SHIPBOARD HIGH VOLTAGE APPLICATION AND

SAFETY TRAINING (HVI):

A NEW REQUIREMENT UNDER STCW 2010 (OL):

The training meets the provisions for high voltage training as

mentioned in Section A/lll-l & Blll/2 of the STCW Convention
and Code 2010 (Manila Amendments).
Course Overview: The “High-Voltage Safety Course” offers invaluable benefits to
Marine Engineers and Electro technical Officers at operation level to secure knowledge
about the subject both theoretical & practical applications.

The Course includes practical hands-on exercises on an actual High Voltage Panel
comprising of Vacuum Circuit Breaker, Earthling switch along with the associated
interlocks, Potential and Current transformers, Bus Bar chamber and Low Voltage Safety
Relay panel, thus familiarizing the participants with High-Voltage equipment and the
various safety procedures for handling the same at their working ground.

The training gives seafarers the essential education and training in high voltage (HV)
installations to meet the Knowledge, Understanding and Proficiency requirements as set
out in STCW 2010 for electrical, electronic and control systems for Operation level.

The shipboard high voltage application and safety course is a blend of classroom
and practical training for the using dedicated facilities to enable students to achieve
the following training outcomes:

Knowledge of the arrangement and protection of HV installations on board

a vessel, including what is considered to be high voltage, typical voltages
found on board ship, the reasons why modern vessels are equipped with
high voltage generators, the difference between insulated and earthed
neutral distribution systems, which circuits will operate at high voltage, and
the function of the protection devices and their sequence of operation.

Knowledge of the safety requirements necessary for HV installations,

including the hazards associated with high voltage, the requirements
outlined in the HSE publication Electricity at Work safe working practices,
the terms 'authorized and competent' person, the difference between an
ordinary and a high voltage permit to work, the isolation process required
to produce a high voltage permit to work, and the importance of a circuit
main earth.

Course Outline:

❖ International requisites for high voltage knowledge

❖ Advantages of high voltage systems
 ❖ Hazards
❖ High voltage equipment on board
❖ High voltage safety rules
❖ Safe working procedures
❖ Protective devices
❖ High voltage electrical equipment testing methods
❖ High voltage equipment maintenance
❖ Taking remedial actions necessary during faults Carrying out a
switching and isolation procedure on marine high voltage safety
documentation.

Detailed Teaching Syllabus:

1. International requisites for high voltage knowledge
- general concept of IMO, SOLAS, ISM, STCW
2. Advantages of high voltage systems
- the necessity for high voltage industrial plant
3. Hazards
- dangers of electricity (shock, burns, electric arc and blast)
4. High voltage equipment on board
- generators, motors, transformers, distribution switchboards, circuit
breakers, protection relays, drives
5. High voltage safety rules
- explanation of definitions used with high voltage systems
6. Safe working procedures
- basic steps to be taken for issue of a permit to work
7. Protective devices
- function and principle of operation
8. Work on High voltage switch gear
- reading and understanding of schematics and practical application on
training center simulator (carrying out a switching and isolation
procedure on marine high voltage safety documentation).

COURSE FRAMEWORK:
High voltage training course participants learn how to manage risk and
develop safe working practices. At the end of the course the participants will
be aware of the risks of working with high voltage equipment on board, the
dangers of electrical hazards, how to avoid them and how to minimize the
consequences of electrical accidents.

SHIPBOARD HIGH VOLTAGE APPLICATION AND SAFETIES

HIGH VOLTAGE SAFETIES IN SHIPS

Health and Safety Fact: High Voltage (>1000 Volts)

Electrical Safety and Injuries Fact Sheet for informational purposes only. The purpose of
this Fact Sheet is to raise awareness of the risks of high voltage electrical shock, review
how workers can protect themselves during high voltage electrical work, and summarize
how proper medical treatment can be provided in an expedient and effective way for any
worker injured by this type of hazard. While this Fact Sheet has been provided for
members of the Energy Recovery Council (ERC), all industries and personnel who might
encounter the effects of a high voltage electrical shock can benefit from the details of this
Fact Sheet.

Converting waste into renewable electricity Why is there a concern about high
voltage electrical shock?

The Bureau of Labor Statistics data from 2001 through 2007 reports an average of
approximately 250 deaths per year occurring from electric injury in the United States.
Deaths related to exposure to electric current consistently make up around 4% of all
occupational fatalities. In addition to fatalities, major high-voltage electrical trauma can
produce devastating physical injuries. Repeated removal of tissue, amputations, and
extensive rehabilitation are common in high voltage electrical injuries. It is not unusual for
treatment to require tissue removal over several days, and frequently the damage
becomes significant enough to warrant amputation. Limb amputation rates for victims who
experience direct electrical contact can be as high as 75%, and most victims who survive
high-voltage electrical shock are left permanently disabled.

Electrical Injuries: How does your body get damaged?

In non-technical terms, damage from high voltage electrical fields is caused primarily by
heating and to a lesser extent the breakdown of cell membranes. In most cases, heat
damage occurs instantly at the point of contact, but injury to deeper tissues requires
several seconds. The tissues in our body, with the exception of the skin, are reasonably
good conductors. If a person comes into contact with a high-voltage power source, the
outer layer of the skin is usually destroyed by heat within milliseconds. Once the outer
layer of the skin is destroyed, large currents are able to pass through and produce tissue
damage, especially to skeletal muscle and nerve. In addition to tissue damage, an arc
blast can cause other types of injuries from the physical force of impacts including falls,
broken bones, and concussions. In addition, other non-physical issues may affect
employees with electrical injuries. Examples of these include problems with the speed of
mental processing, attention, concentration, memory, and post-traumatic stress disorders.
These conditions have the potential to be as life-changing as a major physical injury.

What Are Burn Treatment Concerns for High Voltage Electrical Shock?

For voltages above 1000V, electrical burn wounds possess special clinical
characteristics. Below that level, cardiac fibrillation is the major risk while skin lesions are
typically minor. Above 1000 V, there is a risk of wounds which can lead to amputation.
The most challenging aspect of initial treatment is that the tissue in the electric current
path, unless there has been significant heating, may appear very normal. Typically, it is at
least 1 to 3 days before the true extent of damage can be recognized. Furthermore,
healthy skin and fat often conceal injured muscles, nerves, and bone. Thus, it is very
difficult to accurately diagnose and localize tissue damage scattered throughout the
current path before irreversible cell damage has occurred. Therefore, even when the injury
doesn't involve any visible tissue damage, electrical shock survivors may be left with
significant consequences. Electrical burns represent only 4 % of all burns. So, research
and specific expertise for their treatment has been slow in developing. Presently, there is
no method of estimating the damage done to the tissue by heat which has already
dissipated, sometimes leaving the tissue with a misleading appearance of health. It is very
important that employees and employers understand that even with no visible burn,
survivors may be faced with long-term muscular pain and discomfort, fatigue, inadequate
balance and coordination or even limb amputation. Though we often refer to exit and entry
wounds, with alternating current there is no such thing as current entering or leaving.
Instead, one contact point is better (lower impedance) than the other. Sometimes, the skin
damage visible at the hospital may be very small while internal damage extends farther.
For this reason, it is very important for workers to get to a specialized burn center or to tell
the operator that this is a 1000 V shock exposure that requires the attention of a burn
center specialist. Treatment is complicated by progressive tissue death necrosis and the
need for multiple surgical interventions. Surgeons have difficulty identifying the living
versus dead tissue. The complicated pattern of electrical burns inside the body is difficult
to map.

