order No. I
IHe Krlmpen Shipyard B.V
-1
90193.1
Intended for Yard
IHe Krlmpen Shipyard B.V. IHe Krlmpen Shipyard B. V. I
THIS IS TO CERTIFY that the switchgear assembly described below, has been buIlt and tested in accordance with Det Norske ~eritas' current
Rules for Classification of Shlps", "Mobile Offshore Units and "High Speed. light Craft and Naval Surface Craft.
I
Voltage M Power(i<W) Frequency (Hz) I
SWItchgear
~
Current (A)
. 128~
Short eire. level. (leA)
- 60 .
Degree of protection (IP)
specification 2099 35 42
Distribution system Ambient temperature (0C)
3 Phase 4 Wire t8I Insulated t8I Earthed 50
High voltage test: 2.5 kVolts for 1 minutes Remarks
High voltage test: 2.5 kVoltsfor 1 minutes
I
;
, I
-
Marking
Place: .. ~~~~mI~.~~~_~!t~_ ................. ,................ Date: .. ~~~:9~."9.~ .... __ .. _.. _... _.... "'" ._ ...... -...
_. ---- ~-
DETNoRSKE VERITAS. VERITASVEJEN 1, N0-1322 H0VlK. NORWAY, TEL INT: +4767579900, TELEFAX: +47 67 57 9911
Form No.: 70.409 Issue: November 2006 Page 1 of 1
The process of synchroniza- A governor is a control unit on
tion, parallel operation and a diesel engine that adjusts the
load-sharing of identical ma- fu el and thereby the speed, or
chines as well as of mach ines when runn ing in parallel, the
different in rating both in droop load on the eng in e.
and in isochronous mode is ex- The working is based on "droop".
plained in this chapter. Speed droop is sim ilar to volt-
The machine which is to be syn- age droop. The same name is
chronized and coupled to the used for both phenomena.
mai n bus-bar is called an in-
coming machine.
Droop is the name for a speed
regulating system of the engine
1 Parallel running governor, which controls the fue l
to the eng ine in such a way that
Alternating current and rotating the speed of the engine decreas-
current generator sets, intended to es 2 to 4 per cent from no-load
run in parallel, share their loads, to full-load.
the diesel-engine power in kW and Engine Governor WOODWARD
the generator current in ampere. UG8, controlling the position of the
Or:
When generators do not share load, fuel rack, which controls the quan-
when increasing the total load, that tity of fuel to the cylinders.
Droop is the ratio of the quo-
load can be increased until one en- This is a governor for conventional
tient of the change in frequency
gine runs at maximum power while engines with a conventional fuel in-
and the nominal frequency to the
the others have not yet reached jection system.
quotient of the change in power
that power. and t he nominal power af a ro-
The power of the engines which are The small box is an electronic gov-
tating machine.
not running at maximum load can- ernor for modern common-rail in-
not be used. jection diesel engines.
Similarly, with generators, when
increasing the total load and one 3 Automatic voltage The AVR can be connected to the
generator has reached the maxi- regulator exciter of the brush less generators
mum current while the others have or to the slip rings of an old-fash-
not, the current capacity of the An automatic voltage regu lator ioned generator.
non-maximum loaded generators (AVR) is a control unit that controls
cannot be used. the generator voltage. Droop is For parallel operation of identical
the name for a voltage regulating machines the droop must be the
system that controls the voltage of same in volts from no-load to full-
2 Governors a generator in such a way that it load current.
decreases approximately 2 to 4 % For parallel operating machines of
The load control of prime movers is from no-load to full-load. different ratings the droop must be
carried out by the governors. This It keeps the voltage steady by ad- the same percentage.
is a control device which controls justing the excitation voltage in In this way the different machines
the amount of fuel to a diesel en- accordance with a droop curve de- share current by each taking a pro-
gine to keep the speed of that die- pending on the current. portion of the rated current of each
sel at a desired RPM, or in accord- machine.
ance with a desired speed curve.
A governor can also control the
steam input to a turbine to keep
the speed of that turbine constant
or according to a desired curve.
Prime movers such as diesel en-
gines or steam turbines which have
to share load, must have identical
curves.
The reduction in speed (droop) re-
lated to the increase in load has to
be the same percentage over the
total load range of both machines.
Size of the machine is not impor-
tant as long as the percentage is
identical.
\...........
~. The speed of the incoming engine is
~. Picture left bottom: increased or decreased by the gov-
'8
:::: "'='" ~ ernor control switch on the switch-
1. Amperemetre R-phase board .
,\11 111 ,;: . ', 1\;\11
2. Amperemetre S-phase
V \'\\' tGI ! -.::.I(.,:~" Hz \ ,,\ u
3 . Amperemetre T-phase When the incoming machine is in
o
" t~
/. 2 ..~' !1 5
4 . Voltmetre phase with the bus bar the pOinter
':"lun
;~. 5.. Phase selector switch voltmetre on the synchronoscope will be on
~ . ~{
C" ;-;
6 . kW metre the 12 o'clock position . When the
7.. Frequency metre pointer is dead slow approaching
8 . Indication lights the 12 o'clock position the genera-
9 . Circuit breaker on / off tor circuit breaker can be closed.
10 . Function selector switch Normally the closing command is
l1 . Standby light given at the 5 to 12 position to al-
12 . Standstill heating switch low for some switching delays .
~
r7'~
1\111'1 speed is slightly more than the on-
4 til IW ; 6 '
load engine(s), synchronized and
:::...... ." It.. 3''\t.~ ,
I~';::!
3- 1U switched to parallel.
\ '"~ ! . ---<
~
:,,:"":",1' ' Connecting two engines in paral-
lel without synchronising will cause
extreme mechanical stress, espe-
cially with larger units, which can
damage these beyond repair.
9 Rotor position versus stator field The generators act as a rigid gearbox between the die-
sels. The rotor inside the stator behaves similarly to a
When diesel generators run in parallel, there can be no flexible coupling and moves a few degrees clockwise
speed difference. or anti-clockwise in the stator field, depending on the
load. .
LOAD ANGLE
NA]N
SII] TCHBOARD
~
.~L~D
LOAD
CD~tt~UN [CAT [ON
SIGNAL
LOAD ANGLE
>- w 0::
O::
w
:E:
Co!
w
;,;:
0::
w
~
<l:
1 chine l compare and
equalize'. load by con-
-
Il::
<!
..J
Z
....
\:)
Z
IE
::::>
0
~
<l:
(:>:
@j
'2<I:
2l
l.L
Z
W
0::
p:j trolling fuel to make
-x w u zW
w
(:>:
l-
<t
Q!
I--
I- I
load angle between
::0
<t W
...J
....
F'l
l!l I--
z
W a rotor 'and stator iden-
~
0::
x w tical.
u
W 2Z ~
...J
LL a ~
Synchronizing and switching parallel equally rated machines
"-
0
0
0:: UNLOADED
'" UNLOADED
50:! 50:!
REDUCE FUEL (A) MACHINE (A)
'"w
LJ MACHINE (B) DECREASE LqAD (A) LgAD (B)
LOAD (A) REDUCES
"-
co ,J RPt-! (B) LOAD (B) INCREASES
t t
RPM
LOADED
t-!ACHINE (A)
/1 I~ I~I I~
LOADED
MACHINE, B)
FUEL (B)
GOVERNOR
(DIESEl)
lL
0
0
'"
'LJ"
'"<r
o d 8 eoo G
t~>t
V 100'
MACHINES
SHARE EQUAL
LOAD IS
TRANSFERRED
~ ~
kl! LOAD FORt-! (A) TO (B)
( ])
GEN) ~
(AVR tj ~ G G
LOAD GEN (A) GEN (B) LOAD GEN (A) GEN (B) LOAD GEN (A) GEN (B)
A ----..
(A> LOADED (A) AND (B) (A) AND (]) (A) AND (B) (B) LOADED
(]) OFF PARALLEL EQUALLY PARALLEL (A) OFF
LOADED ( A) UNLOADED
JJ~;?ffiJt k\l
LOADED
t-IACHINE (A)
~
'"-cl--
r
INCREAS
LOADED
MACHINE (])
(]) FUEL (B)
INCREASE
(A) AND (B) HAV FUEL (B)
GOVERNOR SAME SPEED PEN CIRCUIT BREA!R
SYNCHRON I SE (B) (II) AFTER LOAD
(DI ESEl)
o e o
CUOSE CI RCU ITBREAK~R (B) Io1ACHINE (A) IS ZE 0
lL
o
o
'"'"
LJ
o '">-<r
o--' 8 eoo G
tl~lt
V 100 .
~IACHINES
SHARE PROPORTIONAL
LOAD IS
TRANSFERRED
~ ~
kli LOAD FORt1 (A) TO (B)
( ])
AVR
( GEN) G G G
A ----..
LOAD GEN (II) GEN (B) LOAD GEN (A) GEN (B) LOAD GEN (A) GEN (B)
(A) LOADED (A) AND (B) (A) AND (]) (A) AND (S) (B) LOADED
(]) OFF PARALLEL PROPDRTIDNALL Y PARALLEL (A) OFF
LOADED ( II) UNLOADED
Equally rated machine!; 12 Selection of droop or
isochronous
1. Check of speed, voltage and droop of both (or more) machines. This is
done during commissioning at newbuilding and after extensive repair If there is a large difference in rat-
or replacement of any of the parts such as governor or AVR. Once set ing of the prime movers with similar
the settings shall not be changed. generators, the large machine may
have an unacceptable performance
2. Machine (A) is on-line and has all load. Machine (B) is off-line, un- at full load.
loaded and runs at a slightly higher speed.
The main engines of for instance
3. Decrease speed of machine (B) by governor control knob, till the speed ferries, apart from driving the pro-
is the same as machine (A) . As the machines are not running in paral- pellers, are also provided with a
lel, the speed of each motor can be adjusted. As soon as the machines shaft (PTO) generator. Generators
run in parallel, changing of individual speeds is not possible anymore. of about 4 MVA are driven by 3.2
Synchronize the fases of (B) with (A) and close circuit breaker of (B) . MW auxiliary diesels but also by the
10 MW main engine power take-
4. Machine (A) and (B) run now in parallel. Machine (A) loaded and ma- offs.
chine (B) unloaded. Increase fuel to machine (B) with same knob, A droop of 2% for the auxiliary-
resulting in machine (B) taking load. Increase the fuel supply un- engine driven generator over its
til load is evenly distributed between the machines. From that mo- full range would lead to a droop of
ment on, any load will be equally shared by the two machines from about 6% for the main engine.
zero till 100% of the total capacity of the two machines. This is the At 94% speed the propellers do not
normal situation for two parallel running equally rated machines . consume the maximum available
power and this is not acceptable.
5. When the total required load or the sailing condition permits, it is pos-
sible to go back to one running generator. Reduce fuel to machine To overcome this problem, load
(A) until the load is nearly zero and machine (B) takes all the load . sharing is not arranged by droop
Open circuit breaker (A), taking generator (A) from the net. but through a control system that
measures load on the generators
6. Machine (B) is on-line and loaded. Machine (A) is off-line and remains and adjusts the fuel of the auxiliary
running at about the same speed. engines to share the load.
The main engines are master in this
case and provide the power at con-
stant speed for the propellers.