 What do workers need to know?

o Ask what controls are in place and what is required.

o Engage in high voltage electrical work only if you are trained and authorized to do so.
o Follow plant procedures when working on any electrical equipment, particularly
breakers, motor control centers (MCC rooms) and transformers.
o Take the necessary precautions appropriate for the hazard class you are working
with.
o Wear the personal protective equipment associated with the voltage you are handling.
o Maintain current first aid and cardiopulmonary resuscitation training (CPR), including
the use of an automated external defibrillator (AED) where an AED program is in
place. Every effort should be made to work on DEENERGIZED circuits and
equipment, only, or have CPR- and AED-trained persons available. Such a
 requirement means that two workers need to be present when circuits and equipment
are not de energized.
o As with any hazard in the workplace, the hierarchy of control for electrical exposure
proceeds from engineering, work practice controls, and then to the least preferred
method of PPE.
o Work practice controls such as worker placement, training programs and work
procedures will continue to be a huge effort in the industry. As we learn more and
more about electrical risks, we will adjust these programs to meet the needs of a
changing industry. Through the OSHA and ERC Alliance, ERC developed this Fact
Sheet for informational purposes only.
o If a worker has an exposure to 1000 volts or greater, initiate an emergency response
action. Be specific to operator that the injury is from contact with over 1000 V and that
immediate evaluation by a burn center is needed.
o Accidents can occur while changing fuses under power, bridging electrical terminals
with a metal watch band, testing 600 V voltages with an instrument in the wrong
setting or in the creation of arc burns in welding.

o If the worker is exposed to contact with parts energized at more than 600 volts, a
second person should be present while the work is being performed. This additional
person is available to assist in the event that the worker receives an electric shock.

o Lastly, selecting PPE is always a challenge. While rubber glove requirements and use
have been around a long time, the evolution of electrical flame-retardant clothing is
relatively new and still evolving. it too is evolving as more information becomes
available. One only needs to look at the changes in the past had a hazard/risk
category for tasks performed on energized equipment rated 1000V and up (that
category is now limited through 38kV).

→ While most employees in the industry are not exposed to these higher levels for
day to day operations, there is the occasional exposure in our switchyards that will
now need to be re-evaluated to determine adequacy of PPE for switching,
inspection, grounds keeping and other activities that take place here.

→ The PPE itself continues to evolve with manufacturers providing lighter and more
flexible clothing as the need has grown, and so what we used last year may be
different from next year because of technological change.

→ The key to protecting workers is assuring knowledge of equipment and procedures,

worker awareness, and striving toward continuous improvement. As the industry
continues to fully recognize the hazards associated with electricity, we will focus on
continuous improvement to provide the best protection we can for our work forces.

I. INTERNATIONAL REQUISITES FOR HIGH VOLTAGE KNOWLEDGE:

The dangers of high voltage electrical systems on ships are increasingly being used and
present real dangers and hazards to personnel who are not trained or aware of the
dangers. Those personnel using high voltage systems on ships should be trained in the
additional safety procedures required before using or maintaining high voltage systems.
The dangers of high voltage systems should not be underestimated, and untrained
personnel could be at great risk. The demand for electrical power has increased on many
ships, especially those with diesel-electric propulsion where the supply current becomes
too high. The supply current becomes far too high and it is not efficient or practical to use
the common shipboard voltage supply of 440V. Higher voltage is needed to reduce the
current. Modern ships, particularly container, passenger and specialist offshore ships are
built now with high voltage generating plant; however, the engineer officers will normally
only have been trained on low voltage systems. Also, not every ship has an electrician
and the engineers often have to do the electrician’s work when things go wrong. The
club’s surveyors have often seen that many engineer officers do not fully understand the
dangers associated with high voltage systems.

For example, when generating electrical power at 6.6kV, this will produce a current of 220
amps as opposed to 3,300 amps if the voltage is 440V. The short-circuit currents would
also be much lower at only 9,000 amps for the 6.6kV instead of 90,000 amps for the 440V
supply. This potential fault current is considerably lower for high voltage supplies and is
easily handled by the equipment.

Training:

High voltage system training is now a part of the Standards of Training Certification and
Watch keeping convention (STCW) following the 2010 Manila amendments for senior
engineering staff who have responsibility for operating and maintaining electrical power
plants above 1,000 volts. However, existing officers will not have this training until their
certificates are revalidated. This training includes:
• operational and safety requirements for high voltage systems
• maintenance and repair of high voltage switchgear
• taking appropriate action when dealing with faults in a high voltage system
• switching strategies for isolating components of a high voltage system
• using suitable apparatus for isolation and testing of high voltage equipment
• switching and isolation procedures on a marine high voltage system
• understanding safety documentation for high voltage systems
• testing of insulation resistance and polarization index on high voltage equipment.

Risk assessment:

The access to high voltage switchboards and equipment must be strictly controlled by
using a risk assessment and a permit to work system. Isolation procedures must involve a
safety key system and earthling down procedures.
Remember the acronym:
• Disconnect
• Isolate
• Earth
To help identify high voltage system work precautions, a risk assessment must be
completed by the Chief Engineer or Chief Electrical officer before work begins, and this
should consider:
• how familiar are the personnel with the high voltage system and equipment?
• can the work be done with the equipment dead?
• is it necessary for someone to work on or near live high voltage equipment?
• what precautions have been taken to avoid danger and prevent injury?
• is the person(s) carrying out the work competent or adequately supervised?
Permit to work system for high voltage system work:

The company safety management system (SMS) should include a permit to work system
for electrical equipment under 1,000V. A similar high voltage permit should also be
included in the SMS. Samples of electrical permits for low voltage and high voltage
installations can be found in the Code of Safe Working Practices for Merchant Seaman
(COSWP) 2010 edition.

II. HIGH VOLTAGE IN SHIPS

We all know about the voltages used on board a ship. It is usually a 3phase, 60Hz, 440
Volts supply being generated and distributed on board.
Every day the owners and designers aim for bigger ships for more profitability. As the ship
size increases, there is a need to install more powerful engines and other machineries.
This increase in size of machineries and other equipment demands more electrical power
and thus it is required to use higher voltages on board a ship.
Any Voltage used on board a ship if less than 1kV (1000 V) then it is called as LV (Low
Voltage) system and any voltage above 1kV is termed as High Voltage.
Typical Marine HV systems operate usually at 3.3kV or 6.6kV. Passenger Liners like QE2
operate at 10kV.

Definition of HV:

The numerical definition of high voltage depends on context. Two factors considered in
classifying a voltage as “high voltage” are the possibility of causing a spark in air, and the
danger of electric shock by contact or proximity. The definitions may refer to the voltage
between two conductors of a system, or between any conductor and ground.
In electric power transmission engineering, HIGH VOLTAGE is usually considered any
voltage over approximately 33,000 volts. This classification is based on the design of
apparatus and insulation. The International Electro Technical Commission and its national
counterparts (IET, IEEE, VDE, etc.) define high voltage as above 1000 V for alternating
current, and at least 1500 V for direct current—and distinguish it from low voltage (50–
1000 V AC or 120–1500 V DC) and extra-low voltage (<50 V AC or <120 V DC) circuits.
This is in the context of building wiring and the safety of electrical apparatus.
– In the United States 2005 National Electrical Code (NEC), high voltage is any voltage
over 600 V (article 490.2).
– British Standard BS 7671:2008 defines high voltage as any voltage difference between
conductors that is higher than 1000 V AC or 1500 V ripple-free DC, or any voltage
difference between a conductor and Earth that is higher than 600 V AC or 900 V ripple-
free DC.

WHAT IS CLASSED AS HIGH VOLTAGE?

In marine practice,
– voltages below 1,000Vac (1kV) are considered low voltage, and
– high voltage is any voltage above 1kV. Typical marine high voltage system voltages are
3.3kV, 6.6kV and 11kV.
THE MAJOR DIFFERENCES BETWEEN HIGH VOLTAGE SUPPLY AND LOW
VOLTAGE SUPPLY ON BOARD SHIPS ARE:
1. High voltage systems are more extensive with complex networks and connections,
2. Isolated equipment MUST BE earthed down
3. Access to high voltage areas should be strictly limited and controlled
4. Isolation procedures are more involved
5. Switching strategies should be formulated and recorded
6. Specific high voltage test probes and instruments must be used
7. Diagnostic insulation resistance testing is necessary
8. High voltage systems are usually earthed neutral and use current limiting resistors
9. Special high voltage circuit breakers have to be installed

Why High Voltage in Ships?

– Higher power requirements on board vessels is the foremost reason for the evolution of
HV in ships.
– Higher power requirements have been necessitated by development of larger vessels
required for container transport particularly reefer containers.
– Gas carriers needing extensive cargo cooling Electrical Propulsion.
– For ships with a large electrical power demand it is necessary to utilize the benefits of a
high voltage (HV) installation.
– The design benefits relate to the simple ohms law relationship that current (for a given
power) is reduced as the voltage is increased. Working at high voltage significantly
reduces the relative overall size and weight of electrical power equipment.

AS PER OHMS LAW

POWER = VOLTAGE x CURRENT

For a given Power,
Higher the Voltage, Lesser is the Current 440 KW = 440,000 Watts = 440 Volts x 1000
Amps =1100 Volts x 400 Amps =11000 Volts x 40 Amps
– When large loads are connected to the LV system the magnitude of current flow
becomes too large resulting in overheating due to high iron and copper losses. P = VI
CosФ Copper loss =I² R [kW] HV levels of 3.3 kV, 6.6 kV and 11 kV are regularly
employed ashore for regional power distribution and industrial motor drives.
For example, a motor (let us assume a bow thruster), may be of a smaller size if it
designed to operate on 6600 Volts. For the same power, the motor would be of a smaller
size if it is designed for 6600Volts when compared to 440Volts.
Thus, these are the major reasons why recent ships have shifted towards high voltage
systems.
The main disadvantage perceived by the user /maintainer, when working in an HV
installation, is the very necessary adherence to stringent safety procedures.
Advantages/Disadvantages of using HV Advantages:

Advantages:

For a given power, Higher voltage means Lower current, resulting in:
– Reduction in size of generators, motors, cables etc.
– Saving of Space and weight
– Ease of Installation
– Reduction in cost of Installation
– Lower losses – more efficient utilization of generated power
– Reduction in short circuit levels in the system which decides the design and application
of the electrical equipment used in the power system.

Disadvantages:

1. Higher Insulation Requirements for cables and equipment used in the system.
2. Higher risk factor and the necessity for strict adherence to stringent safety procedures.

III. Hazards of High Voltage

Arcing:
An unintentional electric arc occurs during opening of a breaker, contactor or switch, when
the circuit tries to maintain itself in the form of an arc.
During an insulation failure, when current flows to ground or any other short circuit path in
the form of accidental tool slipping between conducting surfaces, causing a short circuit.
Results of an electric arc:
Temperatures at the arc terminals can reach or exceed 35,000° f or 20,000˚c or four times
the temperature of sun’s surface. The heat and intense light at the point of arc is called the
arc flash.
Air surrounding the arc is instantly heated and the conductors are vaporized causing a
pressure wave termed as ARC BLAST.

Hazards of an Arc Flash:

– During an arc flash, sudden release of large amounts of heat and light energy takes
place at the point of arc.
– Exposure frequently results in a variety of serious injuries and may even be fatal, even
when the worker is ten feet or more from the arc center.
– Equipment can suffer permanent damage.
– Nearby inflammable materials may be ignited resulting in secondary fires.

Hazards of Arc Blasts & ejected materials:

– An arc flash may be accompanied by an arc blast
– The arc blast causes equipment to literally explode ejecting parts with life threatening
force. – Heated and vaporized conducting materials surrounding the arc expand rapidly
causing effects comparable to an explosive charge.
– They may project molten particles causing eye injuries. The sound that ensues can
harm the hearing.

o Potential injuries:
– At some distance from the arc, temperatures are often high enough to instantly
destroy skin and tissue. Skin temperatures above 100˚C (about 210˚F) for 0.1sec
result in irreversible tissue damage, defined as an incurable burn.
 – Heated air and molten materials from arc faults cause ordinary clothing to burst
into flames even if not directly in contact with the arc. Synthetic fibers may melt and
adhere to the skin resulting in secondary burns.
– Even when safety goggles are worn, arc flash may cause severe damage to
vision and or blindness. Intense UV light created by arc flash can damage the
retina. Pressure created from arc blasts can also compress the eye, severely
damaging vision.
– Hearing can also be affected by the loud noise and extreme pressure changes
created by arc blasts. Sound blasts with arc blasts exceed 140dB which is equal to
an airplane taking off. Sudden pressure changes exceeding 720lbs/sq. ft for 400ms
can also rupture eardrums. Even at lesser pressure, serious or permanent damage
to hearing may occur.

Short Circuit

A short circuit (or a fault) is said to have taken place when the current is not confined to its
normal path of flow but diverted through alternate path(s).

– During short circuit, the current rises much above the normal value.
– Short circuit level is the maximum possible current that flows at the point of fault during a
short circuit.

Effects of short circuit:

High currents during Short circuits can cause damage to electrical installation by giving
rise to excessive
Thermal Stresses, Mechanical Stresses, Arcing.

Methods adopted to prevent effects of short circuit in a system:

– A well-designed Protective Relay system trips out a breaker(s) and isolates the faulty
circuit from the power source within a short time to prevent/minimize effects of high short
circuit current, as and when it occurs.
– The equipment in the system, the cables, the switchgear, the busbar, the generators are
designed to withstand the effects of short circuit during that short period.

Calculation of the short circuit levels in the system is therefore required to help in:
a. Designing an appropriate Protective Relay System
b. Choosing the right switchgear with suitable short circuit withstand capacity to be used in
the system.

IV. The Functional /Operational:

Marine Electrical System

– Some installations may feed the ships sub stations directly with HV and step- down to
440 V locally.
– The PEM drives in this example are synchronous motors which require a controlled low
voltage excitation supply current to magnetize the rotor poles.
– This supply is obtained from the HV switchboard via a step-down transformer but an
alternative arrangement would be to obtain the excitation supply from the 440 V ER sub
switchboard.

High voltage test enclosures:

1. Unauthorized access to a high voltage test enclosure should be prevented by, as a

minimum, red and white striped tape not less than 25 mm wide, suspended on posts, and
by the display of high voltage danger signs. An Accompanying Safety Person (HV) or the
Duty Authorized Person (HV) should be present throughout the duration of the tests, and
the area should be continually watched while testing is in progress.