6 . Machine (B) is on-line and loaded. Machine (A) is off-line and runs at a
slightly higher speed.
When additional cooling capacity is
Electric motors convert elec-
required an extra cooling fan can
trical energy into mechanical
be installed on the main electric
(rotating) energy and with that
motor. When such a motor is also
have the reverse function of gen -
totally enclosed these motors are
erators.
also referred to as TEFC for Totally
Enclosed, FanCooled [motors].
1 Electric motors
1.1 Testing AC-motors
Electric motors come in all shapes
and sizes and suitable for a wide All AC-motors have to be tested
range of power supplies. As with and when the power rating is above
generators the applied frequency 100kW they have to be certified by
and the number of poles in the sta- the classification society.
tor determine the speed of the mo-
tor. The basic AC-motor test consists
The major categories are related to of: A motor test stand at a motor man-
an AC or DC power supply but then - Meggertest, ufacturer showing the motor under
the choice is endless from the very - High voltage test test and the water brake (dynamo
small step-motors used in robotic - Meggertest again metre).
applications to very large motors in
TIME AIRIN C AIROUT o C DIFF oC
the MW range. The second meggertest is to verify
8:00 18 18 0
Nowadays the most widely used if the isolation values are still intact
8:30 18 20 2
electric motors are the 3-phase after the high voltage test.
9:00 19 22 3
alternating current asynchronous 9:30 20 25 5
motors with a squirrel cage rotor. The following tests and measure- 10:00 21 30 9
An overview of this type of motor, ments are to be documented at 10:30 21 36 15
in the range from approximately nominal voltage and frequency: 11 :00 22 43 21
0.3kW to 160kW, for various volt- - start current 11 :30 23 44 21
ages, frequencies and speeds is no-load current
shown on the next page. - full-load current When the housing temperature
- consumed power stabilizes the resistance of the
This chapter will concentrate on - supplied power winding is measured again. From
this type of AC-motors. When us- - efficiency the two values obtained, the tem-
ing variable speed drives AC-mo- - power factor perature rise can be calculated
tors can be precisely controlled for - start torque
starting, speed and torque. - nominal torque The equipment necessary for a
- speed range heat run is called a dynamometer,
Electric motors are available in housing temperature a brake which converts power pro-
different housings for foundation - winding resistance cold duced by the electric motor into
or flange fitting. See the table on - winding resistance hot after the heat. This brake is also free moving
page 106 for details. full-load test. so that tDrque can also be meas-
- heat run to determine the maxi- ured.
They are also available with differ- mum winding temperature un- For large motors the heat run, with
ent protection classes against the derconbnuous load a mechanical load, can be replaced
ingress of solid particles and water by using two frequency converters
(lP-ciass) and for use in an explo- The maximum permissible winding to supply the motor.
sive environment (Ex-class). temperature depends on the type One frequency converter supplies
Ex-motors are available with the of winding insulation used, the motor with the rated voltage
following classes: the temperature of the cooling air and frequency and the other with
- increased safety Ex-e or the temperature of the cooling a lower than nominal voltage and
- flameproof Ex-d water. As an example the table frequency.
- pressurized EX-p. on page 105 gives an overview of With the mDtor running at no-load
limits to temperature rise for air- speed on the first frequency con-
Electric motors are available in cooled rotating machines. verter the variable voltage is in-
lEC standard machines, suitable creased so that the total current of
for 45C cooling air or 32 C cool- The maximum temperature rise is the two power sources is equal to
ing water temperature. determined in a heat run. the rated current of the motor.
The heat run is a test where the mo- The advantage is that the power
When the temperatures for cooling tor is loaded with nominal load until consumed comes from the losses
air or water are different from the the temperature of the housing sta- that produce the heat. The rest of
standard values correction factors bilizes. Before the start of the test, this test is the same as for the heat
must be used for which the appli- the temperature of the motor and run as described above.
cable Rules & Regulations must be resistance of the windings at this
consulted. temperature is measured.
2-pole 4-pole 6-pole 8-pole
3 x 380 V 3x440V 3 x 380 V 3x440V 3 x 380 V 3x440V 3 x 380 V 3x440V
50 Hz 60 Hz 50 Hz 60 Hz 50 Hz 60 Hz 50 Hz 60 Hz
Frame size kW rpm kW rpm kW rpm kW rpm kW rpm kW rpm kW rpm kW rpm
63 K 0.28 2800 0.30 3420 0.18 1360 0.2 1685 - - - - - - - -
71 K 0.37 2780 0.44 3400 0.25 1385 0.3 1690 0 .18 920 0.21 1125 - - - -
71 G 0.55 2920 0.65 3400 0.37 1370 0.4 1685 0.25 890 0.30 1120 - - - -
80 K 0.75 2285 0.90 3340 0.55 1400 0.7 1710 0.37 915 0.44 1125 0.18 690 0.21 845
80 G 1.1 2835 1.3 3440 0.75 1400 0.9 1710 0.55 915 0.65 1120 0.25 695 0.30 845
90S 1.5 2850 1.8 3470 1.1 1410 1.3 1720 0.75 935 0.90 1140 0.37 700 0.44 850
90 L 2.2 2850 2.6 3460 1.5 1400 1.8 1710 1.1 935 1.3 1135 0.55 695 0.65 850
100 L 3.0 2850 3.6 3470 2.2 1420 2.6 1720 1.5 945 1.8 1145 0.75 705 0.90 855
112M 4 .0 2900 4.8 3500 4 .0 1435 4.8 1735 2.2 950 2.6 1150 1.5 705 1.8 850
1325 5.5 2860 6.6 3430 5.5 1440 6.6 1730 3.0 950 3.6 1140 2.2 705 2.6 855
132 M 7.5 2880 9.0 3460 7.5 1440 9 .0 1730 4.0 950 4.8 1150 3.0 700 3.6 840
160 M 11.0 2900 13.0 3480 11.0 1440 13 .0 1730 7.5 960 9.0 1155 4.0 710 4.8 850
160 L 18.5 2920 22.0 3510 15.0 1455 18.0 1750 11.0 965 13.0 1160 7.5 720 - 865
180 M 22.0 2935 26.0 3540 18.5 1455 22.0 1750 - - - - - - - -
180 L - - - - 22.0 1470 26.0 1765 15.0 965 18.0 1160 11.0 720 13.0 865
200 L 30.0 2935 36.0 3540 30.0 1465 36.0 1760 18.5 965 21.0 1165 15.0 725 18.0 870
2255 - - - - 37.0 1470 44 .0 1765 - - - - 18 .5 725 22.0 880
225 M 45.0 2940 54.0 3530 45.0 1470 54 .0 1765 30.0 973 34.0 1170 22.0 730 26.0 875
250 M 55.0 2955 66.0 3545 55.0 1475 66.0 1770 37.0 973 42.0 1170 30.0 730 36.0 875
2805 75.0 2965 90 .0 3555 75.0 1480 90.0 1775 45.0 980 54.0 1180 37.0 735 44.0 880
280 M 90.0 2970 105.0 3565 90.0 1480 105 .0 1775 55.0 980 66.0 1180 45.0 735 54.0 885
3155 110.0 2975 132.0 3565 110.0 1480 132 .0 1775 75.0 985 90.0 1185 55.0 740 66.0 890
315 M 132.0 2975 158.0 3570 132.0 1480 158.0 1775 90.0 995 108.0 1185 75 .0 740 90.0 890
Code of standardized frames for the various types of standardized electric motors.
5 Temperature rise measurements are to use the resistance method whenever practicable .
6 The ETD method may only be used when the ETD's are located between coil sides in the slot.
-
.IM 2001 (1M 835)
{~
LC
i~
1M 3001 (1M 85) L
AC LD W
~ .~
----,
Il. ----..I ,
Shaft dimensions
~~k-,
~ " ~.
.,;~- .~
Frame size Shaft heigh Shaft Position fixing holes Fixing holes Number Max, T
Mmm Nmm Smm
mm diam, Mm Amm Bmm C mm Kmm fi xing holes mm
~:hK1
Starting devices can also be used more than 10%, which should be
to limit the inrush current of a con- recovered within 15 seconds.
sumer to an acceptable value when The minimum requirement for step U1IU21U3
connected to the main power sup- loads on diesel engine generators is
ply. An acceptable value is one that 33% . However, modern common- I I I
does not disturb the proper func- rail and constant pressure elec-
tioning of the prime source of pow-
er like a generator as this would
also disturb other eqUipment in the
tronic injected diesel engines have
some difficulty handling such step
loads.
Example direct on-line starter
K1 CX'l H1
installation.
This allows another 5% voltage Example of a Motor Control Centre (MCC) where all starters for the engine
drop in the distribution network, in room are installed. The panel on the far left is for the connection of the
incoming main power.
2.2 Star/delta starters For large motors, which requi re Star-delta starters reduce primary
large contactors (K1,K2 and K3) , values as follows:
Star-delta starting is a mu ch used these contactors can be supplied
method as it is cost effective, uses from the primary voltage instead of - voltage by 1. 7
proven technologies and is widely from the voltage transformer. - starting current by 1. 7
available. The main contactors as shown will - starting torque by 1/3
An example of a star-delta starter is then be replaced by auxiliary con- - the load on the engine by 1/3
given below. tactors.
0) 0F1/1
@ 0F2
~~3l
L3
; ~I~~ : .n....r F3
0
o o o
S1
t-+--
---- - - 9 K3
--9 K2 OJ--9 K1
0 1 \ K3
S2
I-+-
I
K1
TIME SEQUENCE
I
~
1110 II I K11 JSM'2I
M 2
I I I
...L _ _ _ _ J ~ I
:::
I I I K2
K1 K2
o
K3 H1
-!:.+-----:.-:._J
----
STAR DELTA LINE
0) o F1/1
~~ II. II . ~
F1/2
F3 TIME SEQUENCE
o 0 0 0
K2 J J J - - 9 K1
S1 I.
K3
S'2 11' t2'i3~S1
K3
Cu-bar 11 t1
E--\
l-F. ,
ullvllWll I I I U2 1V21w21 F4 u31v31w3' (--1"K4 \K1 K2 K4
I I I III
1 I I ::: : ;~
'-A~4 - ;~~.;f. C-~
I I
C~4- : : :, :
I I I
o
0 ._._!___J_.__
K1
M I...L ~A2 B2 C2 iI I I K1
I I iA1 rB1 rC1 01 I I
I I' I I 'I I I
K2 K3
O Il r_ _
____ ~--.,.'--
II -' L.I __ ....
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AUTO TRANSFORMER (AT) STAR AT STARTING RUNNING
, ~
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Converting equipment con-
verts input electrical power from
high to low voltage whereby the
current changes inversely in
proportion. A converter does not
generate electrical power.
1 General
4 DC/DC converters
5 Rotary converters
~- ===~,~
A rotary converter consists of an
electric motor driven by the ship's
power, mechanically connected to a
:j
~
l
' Ii...."
,/' i ,
generator. The generator is de- , ,
signed and constructed to produce ~iI. '.
the required voltage and frequency.
'I~.:!rl~!
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Rotary converter
-6 AC/ AC converters The other converter supplies the The arrows in the sch eme show
bow thruster during manoeuvring. both purposes .