Work on busbar spouts of multi-panel switchboards

When work is to be carried out on busbar spouts, the following operations should be
carried out in strict sequence:
a. the Authorized Person (HV) should record
the details of necessary safety precautions and switching operations on a safety
programme and produce an isolation and earthing diagram;
b. The section of the busbar spouts on which work is to be carried out must be isolated
from all points of supply from which it can be made live;
c. the isolating arrangements should be locked so that they cannot be operated, and
shutters of live spouts locked shut. Caution signs should be fixed to the isolating points;
d. Where applicable, danger signs should be attached on or adjacent to the live electrical
equipment at the limits of the zone in which work is to be carried out;
1. Busbars should be checked by means of an approved voltage indicator to verify that
they are dead, the indicator itself being tested immediately before and after use. The
checking with the voltage indicator should be done on the panel to which the circuit main
earths are to be applied. This test should also be made on the panel on which the work is
carried out;
f. circuit main earths should be applied at a panel on the isolated section of the busbar
other than that at which work is to be done using the method recommended by the
switchgear manufacturers. The insertion of hands or any tool into the contact spouts for
this purpose is not an acceptable practice;
g. an earth connection should also be applied to all phases at the point-of-work;
h. the permit-to-work should be issued to cover the work to be done. During the course of
the work, where applicable, the earth connection(s) at the point-of-work may be removed
one phase at a time. Each phase earth connection must be replaced before a second-
phase earth connection is removed;
j. on completion of the work, the permit-to-work should be cancelled.

Definition of safety terms:

Definitions presented here are those deemed necessary and suitable for electrical
laboratory applications present in the Electronics and Electrical Engineering Laboratory.
They should not be assumed to be directly related to definitions presented in other
electrical standards or codes.
High Voltage: Any voltage exceeding 1000 V rms or 1000 V dc with current capability
exceeding 2 mA ac or 3 mA dc, or for an impulse voltage generator having a stored
energy in excess of 10 mJ. These current and energy levels are slightly below the startle
response threshold. Moderate Voltage: Any voltage exceeding 120 V rms (nominal power
line voltage) or 120 V dc, but not exceeding 1000 V (rms or dc), with a current capability
exceeding 2 mA ac or 3 mA dc. Temporary Setups: Systems set up for measurements
over a time period not exceeding three months. Test Area: Area in which moderate
voltages are accessible, and which has been clearly delineated by fences, ropes, and
barriers. Troubleshooting: Procedure during which energized bare connectors at moderate
or high voltages might be temporarily exposed for the purpose of repair or problem
diagnosis.

Inter lock: A safety circuit designed to prevent energizing high- or moderate-voltage power
supplies until all access doors are closed, and to immediately de-energize such power
supplies if the door is opened. Note that this function does not necessarily ensure full
discharge of stored energy.

Bare Conductor: A conductor having no covering or electrical insulation whatsoever.

Covered Conductor: A conductor enclosed within a material of composition or thickness
not defined as electrical insulation.
Insulated Conductor: A conductor encased within material of composition and thickness
defined as electrical insulation.
Exposed Conductor: Capable of being inadvertently touched or approached nearer than a
safe distance by a person. It applies to parts that are not suitably guarded, isolated, or
insulated.
Unattended Operation: The operation of a permanent setup for electrical measurements
for a time period longer than can be reasonably attended by staff.

Enclosed: Surrounded by a case, housing, fence or wall(s) that prevents persons from
accidentally contacting energized parts.
Temporary Setups

When troubleshooting a setup with exposed or bare conductors at high or moderate

voltages, it may be necessary to temporarily bypass safety interlocks. Such procedures
may only be performed under two-person operating conditions.
In instances where troubleshooting a system or particular equipment becomes frequent (at
least once every six months) Group Leader approval is required. In all cases two staff
members must be present when high voltage is energized and the interlock(s) bypassed.
When troubleshooting a single piece of equipment in such a way that personnel may have
access to high or moderate voltage (for example, repairing an instrument), two persons
should be present.

The “keep one hand in the pocket” rule is strongly encouraged.

Hazardous Electrical Voltage Training Checklist The training requirements below apply to
all employees who face a risk of electrical shock that is not reduced to a safe level by
electrical installation requirements and who must work on or near energized components.

ISSUING OF A PERMIT-TO-WORK OR SANCTION- FOR-TEST:

1. Before a permit-to-work or a sanction-for-test is issued, the Authorized Person or

Electrical Engineer should identify the equipment on which the work or test is to be
undertaken.
2. If the work involves, or may involve, obtaining access to items of equipment over which
confusion could occur, the Authorized Person (HV)/ Electrical Engineer should identify
such items to the Competent Person (HV) and apply temporary marking to them.
3. Before issuing a permit-to-work or sanction-for- test, the authorized Person (HV)/
Electrical Engineer should show the Competent Person (HV) the isolation and earthing
diagram and indicate the safety arrangements at the points-of-isolation and at the point-of-
work or test.

4.The authorized Person (HV)/ Electrical Engineer should ensure that the Competent
Person (HV) understands all the relevant safety procedures and precautions.
5. If the Competent Person (HV) thereafter accepts the permit or sanction, that person
becomes responsible for the defined work or test until the permit or sanction is cancelled.
6. Mark the point-of-work.
7. Issue the permit-to-work, isolation and earthing diagram, and the key to the safety key
box to the Competent Person (HV).
8. authorized Persons (HV)/ Electrical Engineer undertaking tasks requiring permits-to-
work or sanctions-for-test should issue the documents to themselves.
9. Adjust mimic diagram and complete the site logbook.
10. All such documents must be countersigned by a site- certified authorized Person (HV)/
Electrical Engineer before the work or test starts.

Undertake the work:

The Competent Person (HV) is to undertake or directly supervise the work and on
completion, or when the work is stopped and made safe, is to return the original of the
permit-to-work, the isolation and earthing diagram and the Competent Person’s (HV) key
to the safety key box to the Duty Authorized Person (HV)/ Electrical Engineer, and
complete part 3 of the permit retained in the pad.

Check the equipment:

If the work has been completed, check to ensure it is safe to energize. If the work has
been stopped, check the equipment has been made safe.

Cancel the permit-to-work:

(i) Cancel the permit-to-work by signing the “completion of work” part and by cancel the
permit in the presence of the Competent Person (HV).
(ii) File the isolation and earthing diagram in the operational procedure manual and permit-
to-work in respective file.
(iii) Return key to key safe.

Issue the sanction-for-test :

(i) The Competent Person (HV) is to be shown the safety arrangements at all the point/s
of isolation and at the locations of the test, and is to initial the isolation and earthing
diagram.
(ii) Issue the sanction-for-test, isolation and earthing diagram, and the key to the safety
key box to the Competent Person (HV).
(iii) Retain working lock keys, and remove and replace earths as requested.

Cancel the sanction-for-test:

(i) Cancel the sanction-for-test by signing part 4 and by destroying the sanction in the
presence of the Competent Person (HV).
(ii) File the isolation and earthing diagram in the operational procedure manual.
(iii) Return key to key safe.
V. HIGH VOLTAGE EQUIPMENT

A typical high voltage installation will incorporate only high voltage rated equipment on the
following:

1. Generating sets
2. High voltage switchboards with associated switchgear, protection devices and
instrumentation
high voltage cables
3. high voltage/low voltage step-down transformers to service low voltage consumers
4. high voltage/high voltage (typically 6.6kV/2.9kV) step-down transformers supplying
propulsion converters and motors

VI. HIGH VOLTAGE SAFETY RULES AND PROCEDURES

All safety rules presented in this document are intended to ensure safe working conditions
while working with potentially dangerous voltages. It is assumed that all personnel working
with potentially dangerous voltages have been trained in basic electrical safety
procedures.