The diagram below shows two dou-
ble purpose converters . When the ship is moored, the same The reason for this dual purpose
One converter produces the neces- converter produces current to the function choice is the high cost of
sary current to the stern thruster ship's switchboard, fed by the shore converters and the space required.
supplied by the ship's sw itchboard supply.
when the ship is manoeuvring .
GENERA TOR PS
e
300kW
e CO NT ACTORS WITH
INTERLOCKS
ACTIVE FRONT END INVERTER
(JWO DIRECTIONAL) I ,.,-0
~
e STEP-UP
TRANSFORMER e DC/AC INVERTER
e
...
CIRCUIT BREAKER
THRUSTER OPERATION
WITH MANOEUVRI NG
- STARPOINT TRANSFORMER GENERATOR CL
300kW
~
SHORE POWER OPERATION
. -----vy
WHEN MOORED
SHORE CONNECTION
3X380V-480V-50/60Hz-
300kW
I ,,_ -::>--
IrstFrg]
BOW
THRUSTER
300kW IS1
e
~ . - . - . - . - . - . - . -.-.~
1
1
e~
1
....
BUS BAR
DISCONNECTOR
e SHORE CONNECTION
3X380V-480V-50/60Hz-
300kW
1' - ' - ' - ' - ' - . - . -. _ . - '1
I "'" -::>--
!~N
STERN
THRUSTER
500kW I S1
~ . - . - . - . - . -.- . - . - . -
1
1
e~
1
....
...
I
GENERATOR SB
300kW
,.,-0
~
Of all converters the types that
convert a primary AC input into a
controlled AC output, the AC/AC
converters, are the largest group.
These converters are widely used
as starting and control systems for
AC motors.
1. Fast fuse
I
10. Foundation 19 . Pressure indicator
2. DC/AC converter 11.0utgoing connection 20. Cdoling water piping
3. Ventilator 12.0utgoing phase cable 21. Electric motor
4. Cooling water outlet piping 13.Cooling water pipe 22 . Heat exchanger
5. Water cooled rectifier 14. Fuses 23 . Cdoling water pump
6. Support isolators lS.Braking chopper 24 . Cooling water inlet
7. Fuses 16. Expansion vessel 2S . Cooling water outlet
8. Connections to transformers 17.Actuator I
9. Transformers 18.Cooling water regulating valve
Xd" Ik" 6-Puls 12-Puls
7 Harmonic distortion
distribution transformers and able frequency drive systems are The results show that an AFE drive
neutral conductors available which are shown in the would have the lowest THD levels.
5,33 <:: 3%
3,77 <:: 2%
2.5-3% 3.5-4.5%
Xd" Xd"
~ ~
625 ;~" . " . '..iu.lI " .
t ,",,", ....,r-lI""I
THD" IK"
AC
~
~
1000kW 1000kW 1000kW 1000kW 1000kW 1000kW
transformers of the double stock The consumers, identical, are using tors, IGBT's and whatever types
type are installed. A double stock 12 pulses each, but 15 degrees out are used, can lead power from the
type transformer has two secunda of phase relative to each other. The switchboard to the consumer and
ry windings, one in star and one in distortion on the bus-bar is now 24 back from the consumer to the
delta, so producing 6 sinus curves pulses, and has less effect again. switchboard.
each. The output of one transform Active also means that the convert
er is brought out of phase as much 4. One-way rectifiers (Another er takes power from the switch
as 30 degrees. The voltage is not blue). board in a controlled way, thus
necessarily changed. The thus pro Each inverter supplied by two dou minimising harmonics. Transform
duced 12 currents are rectified sim ble stock transformers, resulting in ers are only required when the volt
ilarly to the situation above, and 24 pulses to each consumer, a fur ages differ substantially.
is rectified to a 12-pulse DC. This ther reduction of the distortion.
12-pulse DC is changed into the Harmonics created by converters,
desired current in inverters, in volt 5. Active front-end converter supplying consumers, are absorbed
age and frequency. This output is (Green). by the generators energising the
used in two consumers, running in This means that the input is not switchboard . The impedance of the
phase. The distortion on the main just a rectifier which is controlled generators gives an indication of
bus-bars is considerable reduced. by the input voltage, but a control the capability to absorb harmonics.
lable device. Controllable devices A low impedance will absorb more
3. One-way rectifiers (Blue). can stop and pass voltage without harmonics than a high impedance,
The same as above, but the output the restrictions of a rectifier, so in but is also capable to create a high
of the second transformer is shifted dependent of the input voltage. er short-Circuit current, requiring
another 15 degrees . These devices, thyristors, transis more expensive switchgear.
The shortest definition of EMC
is that this is the capability of an
electric system to neither dis
turb or be disturbed via radia
tion or transferred through the
connection cables.
It also includes disturbance by
signals in cables not connected
to the disturbed unit but signals
running through cables parallel
to cables of the disturbed unit.
1 EMC management
present the normal environment tical equipment has been tested conducted or radiated signals that
which is to be expected on the open in accordance with lEC 60945 and disturb the correct functioning of
deck and inside the wheelhouse of therefore, suitable for the outside other eqUipment.
ment has been tested to be able to 2 EMC environment is not a problem but the radiated
This is simple insofar as the envi Electromagnetic immunity means and 165M Hz of only 24 dBINlm
ronment is under our control. eqUipment is capable of operating is only slightly above the environ
However, also radio and radar satisfactorily under the following mental noise level of today.
signals from other ships or shore conditions: This is a frequency band associated
based traffic guidance systems in Conducted low frequen.cy inter with VHF emergency communica
- 10%-1% under 900 Hz-l0 kHz should not radiate any signal in this
ment of the IEC standards - Conducted radio frequency in programmable logic computers and
is a joint exercise of industry, terference under supply of 3V other electronic control systems
equ ipment suppliers, shipown rms. 10 kHz-80 MHz have to be checked against the en
ers, shipbuilders, classification - Radiated interference 10 Vim vironment and tested if any possi
also forms the basis for the - Fast transients (bursts) 2kV dif
rules and regulations of all clas ferential on AC power ports, lkV Conducted radio frequency inter
sification societies. common mode on signal and ference 3V rms. 10 kHz-80 MHz
IEC TC18 standards are pub control ports Radiated interference 10 Vim 80
tro technical Commision, Gene variation, power supply failure, These figures are for open deck ar
va, Switzerland, as IEC 60092 and electrostatic discharge (the eas and inside the wheelhouse.
ed:
ference.
antennas' signals.
ment.
come from the installation itself.
ibility is maintained.
their equipment, what type of cable
and equipment.
gle cables.
GROUP 1 2 3 4
1 0 5 10 10
2 5 0 5 15
3 10 5 0 20 ' ~.'
reduce interference.
rectly when supplied from an AC
lowing characteristics:
24 V DC systems 500V
110 V DC systems 1500V I
5
6
. , .
~ _ ~_ ;-
~~ ;; 10
~l
'~:ill: ,'. cD ___-.- --.-- -'_.:;;
rd'............ _ ... l~
---r -
Conning position
1 Cables
To indicate the quality of the cable, codes are printed on the outside, ac
cording to the production standard.
Correction factors for cables
Insulation material
PVC, Polyethylene
EPR, XLPE
1.12 0.71 0.61 0.50
Mineral. Silicon rubber
1.10 0.77 0.71 00.63 0.55 0.45
PE
Qmm2
(#AWG)
Single 3- or 4 Single 3- or 4 Single 3- or 4
2-core 2-core 2-core
1.25( # 16) 10 8 7 18 15 13 23 19 16
sity for fire resistant cables and the such a way that suffiCient air can
the thickness of the insulation. (ROV). Those cables are more often To get a particular size of copper
- current-carrying capacity, de hybrid cables that include conduc wire for a type of cable the raw cop
termining the cross-sectional tors for power supplies, control sig per wires are pulled through draw
size of the conductor(s) . nals and fibre optic fibres for data ing dies, set to the correct size, by
- environmental conditions such transfer and CCTV signals. friction wheels. (Image 1)
ing the form and composition of Cables for use in medium or high (Image 2)
amongst others, the required between the conductors and a con with an insulating material like
flexibility of the cable. ductive shield may surround each cross-linked polyethylene (XLPE)
Cables come in all shapes and sizes electrical stress on the cable in use of the conductor. For power ca
for a wide range of applications. sulation. The individual conductor bles this will be phase, neutral or
From network cables, fibre optic shields of these cables are connect ground when included(2).
between. dium and high voltage cables have are twisted together (Image 3) and
Larger power cables use so-called a distinctive colour from other ca a filler compound is added between
sector shaped conductors which bles, mostly bright red, and are in the wires (3).
used. Non-conducting filler strands 4.2 Cable manufacturing over the twisted cores and filler
bles are speCified to be of the low materials such as large quantities the inner isolation layer forming the
smoke, halogen free type. of thick copper wires. steel braiding (5) (Image 4).
and toxic gases if ignited in a fire. stages in the manufacturing proc the steel braiding (6) (Image 5).
single-core cables.
Additional fire protection by application of fire re Pipe and cable tunnel in a ship for heavy cargo
sistant coating (white covers at the top) around ca
bles, passing through a fire-insulated deck.
High voltage cables are slightly dif Marine standard cables are suitable Multiple and single cable penetra
ferent, from a construction point of for fixed installation onboard ships tions are determined in a similar
view. and offshore installations. Although way. A watertight bulkhead re
Above 3kV HV cables have a radial provided with stranded conductors, quires a different type of penetra
field construction with an earthing these cables are only suitable for tion compared with those for a fire
screen between the cores and the fixed limited movement and at fa bulkhead or -deck.
outside insulation . vourable temperatures. Standard cable penetrations are
A radial distribution of field A vertically moving deckhouse, in A-60 fire resistant and are water
strength is obtained by making the use on inland waterway ships, ena tight up to a pressure of 50 metres
transfer of field strength radially bling passing under bridges or for water column.
from the conductor to the insula proper lookout in case of a high They are readily available in several
tion and from the insulation to the cargo, requires special flexible con types, such as cast types, sealed
screens, by means of semiconduc ductors. The insulation materials with a suitable compound after
tive layers and special installation and sheathing materials need to be completion of the installation .
parts. Radial means homogeneous of a more flexible type, in connec Multicable transits (MeT's) use a
field strength resulting in minimum tion with the expected environmen steel frame that is welded or bolted
electrical stresses. tal conditions such as frost. in a deck or bulkhead. The cables
High voltage cable must be tested Additional attention to special ca pass this steel frame and the space
after installation and on completion bles, such as coaxial cables, is re between the cables is filled with
of termination. quired to achieve the required life accurately selected rubber blocks.
time . When all blocks are fitted a larger
The special installation parts con pressure block is inserted that is
sist of a shrink-on 3-pole sleeve expanded to seal the MCT.
that connects the cable lug on the This system allows opening of the
core to the core semiconductive cable transit and adding more ca
layer and the core shield to the bles at a later date .
semiconductive layer around the
core insulation.