1. This guidance does not apply where equipment has been isolated, discharged,
disconnected and removed from the system or installation.
2. Equipment that is considered by an Authorized Person (HV) to be in a dangerous
condition should be isolated elsewhere and action taken to prevent it from being
reconnected to the electricity supply.
3. All working on, or testing of, high voltage equipment connected to a system should be
authorized by a permit-to-work or a sanction-for- test following the procedures as
described in Practical Exercises no. 4
4. No hand or tool (unless the tool has been designed for the purpose) must contact any
high voltage conductor unless that conductor has been confirmed dead by an authorized
Person (HV) in the presence of the Competent Person (HV).
5. Where any work or test requires an Accompanying Safety Person (HV) to be present,
he/she should be appointed before that work or testing can begin.
6. Voltage test indicators should be tested immediately before and after use against a test
supply designed for the purpose.

7. Where the procedures involve the application of circuit main earths, the unauthorized
removal of such earths should be prevented, wherever practicable, by the application of
safety locks.
8. Where the procedures involve the removal of circuit main earths, that is, testing under a
sanction-for-test, the earths will be secured with working locks. The keys to these locks
will be retained by the Duty authorized Person (HV), who will remove and replace the
earths as requested.

VII. HIGH VOLTAGE SAFETY AND PRECAUTIONS/ PROCEDURES

Making personal contact with any electric voltage is potentially dangerous. At high voltage
(>1000 V) levels the electric shock potential is lethal. Body resistance decreases with
increased voltage level which enhances the current flow. Remember that an electric shock
current as low as 15 mA can be fatal. So, the risk to people working in HV areas is greatly
minimized by the diligent application of sensible general and company safety regulations
and procedures.
Personnel who are required to routinely test and maintain HV equipment should be trained
in the necessary practical safety procedures and certified as qualified for this duty.
Approved safety clothing, footwear, eye protection and hard hat should be used where
danger may arise from arcs, hot surfaces and high voltage etc.
Safety equipment should be used by electrical workers includes insulated rubber gloves
and mats. These protect the user from electric shock.
Safety equipment is tested regularly to ensure it is still protecting the user. Testing
companies can test at up 300,000 volts and offer services from glove testing to Elevated
Working Platform or EWP Truck testing.
An insulated material or rubber mat can be used as a dead front of all electrical
installations and equipment.

The access to HV switchboards and equipment must be strictly controlled by using a

permit-to-work scheme and isolation procedures together with live-line tests and earthing-
down before any work is started. The electrical permit requirements and procedures are
similar to permits used to control access in any hot-work situation, e.g. welding, cutting,
burning etc. in a potentially hazardous area.

Precaution prior to live voltage and phasing checks:

1. Where live phasing is to be undertaken, the area containing exposed live conductors
should be regarded as a high voltage test enclosure.
2. Approved equipment used for live voltage and phasing checking at high voltage should
be tested immediately before and after use against a high voltage test supply.
3. Live voltage and phase checking on high voltage equipment may only be undertaken by
a authorized Person (HV), with assistance if necessary from a Competent Person (HV)
acting on verbal instructions from the authorized Person (HV). Neither a permit-to-work
nor a sanction-for-test is required, but the authorized Person (HV) and any assistant
should be accompanied by an Accompanying Safety Person (HV).

Signs and Warning Lights:

DANGER HIGH VOLTAGE signs must be on display on all entrances to all test areas
where bare conductors are present at both moderate and high voltages. These signs
should be in the vicinity of the test area and on the outside of the door leading to the
laboratory area.
A warning light, preferably flashing, must be on when high or moderate voltages are
present, and ideally should be activated by the energizing of the apparatus. The warning
light must be clearly visible from the area surrounding the test area. In special cases
where such a light interferes with an experiment, it can be omitted with special permission
from the Group Leader and Division Chief.

In all cases where there is direct access from the outside hallway to the area where high
or moderate voltages are present, a warning light, DANGER HIGH VOLTAGE sign, a
safety interlock (for high voltages) and a locked door are required.
For unattended setups with bare conductors at high or moderate voltage, a warning sign
with the names of two contact persons and the dates of unattended operation must be
posted on the door leading to the high-voltage area. In addition, written notice of
unattended testing of high or moderate voltage with bare conductors must be sent to the
NIST Fire Department (in Gaithersburg) or to the Engineering, Safety, and Support
Division (in Boulder) clearly stating the anticipated dates of operation. A warning light on
or near the door to the laboratory must be illuminated when high or moderate voltages
with bare conductors are present.

Grounding Stick

Before touching a high-voltage circuit or before leaving it unattended and exposed, it must
be de-energized and grounded with a grounding stick. The grounding stick must be left on
the high-voltage terminal until the circuit is about to be re-energized. Grounding sticks
must be available near entrances to high-voltage areas. Automatic grounding
arrangements or systems that employ audible warning tones to remind personnel to
ground the high-voltage equipment are strongly encouraged for two-person operation, and
are mandatory for one-person or unattended operation.
For systems with bare conductors at moderate voltages, the use of a grounding stick is
strongly recommended, particularly if the setup contains energy-storage devices.

VIII. PROTECTIVE DEVICES:

A digital (numeric) multifunction protective relay for distribution networks. A single such
device can replace many single-function electromechanical relays, and provides self-
testing and communication functions.

• Protective relays control the tripping of the circuit breakers surrounding the faulted part
of the network
• Automatic operation, such as auto-re-closing or system restart
• Monitoring equipment which collects data on the system for post event analysis
While the operating quality of these devices, and especially of protective relays, is always
critical, different strategies are considered for protecting the different parts of the system.
Very important equipment may have completely redundant and independent protective
systems, while a minor branch distribution line may have very simple low-cost protection.
There are three parts of protective devices:

• Instrument transformer: current or potential (CT or VT)

• Relay
• Circuit breaker
Advantages of protected devices with these three basic components include safety,
economy, and accuracy.[2][3]

• Safety: Instrument transformers create electrical isolation from the power

system, and thus establishing a safer environment for personnel working with
the relays.
• Economy: Relays are able to be simpler, smaller, and cheaper given lower-level
relay inputs.
• Accuracy: Power system voltages and currents are accurately reproduced by
instrument transformers over large operating ranges.

Types of protection

• Generator sets – In a power plant, the protective relays are intended to prevent
damage to alternators or to the transformers in case of abnormal
• conditions of operation, due to internal failures, as well as insulating failures or
regulation malfunctions. Such failures are unusual, so the protective relays
have to operate very rarely. If a protective relay fails to detect a fault, the
resulting damage to the alternator or to the transformer might require costly
equipment repairs or replacement, as well as income loss from the inability to
produce and sell energy.

• High-voltage transmission network – Protection on the transmission and

distribution serves two functions: Protection of plant and protection of the public
(including employees). At a basic level, protection looks to disconnect
equipment which experience an overload or a short to earth. Some items in
substations such as transformers might require additional protection based on
temperature or gas pressure, among others.

• Overload and back-up for distance (overcurrent) – Overload protection requires

a current transformer which simply measures the current in a circuit. There are
two types of overload protection: instantaneous over current and time over
current (TOC). Instantaneous over current requires that the current exceeds a
predetermined level for the circuit breaker to operate. TOC protection operates
based on a current vs time curve. Based on this curve if the measured current
exceeds a given level for the preset amount of time, the circuit breaker or fuse
will operate.

• Earth fault ("ground fault" in the United States) – Earth fault protection again
requires current transformers and senses an imbalance in a three-phase circuit.
Normally the three phase currents are in balance, i.e. roughly equal in
magnitude. If one or two phases become connected to earth via a low
impedance path, their magnitudes will increase dramatically, as will current
 imbalance. If this imbalance exceeds a pre-determined value, a circuit breaker
should operate. Restricted earth fault protection is a type of earth fault
protection which looks for earth fault between two sets current
transformers[4] (hence restricted to that zone).