, -- 07 -PR286193-PDA
CERT1F1CATE OF
Design Assessment
This is to Certify that a representative of this Bureau did, at the request of
UNIKA UNIVERSAL KABLO SAN. VE TIC A.S.
assess design plnns and data for the below listed product. This assessment is a representation by the
Bureau \IS to the degree of compliance the design exhibits with applicable sections of lhe Rules. This
assessment docs not waive unit certific.ation or classification proce<illl'es required by ASS Rules Cor
products to be installcd in ABS classed vessels or facilities_ This certificate, by itseJt~ does not retled
that the product is Type Approved. The scope and limitations of this assessment arc detailed on the
pages attached to this certificate. It will remain valid as noted below or until the Rules or
specifications used in the assessment arc rcvised (whichever OCCurs first).
MODEl: U-HF m. U-HFA m. U-HFA m EMC. UHFfR In, U-HFFRA Ill. UHFAT Ill, UttFAT m (I). U-HFAT m (C).
U,HFAT to (I+C). UHFFRAT m, UHFFRAT m (I). UNFFRAT m (C) . U-HFFRAT m (I+C).
ABS RULE: 2007 S"eel Vessels Rules 1.1-417 .7, 4-~3l9 , 1, 9 .3, 9,. 5, 9,9,
2000 MODU Rum 4-3-4113.1.
OTHER STANDARD: IEC 60092-353 (I 995'()1 as amended by Amendment 1 of 200104),60092-375 (1977-01). 6CO!)2-376
(200305), 60228 (200411). 60097.350 (2001-06). 60092-351 (2004-04). 60092-359 (1999-08). 60331-21 ,
60331-31 . 60332-3.00811.;
~kc~~v
Ion G. Koumbareli
E:nglneerlng Type A
.9~))ml' Nore ' T" h f\o """l1' ~ii\h r (f' ( 01It~ ~t(!) \'1 )."" .)M C1I (r l)'" of li N DJ~ , Du d u , 11 4nd... :l\ or cn... <cnIJlt'L' ot ."'.....un n u-uu Q' ~h l'14 r 'J';'" .&
fl ~).Jto)r,. in :fo.il tl1.:-1 t f (t:,nLhtt.\lttf'l llMUJ,) d u~d Ii ",".rtd ,:iet, t :t th. LW a f Ih. l&.ruu, 1':1 <c:m.., .c.". .. ... l':'l d (\' " (u c.(I1 tr .. v. " (l IIr'~ f (,1r1 t1t-S t. ffj
f~) (,; r, t~'l d "''ln 10) Un: .. r"'~"C"t :':'f~ , fOOJ' 1,. v\;!'\-O-.A Alti ' PI(\o:, .1 \,,,U '.II.~I h 1fI h ul. ficA". b. oorr lrl l mJI ..lI d ..-d-d TJo4I (H1 ~1u I'" II .,tJ...
' (tf4
t.,.1,h fl uufrS ~"J (0''' lion s. 0.. 'h' N,m" W'dt h,,,ol.
136
9 Cable connections Every type of connection has its When these connections are not
own specific requirement and there made with the correct cable lugs for
A vital part of the electrical instal are large specialist companies, who the wire-cross section and crimped
lation are the cable connections as have developed and produced a with the right tool the connection
these make the real connections whole range of cable connections. may be loose .
between the various parts of the One development is the push-in A loose connection has a higher
systems. terminal (PIT) for control cables resistance which generates heat
which does away with the screws which eventually can lead to a fire .
Cable connections come in all and saves connection time.
shapes and sizes to suit every pos This also applies to the bus bars in
sible type of connection like for ex Power connections, both for high switchboards .
ample: and low voltage, are most critical The nuts and bolts that secure the
- High voltage power cables especially when these are for large bus bars must be tightened with
- Low voltage power cables currents. a torque wrench set at the correct
- Multicore cables threshold.
- Coaxial cables
- Fibre optic cables
- Network cables
Automation helps the crew to
operate the systems on board
easier and safer.
It will execute actions which are
too complicated for the crew to
handle in a given time.
1 Automation
First of all a cost/availability anal 1.1 More advanced systems case of generator failure and
ysis has to be made before plan sequential restarting of all es
ning automation . An operator workstation makes sentials to a complete load-de
more sophisticated systems possi pendent start-stop of the gen
Integration of systems and the in ble, including control and display of erator plant. In this case, there
troduction of distributed control engine room systems with sophis is automatic power reduction in
systems is an ongoing process. ticated graphics. case of generator failure, until
It reduces cost of cabling and man Trends over a period of time can be the standby generator is start
ning. captured. Analyses of relationships ed, has been synchronised, put
The only problem is that the rules between figures can be calculated. on-line and has taken the load.
and regulations of both the classi Running hours and the required - Propulsion remote control
fication societies and those of the automatic logging of all figures can system
national authorities cannot keep up be stored, along with many other From straight forward remote
with this everchanging process. statistics. control systems where each
Such a control system can consist handle controls a single engine
of programmable logic control Some examples of systems that or propeller to state-of-the-art
lers with remote input and output can be part of an automatic control systems which can make a ship
modules, connected through a two system are: move 25 metres to port, rotate
wire bus system and operated/su Tank gauging system with the stern as rotating point
pervised from a PC type worksta From the simple, such as pro over 90 0 to port, follow track or
tion through an operator-friendly viding liquid heights to the a link in location, adjust speed
SCADA software package. more sophisticated, giving tank in accordance with available wa
Redundancy both in hardware and contents in m3 or even in tons. ter depth.
software is a logical requirement Reefer monitoring system
for automatic systems. From failure alarms to com In automation there are no techni
plete data logs of the reefer's cal limits and therefore, a balance
Software must be well-structured temperature and CO 2 content between expected results and cost
and tested as per class standards. throughout the voyage, which has to be found.
can prove that cargo is not Essential automation systems must
Essential systems required for sail damaged due to transport. be composed of type-approved
ing and comfort of the crew must Generator control and pow eqUipment and are subject to an
have sufficient back-up or emer er management system acceptance test at the manufac
gency controls. From minimum automatic start turer's under conditions as real as
ingof a standby generator in possible.
Two automatic boilers
(.
5300 A. E.
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1250 I 1475 A. B.
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) Spaces / equipment
1 / ""
r' / .' ,0.'
1. Retractable azimuth thruster
room 1
-~ .,
2. Tunnel thruster room 2
. ~.1 'ISI .. IWI?I"'1 3. Retractable azimuth thruster
/~ '0 !'
-.... . . . , ,'
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\l. IJ 1./
,..-~
room 3
4. Separator room 1
5. Separator room 2
6. Engine room PS 1
7. Engine room 58 2
8. HV Switchboard room 1 (PS)
9. HV Switchboard room 2 (58)
10. Engine control room
l1.lV switchboard room 1 (PS)
'''-,\If'' ' WB'" 'JoIGIJ/ 12.lV Switchboard room 2 (58)
/',,
'" , '" , 13.Winch room
14. Moonpool
15.Caroussel hold
16.Azimuth thruster room 4 (PS)
;~~~~~!!f.r~~~~~~~iI~~~~~~~~~~~~~~~~~~:;~~~17'AZimuth
18.Azimuth thruster room 6 (Cl)
i - I~
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--
EM/HARBOUR GEN.SET 'vi.
PNEUMATIC STARTER AND 'vIHISTLE
HYDRAULIC EMERGENCY
STARTER
'vIATER
DRAIN Start air compressors are locat
automatica lly.
ME2
SERVICE AIR
VESSEL 2000 L t
STARTING AIR PS SERVICE AIR
STARTING AIR COMPRESSOR SERVICE AIR COMPRESSOR
,-----1 I------l
I ~-
I~
IL -30______
BAR _
IPS! ~ I
I~I
L_____ J t r
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60 NM3/H @ 30 BAR 600 M3/H @ 10 BAR I
1000 Ltr ,
I DRAIN
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VESSEL 2000 L i
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I~
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STARTING AIR COMPRESSOR SERVICE AIR COMPRESSOR
ME4
:O~Eg~E~~ROUGH INLETCHEST PS
- BLOW THROUGH INLETCHEST FWD CONTROL AIR
- BLOW THROUGH INLETPIPE AFT VESSEL 1000 L tr
- QUICK CONN. PS
- CONN. NEAR SEWAGE UNIT
~1
- RINGLINE QUICK CONN:S AFT
.------t2xJ..--_,
------ ..... I
~ CONTROL
AIR DRYER
I
--t-1---------
1
CONTROL AIR
I -CONSUMERS,
t DRAIN ~
I
PNEUM. CONTROLLED VALVES
I - SELFPR. EJECTORS PUMPS
-REMOTE TANK SOUNDING
I -- FD
4
-----------------------
.1
TO BILGE
...J
t -
-
SEPARATORS PS
LO SEPARATORS PS
I - QUICK CONN. ROV WORKSH.PS
EXP. TKS THRUSTERS FWD
FIRE FLAPS
- CONN. NEAR HYDROPH. VESSEL
- CONN. PIPELAYING EQUIPMENT
. MAIN ENG.ROOM PS
:~ -------------------------i:~----------
MAIN ENG,ROOM SB
------~----------------I I CONSUMERS,
, I I - PNEUM. CONTROLLED VALVES
J:
- REMOTE TANK SOUNDING
SERVICE AIR - SELFPR. EJECTORS PUMPS
t.8' VESSEL 1000 L tr - FO SEPARATORS SB
- LO SEPARATORS SB
- EXP. TKS THRUSTERS AFT
r .---~--_, 0~1 I I
- QUICK CONN. ROV WORKSH.SB
- OILY BILGEW. SEPARATOR
DRAIN
, TO BILGE
'WORKING AIR
CONSUMERS,
- BLOW THROUGH INLETCHEST SB
- QUICK CONN. SB
- RINGLINE QUICK CONN:S AFT
Two sea water cooling pumps.
SEA"'. HIGH
LIFT CHEST
PUMP
MOON
POOL
CAROUSEL
HOLD
FIFI
PUMP2
HIGH
CHEST
The seawater system consists of two pumps provided
with an automatic standby starting system . Failure of
a running pump will cause automatic starting of the
standby pump.
Each seawater system supplies cooli ng water to the
individual heat exchangers of the main generator
sets in that engine room as well as cooling water
to the two heat exchangers serving the freshwater
system.
PS DRYDOCK
CONNECTION
ME COOL.ERS PS
3x50Y. CAPACITY Two freshwater cooling
coolers.
Each cooler has the ca
pacity of cooling three
main engines.
J-
L_
-FOULING SYSTEM
ACH INLETCHEST
1.
AUX CDOLERS SB
2xl00y' CAPACITY FEED"'. P.
RO UNITS
ME COOL.ERS SB
3x50Y. CAPACITY
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I INC~~
-Het-. ---t- It-t(1} - - - - - - - + - -
L - I~ ~ FREQ.CONV. ~ I-- - -'-0 --e dQ
~ ~ THRUST. SB
NO. I ~ rl I I I
I ,
SELECT
AFT L T CIRCUIT
J.,~ CONNECTED TO
PS DR SB
MAIN CIRCUIT
...J ...J
~o 0
~Di: Di:
CUI >-UI
c~ !Z~
u:::l
;:::!~
:::l:::l
o~
I, '
C f- <[f
1"'1
(.1
~
1"'1
~(.1
UI~
\,
~UI ...JUI
Cf of
f-(.1 0(.1
C~ o~
~~ ...J~
IJ: .... J:
Ulf- Cf
UI /' ~
~
C
f
III ~~ ~I
(.1 UlC Ul l
f-> ;,(.1 ;,1
-<[ c~ o!
z...J a..[l a.. (
:::lUI
o
PROP.ROOM SB
I a..
0 .....
<[a..
02 :
1:11
>-.
J:I
PS CONNECTIDNS
DECKTOOLS
- - - - - PS DR SB MAIN LOOP NOTE. THE DIVISION OF THE MAIN PS CIRCUIT, MAIN SB CIRCUIT,
AFT CIRCUIT AND F....D CIRCUIT IS ALSO DETERMINED BY THE
- - - - - S....ITCHABLE TO PS DR SB DIVISIONS OF THE ELECTRICAL PO....ER DISTRIBUTION SYSTEM.
~
E COOLIERS PS
)(507. CAPACITY
ME PSI
~0~,
ME PS2 I
~0~-f
ME PS3 I I ...:;
~0~-f
I
I Cf)
II~U
EXP. W W ::::> W W
r--.J TK.PS
<l:
>~
zl
Cu
..J 0:..J
w~
.....I<l:
cl- ~
I
0:
J:
>~
zl
Cu
..J 0:..J
w~
.....I<l:
cl-
t.:l<l: C u C.....l
I-W t.:l<l: C u
u<l: u<l:
GO: 0: CZ G~ ~
WI .....II ::LZ WI .....II
~w ..... W I::::> ~w ..... w
lL~ c~ WI lL~ c~
I
~~~1
AUX SBI I
AUX SB2
~h:7'Q~J
: COOLERS PS
OOY. CAPACITY
200 M3/H @ 3,2 BAR
2x RUNNING, Ix St.By
AUX l T FIJD PS, 3x 50)(
HVAC
CONDENSOR1 cu
W
..J
~
<l:
~I
.~
~I
...:;'
~
c..J
,II W
iil
<l:
0:1
cu
I-<l:
co: ~~ b~
::LI
IW wz
~::::>
I ::LI
IW
HVAC
CONDENSOR2
WO: lLl- I W~
I I
AUX L T FIJD SB, 3x 507.
200 M3/H @ 3,2 BAR
2x RUNNING, Ix St.By
,, ,,
" SELECT
FIJD CIRCUIT
CONNECTED TO
( COOLERS SB PS DR SB
00r. CAPACITY , I MAIN CIRCUIT
~~~l
AUX SB1 I SETPDINT 3S"C,
AUX SB2
(BUT FCIJ=3S"C
~~~j IJHEN SCIJ=32"C)
I
I
ME SB1 r- I EXP.
~~~-f I TK.SB
I
.....
ME SB2 I I z
::::>
~~~-f I ~
ME SB3 I I
~~~...J
: CCOllERS SB
(507. CAPACITY
The freshwater service system is executed per engine way as the electric power circuits for the thruster mo
room each with 3 50% pumps supplied from switch tors. Thus, thruster 4 which is powered by the 58
boards. The pumps are provided with an automatic switchboard has freshwater cooling from the 58 en
standby starting system that starts the third pump gine room .
when one of the two running pumps fails. The fresh Thruster 5 also from 58 and thruster 6 from P5.
water service system is also used for the thruster Consequently, a fai lure in an engine room freshwater
cooling systems . cooling system can cause failure only of the cooling of
The thruster cooling circu its are arranged in the same the thrusters supplied from that engine room .
~ r--
EACH COOLER
50~ TOTAL LOAD + COOLIJ.
EXP.TK
ME PS1 I
r~r;lI
I .- '
I I
I
I
~'
I ME PS2 I
I
\ I I
L~~~-1 I
I I ,
I
I ~ I
I
I
\ : I
I
I
I I I
I ME PS3 I
I
\II
r~0~- I
I I,
I
I
\iI
II,
.------+~--,
I t
I
~t
I
-~ ao.c I I
\:1
I,
MGO CIJIJLERl
I
I ,
II' ~.., I
cv -i:f-- ----+-,
r-....J I I
~..J I
/1\ r~0~1
, I
I I
I
I AUX PS2 I
I
I \I
L~0~..J I
, I I
I I
L_
I \
, I
I \
Engine room PS
l. ,
~ LT.CH.AIR LD CDDLER~
405 k\rl 377 k\rl
GENERATOR
ME PS F'w'Dl
------------------------------------,
r ~ ~ ~ I>l-, PREHEATER
I ~ JACKET H HT.CH.AIR ~ ~~
T J
I
-----------------~ 535 k\rl 485 k\rl
, DI<1h-(I~ I LT.CH.AIR
405 k\rl
GENERATOR
ME PS F'w'D2
------------------~----------------,
r ~ ~ ~ I>l-, PREHEATER I
I I EL :17 ""'." I I>l- I
------------------~ ~.J
")it LT.CH.AIR
405 k\rl
GENERATOR
PS Engine room
~~o--
I
-,I I
I I I
~_ _1 I MGO COOLER r-
I'-'" 1 I ~LT I
I
I
'JARTSILA 7L32, 3380 klJ @ 720 RPM t-- --...1J- - -
~
I
FC'J
.J
41-0- ~,G l~ _.J I
INDEPENDANT
L _________ _
MGO SUPPLY
('JHEN BOOSTER
UNIT FAILURE> MGO
COOLER
TO SLUDGE T
r
I
I ~
I :2
I
I AUTOMATIC
BACKFLUSH
I FILTER
I BOOSTER HEATERS
IL__________________________________
2x 100r. EACH
_
BOOSTER UNIT PS
BOOSTER UNIT SB
I
I BOOSTER HEATERS
2x 100r. EACH
I I
I TH.DIL
AUTOMATIC
BACKFLUSH
I FILTER
I
I :2
I ~
I
L
TO SLUDGE T
MGO
INDEPENDANT COOLER
MGO SUPPLY
('JHEN BOOSTER
UNIT FAILURE)
r---------
r*G-
I
I
~Vim J~
'JARTSILA 7L32, 3380 klJ @ 720 RPM t-
-,
I
I
-~--~~---I
~ 1
I
I'-'" - 'JARTSILA 7L32, 3380 klJ @ 720 RPM I:
-1
I MLTFC'J
MGO COOLER
I
I I I
~~O-- -~ I
L _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ .J
Fuel oil is supplied to the diesel engines out However, when the ship is operating on DP, the
of tanks in the engine room, via fue l oil ser diesels are runn ing on gasoil, and not on heavy
vice units (heating, viscosity control) which fuel. The FMEA is drawn op for the DP mode.
have their electric supply from the low voltage The fuel oil service units, with the heating sys MDO DAY TANK
switchboards. tem, are therefore not part of the FMEA.
DECK4
SERVICE
TK MGO PS
SETTLING
TK MGO PS SERVICE ~
TK IFO PS EM/HARB,ENG,
.------~
DECK3 ~O
_I_ _ _ _ _ -L
----
DECK4
: " N~
~-----_~~--L_,
I SETTLING
MDO DAY TANK
I TK IFO PS
----------1 I
~I I
-~
INCINERATOR
, r-
1- - - - - - - - - - - f NC
1------------------- --------------------------------------
~
ENGINE ROOM PS
ENGINE ROOM SB
;- - - - - - - - . : - - 1 . ~
CHANGE OVER
FEEDERPUMPS
IFO/MDO
2xl00:'., 1)( St,By 1 1
~f I
!/~ THERMAL OIL
r~
t I I
I'.... HEATER
-~ I I
_ _ _ _ _ _ _ _ _ _ ..JI I i-
I r- ---=--=.1-+~
-- I I
I II SETTLING
I II TK IFO SB
LI !/~ THERMAL OIL
II I'.... HEATER
'-------~~--r_-...J II
2x SUCTION "r
FOR REDUNDANCY'\. '" '" '"
Ncl-r
..,...,
-' I
I
DECK3
I - - - - - MDO LINES
_ _ .JI
IFO LINES, TRACED AND INSULATED
SERVICE
- TYPE OF FUEL, MGO lIFO <180 cSt @ 50'C)
DECK4 SERVICE SETTLING TK IFO SB
- SEE 72,003pOI FOR FO SEPARATOR SYSTEM
TK MGO PS TK MGO PS - SEE 72,004pOl FOR OVERFLO\rl SYSTEM
G G
GEN1 ~ GEN2 e GEN3 ~ GEN4 ~ GENS~ GEN6 ~
s 3600kVA ~
3600 kVA
/:--,--~---: !...
MSBSB
6,6kV
I
0
/' 16
2400KW
RETRACTABLE
EM GEN ~
LTl I LT2 LT3 LT4
0) 187SkVA
Y.
,,,MW l'
~402 ~'>I03
ASB PS 230V
"j '" ') ESB
Ym
~ 'i 6 ') ASB SB
1. Retractable azimuth thruster room 1 37.Azimuth thruster 3 The one- line diagram above shows
2. Tunnel thruster room 2 3S.Azimuth thruster 4 (PS) the main electrical power arrange
3. Retractable azimuth thruster room 3 39.Azimuth thruster 5 (S8) ment of the subject vessel.
4 . Not used 40.Azimuth thruster 6 (CL) The bus tie breakers in the main
5. Not used switchboards (S) and (9) can be
6. Engine room P5 1 See layouts on previous pages for open/closed to connect the genera
7. Engine room 58 2 location of equipment. tors two by two to different switch
S. HV Switchboard room 1 (PS) boards in three engine rooms.
9. HV Switchboard room 2 (S8) / A single failure would then result in
10. Not used a 33 per cent loss of capacity and
11. LV switchboard room 1 (PS) the vessel would be able to con
12.LV Switchboard room 2 (S8) tinue to operate.
13.Not used
14.Not used
lS.Not used
16.Azimuth thruster room 4 (PS)
17.Azimuth thruster room 5 (S8)
lS.Azimuth thruster room 6 (CL)
19.Not used
20 .Not used
.ut I i
"'(t
"
21. Diesel generator 1
22.Diesel generator 2
23. Diesel generator 3
24. Diesel generator 4
25.Diesel generator S
26. Diesel generator 6
27 .HV switchboard 1 (P5)
2S.HV switchboard 2 (S8)
29.HV/LV transformer 1 (PS)
30.HV/LV transformer 2 (PS)
31. LV switchboard 1 (PS)
32.HV/LV transformer 3 (58)
33.HV/LV transformer 4 (S8)
34. LV switchboard 2 (S8)
35.Azimuth thruster 1 Frequency converter L-Drive aft thruster
36.Tunnel thruster 2
154
All supporting systems for the die
It is helpful to predetermine the lo The most disastrous result of a sin
plies.
ages. in a 50% reduction of propulsion
It is not allowed to get the main platforms, the operator may not
1''
Water 0.00 ,Out 0.00'
1
IMi@i. ~~ 0.00
::00:
0.00'
100% 8.'11 0.00
(iCXiCIii3 , IJOClC m~
0.00
[~IS-=P:f=C"='~~~b=====-~~
';~;I---!~
T
.!!I!LJ ~
Trailing
Prnpeller clutclf
0.00 I
~
Dioengeged
7
@
o fAIL@mm
6
0~~ lSI
lSI
'CPP O.OU I
fAIL fAIL ..!!:!LJ
Turning gear
Start procedure
Engine
Stopped by
S'e lektor switch
1. Diesel engine
2. Governor
3. Turbo charger
4. Generator
5. Sump tank
6. Ventilator for generator cooling
7. Output power cables
8. Control panel
. ...
tU,.41 , ..,
All
Screens
.IEnglne Is ,unnlng
fuel return
!IStop rallu,e
False
Power
11 0.00
0.00
I ,~~c:::.ut I 0.00
~ [;, 0.00
starting Air
stopping Air
~~@
IOveffll.ub.A.E:m
~
~
'"
3 Colour Codes for
piping systems
Fuel feeder
pump.