• Distance (impedance relay)– Distance protection detects both voltage and

current. A fault on a circuit will generally create a sag in the voltage level. If the
ratio of voltage to current measured at the relay terminals, which equates to an
impedance, lands within a predetermined level the circuit breaker will operate.
This is useful for reasonable length lines, lines longer than 10 miles, because
its operating characteristics are based on the line characteristics. This means
that when a fault appears on the line the impedance setting in the relay is
compared to the apparent impedance of the line from the relay terminals to the
fault. If the relay setting is determined to be below the apparent impedance it is
determined that the fault is within the zone of protection. When the
transmission line length is too short, less than 10 miles, distance protection
becomes more difficult to coordinate. In these instances, the best choice of
protection is current differential protection.

• Back-up – The objective of protection is to remove only the affected portion of

plant and nothing else. A circuit breaker or protection relay may fail to operate.
In important systems, a failure of primary protection will usually result in the
operation of back-up protection. Remote back-up protection will generally
remove both the affected and unaffected items of plant to clear the fault. Local
back-up protection will remove the affected items of the plant to clear the fault.

• Low-voltage networks – The low-voltage network generally relies upon fuses or

low-voltage circuit breakers to remove both overload and earth faults.

IX. HIGH VOLTAGE EQUIPMENT MAINTENANCE

1. MAINTENANCE OF SWITCHGEAR ENCLOSURES

2. Strictly adhere to required procedures for system switching operations. Switching,
de-energizing and energizing shall be performed by authorized personnel only.
3. Install temporary grounding leads for safety.
4. Remove necessary access and cover plates.
5. Fill out inspection test form. Record data in reference to equipment.

6. Mechanical Inspection:
I. Check mechanical operation of devices.
II. Check physical appearance of doors, devices, equipment and lubricate in
accordance with manufacturer’s instructions.
III. Check condition of contacts.
IV. Check disconnects, starters, and circuit breakers in accordance with inspection
and test reports and procedures.
V. Check condition of bussing for signs of overheating, moisture or other
contamination, for proper torque, and for clearance to ground.
VI. Inspect insulators and insulating surfaces for cleanliness, cracks, chips,
tracking.
 VII. Report discovered unsafe conditions.
VIII. Remove draw out breakers and check draw out equipment.
IX. Check cable and wiring condition, appearance, and terminations. Perform
electrical tests as required.
X. Inspect for proper grounding of equipment.
XI. Perform breaker and switch inspection and tests
7. Cleaning:
i. Check for accumulations of dirt especially on insulating surfaces and clean
interiors of compartments thoroughly using a vacuum or blower.
ii. Remove filings caused by burnishing of contacts.
iii. Do not file contacts. Minor pitting or discoloration is acceptable.
iv. Report evidence of severe arcing or burning of contacts.
v. Degrease contacts with suitable cleaners

8. Electrical Testing:

i. Check electrical operation of pilot devices, switches, meters, relays, auxiliary

contacts, annunciator devices, flags, interlocks, cell switches, cubicle lighting.
Visually inspect arrestors, C/T’s and P/T’s for signs of damage. Record data on
test report form.
ii. Megger test insulators to ground.
iii. Megger test bussing phase to ground, and phase to phase, using a 1000-volt
megger.
iv. DC hipot phases to others and to ground using step voltage method as
specified for cables with withstand levels held for not less than one minute. Record
decay curve, current versus time to completion of test, and indicate withstand level.
Electrical Testing’s. Maximum DC hipot test levels shall be as follows:
a) 25kV class 50kV DC
b) 15kV class 28.5kV DC
c) 5kV class 9kV DC

vi. Test contact resistance across bolted sections of buss bars. Record results and
compare test values to previous acceptance and maintenance results and
comment on trends observed.

9. At completion of inspection and test, remove temporary grounds, restore

equipment to serviceable condition and recommission equipment.

10. Compare test results to previous maintenance test results

X. SWITCHING AND ISOLATION PROCEDURE:

SWITCHING/ RE-ENERGIZING EQUIPMENT:

i. Conduct tests and visual inspections to ensure all tools, electrical jumpers, shorts,
grounds, and other such devices have been removed.
ii. Warn others to stay clear of circuits and equipment.
iii. Each lock and tag must be removed by the person who applied it.
iv. Visually check that all employees are clear of the circuits and equipment.
V. Disconnect the Earthing switch.
Vi. Close the Isolator.
Vii. Close Circuit Breaker.

What is isolation:
Isolation is a means of physically and electrically separating two parts of a measurement
device, and can be categorized into electrical and safety isolation. Electrical isolation
pertains to eliminating ground paths between two electrical systems. By providing
electrical isolation, you can break ground loops, increase the common-mode range of the
data acquisition system, and level shift the signal ground reference to a single system
ground. Safety isolation references standards have specific requirements for isolating
humans from contact with hazardous voltages. It also characterizes the ability of an
electrical system to prevent high voltages and transient voltages from transmitting across
its boundary to other electrical systems with which you can come in contact.

1. Isolation of individual circuits protected by circuit breakers Where circuit breakers are
used the relevant device should be locked-off using an appropriate locking-off clip with
a padlock which can only be opened by a unique key or combination. The key or
combination should be retained by the person carrying out the work.

Note
Some DBs are manufactured with ‘Slider Switches’ to disconnect the circuit from the live
side of the circuit breaker. These devices should not be relied upon as the only means of
isolation for circuits as the wrong switch could easily be operated on completion of the
work

2. Isolation of individual circuits protected by fuses

Where fuses are used, the simple removal of the fuse is an acceptable means of
disconnection. Where removal of the fuse exposes live terminals that can be touched,
the incoming supply to the fuse will need to be isolated. To prevent the fuse being
replaced by others, the fuse should be retained by the person carrying out the work,
and a lockable fuse insert with a padlock should be fitted as above. A caution notice
should also be used to deter inadvertent replacement of a spare fuse. In addition, it is
recommended that the enclosure is locked to prevent access as stated above under
‘Isolation using a main switch or distribution board (DB) switch-disconnector’. Note
In TT systems, the incoming neutral conductor cannot reliably be regarded as being at
earth potential. This means that for TT supplies, a multi-pole switching device which
disconnects the phase and neutral conductors must be used as the means of isolation.
For similar reasons, in IT systems all poles of the supply must be disconnected. Single
pole isolation in these circumstances is not acceptable.
High voltage insulation testing (flash testing) can be particularly hazardous when
several parts of the equipment are energized for a period of time.
Isolation Procedure:
1. Isolate from all sources of supply.
2. Prevent unauthorized connection by fixing safety locks and caution signs at points-of-
isolation.
2. Fix danger signs on live equipment adjacent to the point-of-work.

PROVING THE SYSTEM IS DEAD:

How to prove:
Before starting work it should be proved that the parts to be worked on and those nearby
are dead. It should never be assumed that equipment is dead because a particular
isolation device has been placed in the off position.
1. The procedure for proving dead should be by use of a proprietary test lamp or two pole
voltage detectors.
2. Non-contact voltage indicators (voltage sticks) and multi-meters should not be used.
3. The test instrument should be proved to be working on a known live source or
proprietary proving unit before and after use.
4. All phases of the supply and the neutral should be tested and proved dead.

Proving dead unused or unidentified cables

• Where there is uncertainty regarding isolation when removing unidentified cables or
proving dead an ‘unused’ cable, particularly where insufficient conductor is exposed to
enable the use of test probes, those conductors should be assumed to be live until
positively proven to be dead and any work carried out on them should employ live working
practices until the conductors are proved dead.
• Clamp meters can be used as a means of identifying cables by testing for current flow in
the conductors.
• Non-contact voltage indicators (voltage sticks) can also be useful in these situations to
test for voltage where cables without a metallic sheath are to be identified. However, once
insulation is pared using live working practices to reveal the underlying conductors,
contact voltage detectors should be used as the means of proving dead.