AutoflHer
-
-
MGO
HFO
..... Overflow
Fue~f1ow
~
-
fWEmodule
comrri,on alarm
WI'alerm
common alarm
0.00 -.mill
Fe.e dpump
WImodule
MIXING
TANK
lV'YI4 lV'YI-3
1 Bridge equipment.
magnetism.
A view on the bridge
compasses:
phisticated sliding devices.
The ship's speed is producing an
- Liquid
When suitable controls are applied,
other deviation.
- Dry
the axis of the gyroscope seeks the
The gyro will adjust itself rectan
- Fibre optic.
direction of the true north.
gularly to the resultant of the true
ity in space.
direction of the earth's axis, i.e. in
stalled, showing the directional in
space.
justable floats in mercury.
MTBF (mean time between failure).
Fluxgate compass.
~,~ ~
'~" " W-it,~
Allowed degrees off course are to
be set. When coupled to the gyro
+ I with pendulosl y
" 'horizcinta,~
' . ,
of a pendulous mass.
p'endulous m~ss
the gyroscope becomes a gyrocom
antenna.
the wheelhouse.
in the scanner.
ship's centerline.
on the display.
Sensible precautions
If radar equipment is to be
worked with under power in
port, sensible precautions would
include ensuring that:
- no one is close to the scan
ner, i.e. within a few metres,
the scanner is rotating or if - no one isabl e to position Any work carried out on such
the work requires the scan themselves between the out equipment should be carried out
ner to be stationary, that it put horn of the transmitter by competent persons, operating a
is directed to unoccupied ar and the reflector of larger safe system of work, so that they
eas, e.g. out to sea, scanners, put neither themselves nor others
- no one looks directly into the - the risk of being hit by a ro at risk.
51200
sary data from the various instru
NAME WELLINGTOH PILOT
ments and a data capsule.
CALL SIGN ZM.
The device records information re
in the wheelhouse.
22 07:50: 32 2006 ZT
The latter has to be installed so,
TRACKPILOT 1100
ELEC'~~~~~ UNIT
Extemal Sensor Interfaces
SATCOM 1)
1) 1. Gyro System
VOR.Replay Slation 1. Gyro System 2. Position Sensor 1
2. Position Sensor 1 3. Position Sensor 2
~
3. Position Sensor 2 4. Position Sensor 3
4. Position Sensor 3 5. Log 1
5. Log 1 6. Log 2
6. Log 2 '- 7. Echosounder
7. Echosounder 8. Anemometer
8. Anemometer
9. Bridge Alarm System
Redundancy
Sensor Data to Rad.r..{Multl
pilot Int8rconnecllon Bolt,
9. Bridge Alarm System
or .subsystems
Cable Connection
Unit
GMDSS system.
shore and between ships and ships sation, IMO , is the regulating body.
GMDSS stands for Global Mari (A3). The extreme north and
time Distress and Safety System. south polar regions are not cov
The four GMDSS sea areas are des - Sea Area A4 means all areas
ignated Al, A2, A3 and A4: outside Al, A2 and A3, which
Sea Area Al means radio cover in practice means the polar re
age of at least one VHF coastal gions of the Arctic and Antarctic.
station in which continuous DSC
alerting is available. In principle, For the coastal areas, the require
this is within 20 miles from the ments depend on the capabilities of
coast of populated areas. the coastal stations. Large unoccu
Sea Area A2 means within ra pied coastal areas have no coastal
dio coverage of at least one MF stations so that equipment for area
coastal station in which continu A3 has to provide communication in
ous DSC alerting is available. those areas.
Range about 40 miles from the
coast of populated areas.
Sea Area A3 includes the rest Charts showing Al and A2 around
of the seas within reach of an the North Sea and the East Atlantic
INMARSAT stationary satellite coast. These charts are available
in which continuous alerting is for all parts of the seas.
available. The Atlantic falls primarily in area
The satellites are located above A3 and north of the Atlantic in the
the equator and cover the earth polar area A4.
from 70 South to 70 North.
2.2.4 Antennas
All equipment mentioned above re
quires aerials of some sort which
have to be located on the topside
of the ship. Each aerial has its pre
ferred location, but as space is lim
ited, a compromise has to be found
Example of AIS data.
Six whip aerials on left and right, two dome antennas and two radar scan
ners in the middle and four GPS antennas on top.
1 General
a
PlrePump
as well as abandon ship alarms or
fire alarms need to have duplicat
-
ed amplifiers and duplicated fire
resistant cable routes.
The junction boxes to the indi
vidual speakers have also to be
fire resistant, with fused circuits
to each speaker.
Power for fire fighting systems
and control systems shall not be
hampered by a failure in an ad
jacent zone. So emphasis has to
be laid on cable routing and partly
fire resistant cabling.
Fire station . Hydrant and hose inside th e box.
2 Fire safety systems. 2.3 Deluge (drenching) 2.6 Fire pumps
systems
A number of fire pumps is present,
2.1 Fire detection and alarm Deluge systems use seawater for pumping water from outboard, and
systems. car decks of ferries. Dry, open sys all connected to the fire main line,
tems are mostly used. When a fire with connections (hydrants) for
Detectors consist of heat detec is detected on the car deck the hoses so that every location on
tors in galley and laundry, smoke/ crew will manually start the deluge board can be reached .
heat detectors in cabins and public pumps. The deluge pumps will then
spaces and smoke/ heat/flame de pump seawater under high pres 2.7 Carbon dioxide
tectors in engine room spaces. sure to the effected section of the
Most systems for larger ships car deck. Carbon dioxide (C0 2 ) or anoth
are addressable so that a fire is er gas related fire fighting system
pinpointed to a cabin or limited 2.4 Local fire fighting for engine rooms, cargoholds and
space and not to a complete loop galley hoods is always manually
that covers a fire zone with many Systems to extinguish a local fire operated. When the release box
spaces, and many detectors. This on an engine. In addition to the is opened, an audible and visual
makes it easier to attack the fire. detectors of the general fire detec alarm is activated to warn people
tion system above main auxiliary inside the relevant space.
2.2 Fire doors and fire engines, locally dual detectors are The warning system must have two
dampers fitted. They operate a shut down separate, monitored, power supply
and fire extinguishing function for circuits.
Fire doors and fire dampers are the particular engine.
automatically operated by the de All engines have individual systems
tection system or by a heat melt so that a local fire will not shut
ing fuse inside the fire damper. Fire down more engines. 3 Crew and passenger
doors separate fire zones by clos Water mist or ultra fog is mostly safety systems
ing corridors, normally by deacti used for such a local system.
vating a magnet, keeping the door - General alarm system, alerting
open when de-activated. 2.5 Ultra fog systems the crew and passengers, or
Fire dampers act the same way in dering them to the assembling
airconditioning trunks in the ac Ultra fog systems use high pres locations (muster stations).
commodation and in ventilation sure fresh water which is sprayed - Public address system for the
ducting of in- and outlet trunks of through nozzles forming a water same purpose
the engine rooms. mist. - Escape route markings together
In addition to the magnet controls, This water mist will cool the fire with emergency lighting.
automatic melting fuses are fitted and extinguish this by taking away - Low level lighting to indicate
in the larger dampers to close the the air. This system is mainly used the escape routes in the accom
damper in case of a high tempera in accommodations where . ~?me modation in case of smoke.
ture at the fire damper. times also sprinkler systems ciln be
used. If the ultra fog system runs
out of fresh water it switches over 4 Safety regulations also
to seawater but this causes more apply to:
damage to the interior.
Watertight doors in watertight
bulkheads
- Stern and side doors in the shell
plating
- Bow doors, also in the shell
- Subdivision doors in ferry car
deck spaces, to avoid the ac
cumUlation of large volumes
of water on one side that could
de-stabilize the vessel and may
cause it to capsize.
is to return to port.
This includes
Machinery:
propulsion, steering, fuel oil
transfer, safe area support
Bow doors of a Ro-Ro car ferry
Safety:
communications, fire and bilge
control.
in different compartments is es
sential.
es more forward.
tems with their redundancy class
es.
1 lighting systems
- Wheelhouse 50 Ix
- Chart room 50 Ix
- Chart table 250 Ix
centre spotlights
- Radio operator table 250 Ix
centre spot lights
- Pilot house 200 Ix
- Office 100 Ix
- On desk 250 Ix
- Galley 100 Ix
- On cooking range 250 Ix
- Provision stores 50 Ix
- Laundry 100 Ix
- Main passage, stairs, entrance main engine room, aux. engine room and
boiler rooms 100 Ix
- Work area in above spaces 150 Ix
- Access at rear of tanks, machinery and other equipment
in engine room and boiler room 20 Ix
_ . Engine control room 200 Ix
- Engine control room at desks 300 Ix
- Workshop 100 Ix
- Workshop at bench or machine (under local light) 300 Ix
- Cargo control rooms, see engine control rooms
- Cargo pump rooms, see engine room spaces
- Emergency generator room, see engine room spaces.
Local lighting from local batteries
- Mooring winch area, cargo hold area and other areas that require
inspection only, no serious monitoring of equipment 20 Ix
2 Lighting sources.
The different types of light sources have very different efficiencies and life
times.
When comparing LEDs with traditional halogen spotl ights, energy savings
of 50% can be attained not only in lighting power, but addit ionally in the
air-conditioning system .
Induction lights are not dimmable or available in large types and are consid
3 Types of lighting
systems
er source.
supplementary lighting.
hour.
The left page shows the individual flooding of a space, has to be con
It can also be used to sail along
and pipe laying barge. These con mostly used for cable laying opera
trols are not for operation, as this Class 3 is the highest class in
tions which can be done at speeds
tor, but for testing procedures of tech deep water pipe laying ships,
total output in force and direction . trol system and propulsion system,
trical power. Special operational
The basic design criteria, what, and/or fire in a space is also consid
the design period including load
where and how are very important ered. Notation (AAA) or DP3 .
flows, selectivity issues and switch
Class 1 is for simple work with a mental conditions like current and
single automatic control system A dynamic positioning sytem is built wind and the available thrust.
Class 2 is for more complicated Depending on the classification of This analysis does not address
work with a duplicated automatic the DP system, redundancy is pro the control system only, but all
control system, where loss of posi vided by the number and power of equipment, electric or not, re
tion could lead to more critical situ thrusters, computers and input quired to stay in position or to
ations. Examples are ships for ca sensors. The computers process perform auto-sailor auto-track
ble laying, pipe laying, trenching, the input and translate this into as defined in the first design cri
or stone dumping. commands to the thrusters. terion "WHAT".
3 Input sensors 3.6 Radar based position 3.7 Laser based systems
systems
These environmental sensors con A more modern above water sys
sist of: Other position reference systems tem is FANBEAM, a laser-based
are ARTEMIS: A radar-based sys system which measures distance
3.1 Gyrocompass tem measuring distance and head and heading from a reflector at a
ing from one or more transmitters fi xed location.
Two or more gyrocompasses deter located at a fixed location. Sometimes this system reacts to
mining the heading of the vessel the reflectors on safety clothing.
5 Locations and types of 6 FMEA : Failure Mode The fully redundant system does
propulsors and Effect Analysis not only take into account the
equipment located in a space, but
These different applications deter
also the cable routes to and from
mine the required locations and
6.1 Preface to FMEA the redundant equipment.
types of propulsors.
An example of non-redundant ca
The name propulsors is chosen to
Both notations DP (AA) and DP ble routing is: A power cable for
address the variety of thrusters
(AAA) have to be verified by a thruster 1 and a control cable of
such as:
FMEA. This is a method used to de thruster 2, (which is intended to be
- Variable pitch fixed speed uni
termine the consequences of a sin the back-up of thruster 1), both lo
directional thruster gle failure in the propulsion system cated at the same cable tray, would
- Fixed pitch variable speed om and the propulsion control system. not be redundant in case of fire in
ni-directional thrusters this space.
For a diesel electric propelled ves Also, if a thruster requires more
Both types are also available as Az sel it begins with the fuel tanks power sources, for instance 10kV
imuth thrusters where the direction and fuel system, identifying single for the main motor, 440 volt for the
of the thrust can also be controlled. failures on an empty tank, a fail hydraulic pumps and the lubricat
azimuth thrusters are made as ing separator and a failing booster ing oil pump, 220 volt for the main
fixed and as retractable. pump and lists the consequences control system and 24V DC for the
Fixed pitch variable speed revers for the propulsion system. emergency control system, it may
ible tunnel thrusters as well as As long as only one propulsor be far more redundant to obtain
variable pitch fixed speed tunnel gets involved there is no cause for all the AC voltages from a single
thrusters are used. alarm. As soon as more than one source and obtain the emergency
propulsor gets damaged by a single controls from a common DC sys
These thrusters can be diesel driv failure upstream of the propulsors, tem.
en or diesel electric from one or it should be identified so that pos
more generators . sible solutions can be determined.
GEN2 GEN.l GENS
~}- ~ .
3 II,; ~600INA
~ 311,;
3BOOIiVA
,
ISS PS
I,BIN
\'4 \ 9 11 \ 14
J; \ 114
-V",
MSB 59
6,6kV
~""
lHR CI'OINE +
PIPElAY
5 INSfALL
2500kVA
~'.~
ES8 44q,' \ 402 \ 403
X
yELl
1
1~~a'INE 2~'
(-~
PROPULS ION PROPULS ION SECTION
ROOM 2
- . - - . - . - _. - . ~ . - .. - . - SEPARA TION
MA IN 24V
S WITCHBOARD 2 230V DISTRIBUTION
D1 STR I:BUTlON ENG , ROOM 2
I~~~'INE 3~ .----
ENG , ROOM 2
UPS I Et~ER(jENC Y CONT ROLS
>-- CO NS UMER ~tAIN SIi IT CHBOARD .2
440V CIRCUITS 440V DISTRIBUTIO N 2
DI S TRIBUTION 230V DIST RI BUTION 2
I~~~'INE 4~
ENG. ROOM 2
----- .---- BATTER Y
,~ AUXILIARIES
,- ----@
PO WER GENERATION SEC TION
6.2 Example cable laying and
repair ship Direct drives are more efficient than
supplied from one switchboard can
save fuel.
ing short- circuit or black- out condi
Also cooling water for one thruster
tions.
must be independent from all other
erational choice.
bles must be such that a fire does
tion of more than one thruster.
6.3 Example upgrading crane This resulted in class 3 conditions routing from the normal computer
and pipe laying vessel rising from 50% to 75 % of the to and the back-up computer must be
tally installed and increased gen separated over the full length.
The upgrading of a large crane erator capacity. The change over from main to
vessel involved two engine rooms, For a (AAA) certified system with a backup controls must be physically
switchboard rooms and thruster main and back-up computer control located as close to the propulsor as
rooms and four new thrusters. system located in a fire insulated possible.
(A-60) space, the control cable
SINGLE LINE DIAGRAM "SAIPEM 7000" DIESEL ELECTRIC D.P. CRANE SHIP AND PIPE LAYING VESSEL
~ ~ ~ ~ ~ ~
1
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'"
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AUK
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THRUSTER 11
ey--- +
PIPE.
LAYING
SYSTEM
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PIPE
LAYING
SYSTEM
THRUSTER 12
AUX.
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j ) Old situation I
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AUX. AUX.
CRANE CRANE
Main DP-console with manual thruster control console in background. Secondary DP console
tsKlUl:lt: CHt:CKLIST
6.4 Engine room and bridge checklist
CURRENT DIR
I
DATE Kn
SPEED deqr
WAVE SIG WAVE HEIGHT
To go into DP is a careful exercise and requires planned TIME
m MAX m
action and tests from both the bridge and engine room DP CASS
1 2 3
REQUIREMENTS
crew. MAIN GENERATORS
'U'
rigid as for the preparation of an airplane before take-off Gl PORT OUTBOARD ON-LINE AUTO STAND-BY
G2 PORT INBOARD ON-LINE AUTO STAND-BY
using check lists. Engine room STBD
G3 STBD INBOARD ON-LINE AUTO STAND- BY
An example of an engine room checklist. G4 STBD OUTBOARD ON-LINE AUTO STAND-BY
BUSTlE PORT 690V BUSTlE STBD
In this example, the Azimuth thruster T3 also requires
OPEN _. CLOSED OPEN CLOSED
fresh cooling water from the engine room which has been Engine room PORT I ~~~~e room
selected for electric power. BUSTE PORT 440 V CLOSED ~'c"'ou CLOSED OPEN
These valves are manually operated and must be in the OPEN OPEIli
correct position. BUSTlE PORT 230V CLOSED I ~~;~ I " " 1 ou CLOSED OPEN
The checklist must be completed by the engine room crew ,OPEN , OPEN AUTO
and submitted to the bridge. The bridge crew checks their PROPULSION SYSTEM
part of the system and completed their checklist. T1 PORT AFTER AVAILABLE UNAVAILABLE ON-LINE
When all settings and tests are correct, the vessel can go T2 STBD AFTER AVAILABLE UNAVAILABLE ON-LINE
T3 AZIMUTH FWD CB PORT CB STBD
in DP-mode.
AVAILABLE UNAVAILABLE ON-LINE
T4 TUNNEL FWD AVAILABLE UNAVAILABLE ON-LINE
TS TUNNEL FWD AVAILABLE UNAVAILABLE ON-LINE
Engine room CHECKLIST
REFERENCE SYSTEMS
DGPSl SATLOCK DIFFLOCK MF/HF SAT B ON - LINE
DGPS2 SATLOCK DIFFLOCK MF/HF SAT B ON-LINE
DGPS3 SATLOCK DIFFLOCK MF/HF SAT B ON-LIN E
TAUTWIRE
I~~~~ARD CONTROL ON-LINE
LABLE HIPAP VA LVE OPEN DEPLOYED CONTROL ON-LINE
SONARDYNE VALVE OPEN DEPLOYED CONTROL ON-LINE
FANBEAM CONTROL ON-LINE
GYROl HEADING ENABLE PREF
GYR02 HEADING ENABLE PREF
GYR03 HEADING ENABLE PREF
WIND! DIRECTION SPEED ENABLE PREF
WIND2 DIRECTION SPEED ENABLE PREF
WIND3 DIRECTION SPEED ENABLE PREF
VRSl RO LL PITCH ENABLE PREF
VRS2 ROLL PITCH ENABLE PREF
I ~;~~E'Mv" , ,we
POSITION N E HEADING
LAMPTEST DONE
GAIN HIGH MEDIUM LOW
SPEED SET ~~""u,,
m/s de, -/MIN
CENTRE OF ROTATION MOON POOL CRANE SB CRANE PORT
LIGHTS AND SHAPES LIGHTS SHAPES
CONTROLLERS On-line A B
AUTO ENABLE ON OFF
UPDATE On-line YIN YIN
OPERATORST ON-LINE 1 2
REFERENCE SYSTEMS
DGPSl AVAILABLE ON-LINE
DGPS2 AVAILABLE ON-LINE
DGPS3 AVAILABLE ON-LINE
TAUTWIRE AVAILABLE ON-LINE
.
~~,CI"I"
DGPSl AVAILABLE On-line
HIPAP AVAILABLE On-lin e
--
In most cases, special systems These ships also have sometimes
Chemical tankers which have
Its impossible to list all specia l systems for the cooled containers.
cargo valves on deck, tank level
systems and this chapter there Very Large Crude Carriers (VL
monitoring and an emergency pro
fore highlights some to give an CCs) which have large cargo oil
pulsion system which is discussed
discharge.
Drill ships which have specialized
sels do not require special systems. distinguished areas with each spe
system is also part of the equip
ward systems which have been dis passenger areas, car decks and en
Cable laying vessels, Pipe lay
heeling system to keep the vessel monitor the dredging process and
upright when loading and unloading sometimes very large high voltage
However, necessary power can with the vessel and spill of its cargo
ble.
gine through an attached genera depth the power supply for the
the main engine is cheaper due to as a motor after it has been syn
power plant.
two. One shaft generator or more. motor, a pony motor, to drive the
gear is necessary to drive the gen rotor windings with a device fitted
Between the diesel and the shaft runs synchronously, the short-cir
generator other kinds of drives can cuit is interrupted and the rotor is
Large container ships produce a lot using the thrust in aft direction or
of heat with the huge, high pow through a shaft generator, config
Commiss io ning is the process 1.2 Cables 1.3 Switch and control gear
of getting the installed equip
ment to work properly and fu lfi ll Cables used onboard of ships must
Very few have type approval, but
its functions. It is done in steps, be type-approved, meaning that
most switch gear and control gear
starting at the manufacturer's they have been subjected to a se
assemblies have been built from
workshop where the essentia l ries of tests together with an ap
type approved parts. All main and
equipment is tested before it proved quality assurance system of
emergency switchboards must be
is transported to the shipyard. the manufacturer.
factory tested to verify operational
These tests at the makers are These cables are listed in the type
and insulation quality by Megger
called Factory Acceptance Tests approved equipment of the various
and high voltage tests.
(FAT) and certify that the equip classification societies.
The tests consist of checks of inter
ment performs properly, when In general, these cables are spe
locks, synchronisation, autostart
leaving the workshop. cially designed and are suitable for
and autoclose of generators and
Essential equipment includes conditions with respect to vibration.
circuit breakers, sequential restart,
generators, motors, switch Thus, stranded conductors, fire
load shedding, depending upon the
boards and control gear assem retardant and low smoke and low
ship's speCification.
blies, transformers, alarm and halogen insulation.
~
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VHF 1 and 2 x
VH Navtex x
HF2182kHz homing device x
x
DGPS land 2 x
GSM 1 and 2 x
AIS x
SATCOM C1 and C2 x
SATCOM Mini-M x
TV/FM/AM x
x
x
Magnetic compass x
Wind speed x
Gyrocompass x
EM Log x
x
Steering system x
Automatic Telephone x
Battery-less telephone x
Public address x
Propulsion control x
solved,
of interferences,
2 General shipboard
testing.