Prove Dead:
(i) Prove dead with a high voltage potential indicator at all accessible points-of-isolation.
(ii) Where appropriate, prove dead on the low voltage side of a transformer, that is LV feed
pillars, LV distribution boards etc.

Earthing Down

Earthing down is a very important concept to understand when

working with high voltage systems. It is important to ensure that any stored electrical
energy in equipment insulation after isolation is safely discharged to earth. the higher
levels of insulation resistance required on high voltage cabling leads to higher values of
insulation capacitance (c) and greater stored energy (w). this is demonstrated by the
electrical formula:
energy stored (w) joules = (capacitance x voltage²)/2
Earthing down ensures that isolated equipment remains safe. Additional Procedures
Needed for HV systems

There are two types of earthing down a high voltage switchboard:

1. CIRCUIT EARTHING
– an incoming or outgoing feeder cable is connected by a heavy earth connection from
earth to all three
conductors after the circuit breaker has been racked out. This is done at the circuit
breaker using a special key. This key is then locked in the key safe. The circuit breaker
cannot be racked in until the circuit earth has been removed.

2. BUSBAR EARTHING
– when it is necessary to work on a section of the
busbars, they must be completely isolated from all possible electrical sources. This will
include generator incoming cables, section or bus-tie breakers, and transformers on that
busbar section. The busbars are connected together and earthed down using portable
leads, which give visible confirmation of the earthing arrangement

Solid State Switching Principle

• Both full-wave as well as half-wave circuits can produce a maximum direct voltage
corresponding to the peak value of the alternating voltage.
• When higher voltages are required voltage multiplier circuits are used. The
common circuits are the voltage double circuit
• Used for higher voltages.
• Generate very high dc voltage from single supply transformer by extending the
simple voltage doubler circuit.

Electric Propulsion and High Voltage Practice:

Marine Electric Propulsion

Integrated electric propulsion (IEP) or full electric propulsion (FEP) or integrated full
electric propulsion (IFEP) is an arrangement of marine propulsion systems such that gas
turbines or diesel generators or both generate three phase electricity which is then used to
power electric motors turning either propellers.

It is a modification of the combined diesel-electric and gas propulsion system for ships
which eliminates the need for clutches and reduces or eliminates the need for gearboxes
by using electrical transmission rather than mechanical transmission of energy.

Electric propulsion for many new ships is now re-established as the popular choice where
the motor thrust is governed by electronic switching under computer control.

The high power required for electric propulsion usually demands a high voltage (HV)
power plant with its associated safety and testing procedures.
Passenger ships have always been the largest commercial vessels with electric
propulsion and, by their nature, the most glamorous. This should not, however, obscure
the fact that a very wide variety of vessels have been, and are, built with electric
propulsion.

Early large passenger vessels employed the turboelectric system which involves the use
of variable speed, and therefore variable frequency, turbo-generator sets for the supply of
electric power to the propulsion motors directly coupled to the propeller shafts. Hence, the
generator/motor system was acting as a speed reducing transmission system. Electric
power for auxiliary ship services required the use of separate constant frequency
generator sets.

A system that has generating sets which can be used to provide power to both the
propulsion system and ship services has obvious advantages, but this would have to be a
fixed voltage and frequency system to satisfy the requirements of the ship service loads.
The provision of high-power variable speed drives from a fixed voltage and frequency
supply has always presented problems. Also, when the required propulsion power was
beyond the capacity of a single d.c. motor there was the complication of multiple motors
per shaft.

Developments in high power static converter equipment have presented a very convenient
means of providing variable speed a.c. and d.c. drives at the largest ratings likely to be
required in a / marine propulsion system.

The electric propulsion of ships requires electric motors to drive the propellers and
generator sets to supply the electric power. It may seem rather illogical to use electric
generators, switchgear and motors between the prime-movers (e.g. diesel engines) and
propeller when a gearbox or length of shaft could be all that is required.

There are obviously sound reasons why, for some installations, it is possible to justify the
complication of electric propulsion:

1. Flexibility of layout
2. Load diversity between ship service load and propulsion
3. Economical part-load running
4. Ease of control
5. Low noise and vibration characteristics

FLEXIBILITY OF LAYOUT

The advantage of an electric transmission is that the prime-movers, and their generators,
are not constrained to have any particular relationship with the load as a cable run is a
very versatile transmission medium. In a ship propulsion system, it is possible to mount
the diesel engines, gas turbines etc., in locations best suited for them and their associated
services, so they can be remote from the propeller shaft. Diesel generator sets in
containers located on the vessel main deck have been used to provide propulsion power
and some other vessels have had a 10 MW generator for ship propulsion duty mounted in
a block at the stern of the vessel above the ro-ro deck.
Another example of the flexibility provided by an electric propulsion system is in a semi-
submersible, with the generators on the main deck and the propulsion motors in the
pontoons at the bottom of the support legs.

LOAD DIVERSITY

Certain types of vessels have a requirement for substantial amounts of electric power for
ship services when the demands of the propulsion system are low. Tankers are one
instance of this situation and any vessel with a substantial cargo discharging load also
qualifies. Passenger vessels have a substantial electrical load which, although relatively
constant, does involve a significant size of generator plant. There are advantages in
having a single central power generation facility which can service the propulsion and all
other ship loads as required.

ECONOMICAL PART-LOAD RUNNING

Again, this is a concept that is best achieved when there is a central power generation
system feeding propulsion and ship services, with passenger vessels being a good
example.

It is likely that a typical installation would have between 4-8 diesel generator sets and with
parallel operation of all the sets it becomes very easy to match the available generating
capacity to the load demand. In a four engine installation for example, increasing the
number of sets in operation from two that are fully loaded to three partially loaded will
result in the three sets operating at a 67% load factor which is not ideal but also not a
serious operating condition, It is not necessary to operate generating sets at part-load to
provide the spare capacity to be able to cater for the sudden loss of a set, because
propulsion load reduction may be available instantaneously, and in most vessels a short
time reduction in propulsion power does not constitute a hazard.

The propulsion regulator will continuously monitor the present generator capability and
any generator overload will immediately result in controlled power limitation to the
propulsion motors. During maneuvering, propulsion power requirements are below system
capacity and failure of one generator is not likely to present a hazardous situation.

EASE OF CONTROL

The widespread use of controllable pitch propellers (cpp) has meant that the control
facilities that were so readily available with electric drives are no longer able to command
the same premium. Electric drives are capable of the most exacting demands with regard
to dynamic performance which, in general, exceed by a very wide margin anything that is
required of a ship propulsion system.

LOW NOISE

An electric motor is able to provide a drive with very low vibration characteristics and this
is of importance in warships, oceanographic survey vessels and cruise ships where, /-for
different reasons, a low noise signature is required. With warships and survey vessels it is
noise into the water which is the critical factor whilst with cruise ships it is structure borne
noise and vibration to the passenger spaces that has to be minimized.

For very high power, the most favored option is to use a pair of high efficiency, high
voltage a.c. synchronous motors with fixed pitch propellers (FPP) driven at variable speed
by frequency control from electronic converters. A few installations have the combination
of controllable pitch propellers (CPP) and a variable speed motor. Low/medium power
propulsion (1-5 MW) may be delivered by a.c. induction motors with variable frequency
converters or by d.c. motors with variable voltage converters.