3 Harbour Acceptance
Tests (HAT)
load so that the maximum power Systems to be tested are the bridge During sea trials this test is repeat
for the diesel is reached at 80% control systems for main engines/ ed with engines and engine room
3.9. Lighting
conductivity and
4.1 Visual inspection for dirt Thermal photography with an infra insulation resistance.
40
o
5 Circuit breakers. 7 Converting equipment 10 Alarm and monitoring
systems.
5.1 Low Voltage 7.1 Air-cooled
Correct functioning of temperature,
Most LV circuit breakers are air cir Cleaning or replacement of air fil pressure and flow switches to be
cuit breakers with main contacts, ters, visual inspection of windings, checked.
arcing contacts and arc extinguish visual inspection of connections, This is a time-consuming process,
ing chambers. Arc chambers to be checking for hot spots. as pressures, temperatures and
taken off and inspected for debris . flow have to be simulated.
Arc contacts and main contacts to 7.2 Water-cooled Analogue transmitters are easier to
be inspected for damage. Interval check: with an engine stopped, all
time annually or after clearance of Cleaning of heat exchanger, testing actual temperatures are indicated
a serious fault. of leakage alarms, visual inspec at the engine temperature panel,
tion of windings, visual inspection or the preheating temperature of
5.2 High Voltage of connections, checking for hot the motor.
spots. With running engine bearings,
Most HV circuit breakers are either pressures and temperatures can
gas filled or vacuum and cannot 7.3 Electronic components be compared and faulty sensors
be opened for contact inspection. are easily found. Same goes for
There, with the same current in Sensitive electronic devices such exhaust gas temperature transmit
jection set as used for the bus-bar as printed circuit boards (PCB's) in ters, from no load to full load all of
conductivity tests, the resistance in rectifiers and converters must be them should indicate temperatures
micro-ohms of the closed contacts kept clean of dust, salt deposits, in the same range.
can be measured . and checked on a regular basis. The list of inputs as from the com
missioning shall be used as a refer
5.3 Functional tests. 8 Transformers ence
A formula is a concise way of expressing information pere is the same as watts or the energy delivered. In
symbolically or give a general relationship between alternating current systems the volts and amperes may
Formulas are used to solve equations with variables. synchronous volt amperes (VA) exceed watts (W)
For example the formula that describes the current cos<p = power factor, in short the ratio of watts to volt
flowing through a resistor when the voltage and resist amperes or the ratio of the active (true or real) power
In which:
Active Power (P), measured in watts (W), is the pow
them appropriately.
steel cores but does not perform any action.
Cos<p=
lP ratings 10 71
~ ~t
bols enable professionals around CONTACT, DELAYED
CONTACT, POWER
the world to "read" and understand FROM LEFT TO RIGHT
their meaning and use them appro
priately.
Symbols in this book are based on
)-t CONTACT, DELAYED
FROM RIGHT TO LEFT
J"1.. CONTACT WITH THERMAL
OPERATION
One general rule with the use of [Xl ONE LINE DIAGRAMS SOCKET AND PLUG
symbols is that as long as stand -< COMBINATION
ard types or combination of those
~
DEL TA CONNECTION STAR CONNECTION
are used no further explanation on
drawings is required.
(GEN., MOTOR, TRANSF.) A (GEN., MOTOR, TRANSF .)
~ ~
When non-standard symbols are RECTIFIER AC TO DC FREQUENCY CONVERTER
used, for instance purpose -made,
these should be explained on the
drawing or on a related document
like a list of symbols. ~ BATTERY
-+ EARTH, GROUND
Red Yellow Blue Bl'a"Ci< Green-yellow striped UK until April 2006 (used in th is book)
, '----- .
4 Abbreviations
An abbreviation is a shortened form of a word or phrase used chiefly in writing to represent the complete
form. Abbreviations are widely used among professionals with different occupations and consequently ab
Abbreviations on P&IDs and those related to formulas, class notations and chemicals are not included.
For other meanings to abbreviations the internet can be a good source with for instance the internet site
A F
B H
MCA Maritime & Coastguard Agency SART Self Activating Radio Transmitter
MCT Multi Cable Transit SAT Sea Acceptance Test (Sea trials)
ME Main Engine SB Starboard
MED Marine Equipment Directive (European) SCADA Supervisory Control and Data Acquisition
MF Medium Frequency (radio) SOlAS Safety Of Life At Sea
MHz Mega Hertz SSAS Ships Security Alert System
MODU Mobile Offshore and Driiling Units SSC Special Service Craft
MSB Main Switchboard SW Salt Water
MW Mega Watt (power)
T
N
TA Type Approval
NEC National Electrical Committee (US) TBT Tri Butyl Tin Fluoride
NKK Nippon Kaiji Kyokai (Japanese Class) TEFC Totally Enclosed, Fan Cooled
NMEA National Marine Electronics Association TFT Thin film transistor (monitors)
THD Total Harmonic Distortion
0
U
P
UHF Ultra High Frequency
PCB Printed Circuit Board UMS Unmanned Service
PlC Programmable logic Controller UPS Uninterruptable Power Supply
PMS Power Management System UV Ultra Violet
PS Portside
PTFE Poli Tetra Fluor Ethylene (Teflon) V
PTO Power Take Off
PVC Polyvinyl Chloride V Volt
VDR Voyage Data Recorder
Q VFD Variable Frequency Drive
VHF Very High Frequency
Qty Quantity VlCC Very large Crude Carrier
R W
but the quality of this information may vary from site to able when you try them (broken links).
site. User discretion is therefore advised with using the A "clickable" version of this list can be found on the
Although all links were tested when this book went into print of this book may be sent to the publisher's e-mail
print users should be aware that the internet is chang- address: info@dokmar.com
1. Standards
www.ansi.org American National Standards Institute with a vast Internet Resources Overview page
some of which are also listed here .
www.cdlive.lr.org Lloyd's Registers marine classification information service with entries to lists of
type approved equipment
www.bureauveritas.com Bureau Veritas main internet site with link to Maritime Industry section
www.classnk.or.jp Nippon Kaiji Kyokai, known as ClassNK or NK, Japanese classification society
www.nema.org NEMA, the Association of Electrical and Medical Imaging Equipment. NEMA is
the trade association for the electrical manufacturing industry in the USA and
has approximately 450 member companies manufacturing products used in the
generation, transmission and distribution, control, and end-use of electricity..
S. Ships Automatic Identification System (AIS) Two exam ples of internet sites with live prese ntation of,
ships movem ents around the world
---"";""""'-'
www.marinetraffic.comjais
www.digital-seas.com
www.bubl.ac.uk BUBL LINK Catalogue of Internet Resources covering all academic subject areas
www.intute.ac. uk INTUTE is a useful site to find websites for study and research
www.unesco.org United Nations Educational, Scientific and Cultural Organisation and on their site more
speCific the Natural Science section (tab)
www.mathconnect.com Mathconnect, on-line calculations and conversions. Simple to use site with di
rect results.
www.wetransfer.com For transfer of big files which are difficult to attach to e-mails
www.stormy.ca Canadian internet site loaded with interesting information and more links
B E
Basic design criteria 17 Earth conductors 217
Batteries 215 Echosounder 124, 170
Battery systems 27 Effect analysis 143
Bridge control systems 215 Electric cables 129
Bridge equipment 165 Electromagnetic compatibility 121
Budget 17 Electronic chart display. (Ecdis) 171
Bus bar 53, 214 Emc interference 211
Emc management 119
C Emc measures 120
Cable connections 139 Emc/thd tests 210
Cable penetrations 136 Emergency batteries 86
Cable routing 127 Emergency consumers 85
Cables 129,207,213 Emergency generator 86, 215
Cable trays 134 Emergency power 85
Carbon - dioxide 180 Emergency propulsion 197
Car ferries 223 Emergency services 26
Certified equipment 70 Enclosure 64
Chemical tanker 31 Essential consumers 35
Circuit breakers 55, 208, 215 Exciter 79
Classification societies 201 Exhaust gas 197
Coastal service 18
Collectors 13 F
Communication 124, 175 Factory acceptance test 76
Compass systems 165 Factory acceptance tests (fat) 207
Consumers 35 Failure mode 143
Contactors 55,57 Failure mode and effect analysis 47
Converters 112 Fire detection 180
Converting equipment 111,208 Fmea 155
Cranebarge 30 Fmea requirements 189
Current (AC) 13 Formulas 224
Current (DC) 13 Freq uency converters 109
Current limitation 59 Fuses 58
G
Gas tight boundaries 71
General alarm system 126
Generators 217
Gmdss 175, 176
Governors 95
Gps 169
Grounded systems 22
Grounding arrangements 23
Gyrocompass 124
H R
Harbour acceptance tests (hat) 219 Radar 124, 168
Harbour load 44 Rate of turn indicator 170
Harmonic distortion 116 Redundancy criteria 24
Hazardous areas 69 Remote operated vehicle 197
Helicopter facilities 196 Restricted service 18
High voltage 64 Rigging 126
High voltage cables 136 Rotary converters 112
Hull return 21 Rotating current (rc) 14
Human tolerance 24 Rotor 79
Hvac 37 Rudder angle indicator 170
Hv switchgear 157
S
I Sailing yacht 33
Iec standards 119 Salt environment 62
Inland waterway 159 Satcom 124
Inland waterway 18 Sea trials 222
Inland waterway ships 159 Selectivity 58
Inmarsat 175 Selectivity diagrams 59
Insulation resistance 213, 217 Semi-conductor converters 46
Interference 121 Shaft generators 197
Ip ratings 72 Shore connection 23, 82
Isochronous 99 Short-circuit behaviour 49
Short-circuit calculations 50
L Solar cells 41
Lead acid battery 86 Solar radiation 63
Lighting 126 Solid grounded neutral 22
Lighting systems 183 Squirrel cage motor 104
Load balance 35,36 Squirrel cage rotor 103
Load list 35 Ssas 176
Load sharing 98 Starters 126
Log 124, 170 Starting devices 107, 208, 215
Lrit 176 Step loads 210
Switchboards 89
M Switchgear 45, 214
Magnetic compass 124 Synchronisation 97, 99
Main bus-bar 89 Synchronising equipment 218
Maintenance criteria 20
Manned engine room 19 T
Mct 135 Tankers 223
Mega yachts 37 Thermal photography 214
Meggertest 103 Transformer 111
Transformers 208, 215
N Type approval 61
Navigation equipment 124
Navigation lights 126 U
Navtex 124 Ultra fog 180
Non-essential consumers 35 Ungrounded 20
Unmanned engine room 19
0 Unmanned (ums) notation 19
Off-course alarm 167 Unrestricted service 18
One-line diagram 29 Ups units 13
Operational conditions 35
V
P Vibration 62
Parallel operation 43 Voltage regulator 79
Parallel running 95 Voyage data recorder 171
Passenger ferry 32
Passenger ships 223 W
Permanent magnet 79 Whistle 126
Pipe laying barges 199 Wind and sound 170
Project management 17 Wind-generator 41
Protection classes 103 Wind speed and direction 124
\
ACKNOWLEDGEMENTS
-I
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