The prime-movers are conventionally constant speed diesel engines driving a.c.
generators to give a fixed output frequency. Gas turbine driven prime- movers for the
generators are likely to challenge the diesel option in the future.

Conventionally, the propeller drive shaft is directly driven from the propulsion electric
motor (PEM) from inside the ship. From experience obtained from smaller external drives,
notably from ice-breakers, some very large propulsion motors are being fitted within
rotating pods mounted outside of the ship’s hull. These are generally referred to as
azipods, as the whole pod unit can be rotated through 360° to apply the thrust in any
horizontal direction, i.e. in azimuth. This means that a conventional steering plate and
stern side-thrusters are not required.

Ship maneuverability is significantly enhanced by using azipods and the external

propulsion unit releases some internal space for more cargo/passengers while further
reducing hull vibration.

Gradual progress in the science and application of superconductivity suggests that future
generators and motors could be super-cooled to extremely low temperatures to cause
electrical resistance to become zero.

Marine Electric Propulsion

– Podded drives offer greater propulsion efficiency and increased space within the hull by
moving the propulsion motor outside the ship’s hull and placing it in a pod suspended
underneath the hull.
– Podded drives are also capable of azimuth improving ship maneuverability. Indeed,
podded drives have been widely adopted by the cruise ship community for these reasons.
– The motors being manufactured now are as large as 19.5 MW, and could provide the
total propulsion power.

– In an AC drive, a frequency converter is used to control the speed and torque of electric
motor. The speed of the AC electric motor can be controlled by varying the voltage and
frequency of its supply. A frequency converter works by changing the constant frequency
main electrical supply into a variable frequency output.

– The ideal simplicity of the induction motor, its perfect reversibility and other unique
qualities render it eminently suitable for ship Propulsion.
Electric propulsion

– Diesel-Generator sets to produce electricity to common grid for propulsion and ship use.
– Variable speed drives to rotate fixed pitch propellers.
– Commonly used in Cruise vessels, LNG tankers, Off-shore vessels and Ice breaking
vessels due to reduced fuel oil consumption, lower emissions and increased pay-load

Configuration of Electric Propulsion System for Ships:

The ideal propulsion system for special vessels is based on speed-controlled DC or AC

motors which drive the propeller either directly or via gears. Research and survey ships
and fishery supervision vessels often choose the direct drive option because it is the most
reliable and low noise design. he following is an example configuration of a diesel-electric
propulsion system on a vessel:

 Benefits from electric marine propulsion systems:

1. Lower emissions: The electrical propulsion system is and environment-friendly
choice – even with diesel generators. This is because the electrical propulsion system
makes it possible to operate the generators within their optimal operational range even
when the load from propulsion varies. Therefore, adopting electrical propulsion for a ship
will significantly reduce the emissions of NOx/NO, CO, CO2, and soot.

2. Saves fuel: At lower propeller speeds, the number of generators that are online can
be adjusted according to the power demand. The engines will run more efficiently, which
saves fuel.
3. Low noise and vibration: Electric propulsion drives are unsurpassed for their
quietness of operation.

4. More reliable: The propulsion system on the ship can be configured for better
redundancy. This makes the system more reliable.

5. Responds to operational needs: The torque-speed of the motor makes it possible

to high-over torque at propeller standstill. The propeller can be driven at all speeds and
torques within design limits – there are no other limitations.

6. Smoother maneuvering and positioning: The electric propulsion system has

excellent dynamic characteristics. Changes in propeller speed and propeller reversals
during maneuvering and positioning can be carried out at optimum acceleration rates.

7. Outstanding mains quality: The electric propulsion system generates only minimal
harmonics or voltage drops, which means that the interference to mains is also minimal.

8.Easier to operate: A ship navigation and command system can control the electric
propulsion drives automatically, and manually from any control console. The functions and
operating states are monitored, which will prevent operating mistakes and overloads.

9. Leaner installation and OPEX savings: Choosing an electric propulsion system

for a ship instead of a diesel mechanical one means that there are fewer diesel motors
and cylinders. The system also allows the motors to operate at constant speed, which
reduces wear and tear. The result: lower costs of maintenance and less frequent demand
for spare parts, which saves money.

Comparison with Conventional and Electric Propulsion system:

APPLICATION OF ELECTRIC PROPULSION SYSTEM:

• Dredgers
• Dynamic positioning vessel
• Tugs and trawlers
• Ice breakers
• Research ships
• Vessels for offshore industries
• Floating cranes
• Ferries

POD PROPULSION: Pod propulsion is a combination of propeller and steering system.

The place where propeller is fitted into conventional propulsion system at the same place
pod propulsion unit is fitted. The propeller is directly connected to motor shaft and motor is
mounted inside the pod.

The pod assembly can rotate 360 degree and gives an easy ahead and astern control
eliminating the need of CPP or reversing prime mover. In order to facilitate the rotation of
pod propeller slip rings are used to supply power from motor to pod unit. To change the
speed or direction of propulsion motor VFD or CYCLO CONVERTER are used.

SHORE SUPPLY FACILITIES

Shore power supply facilities have adopted high voltage rather than low voltage by
necessity in order to keep the physical size of related electrical equipment such as shore
connection cables manageable.
Inevitably high voltage would otherwise introduce new risks to ship’s crew and the
shipboard installations if necessary safety features were not built into the HVSC system or
safe operating procedures were not put in place.
Those onboard systems that are designed to accept high voltage shore power, typically
involving the following things:
– incoming power receptacles,
– shore connection switchgear,
– step-down transformer or isolation transformer,
– fixed power cables,
– incoming switchgear at the main switchboard and
– associated instrumentation. HVSC is often referred to as cold ironing.
The system nominal voltage is considered to be in the range from 1 kv ac to 15 kv ac.
Infrastructure Considerations

ELECTRICAL SYSTEM GROUNDING PHILOSOPHY:

The manner in which electrical system is grounded (e.g. ungrounded system, solid neutral
grounding system, low impedance neutral grounding system, or high impedance neutral
grounding system), including ground potential transformer method Circuit.

protection strategy is built around the selected method of system grounding in terms of
over voltage prevention, over current prevention or continued operability under single
phase grounded condition.

SYSTEM GROUNDING COMPATIBILITY

Arrangements are to be provided so that when the shore connection is established, the
resulting system grounding onboard is to be compatible with the vessel’s original electrical
system grounding philosophy (for instance, the shipboard ungrounded power distribution
system is to remain ungrounded, or the shipboard high impedance grounding system is to
remain high impedance grounded within the design grounding impedance values). Ground
fault detection and protection is to remain available after the shore connection has been
established.

CABLE MANAGEMENT SYSTEM:

The cable management system is the ship’s interface point with the shore power system.
The cable management system is typically composed of flexible hv cables with the plug
that extends to the shore power receptacle, cable reel, automatic tension control system
with associated control gears, and instrumentation. shore power is fed to the shore
connection switchboard via the cable management system.

SHORE CONNECTION SWITCHBOARD

where no cable management system is provided onboard, the shore connection
switchboard is normally the ship’s interface point with the shore power system. hv shore
power is connected to this shore connection switchboard by means of an hv plug and
socket arrangement. the shore connection switchboard is provided with a shore power
connecting circuit breaker with circuit protection devices.

ONBOARD RECEIVING SWITCHBOARD

The receiving switchboard is normally a part of the ship’s main switchboard to which the
shore power is fed from the shore connection switchboard.

EQUIPOTENTIAL BONDING

Equipotential bonding between the ship and the shore is to be provided. An interlock is
provided such that the HV shore connection cannot be established until the equipotential
bonding has been established. The bonding cable may be integrated into the HV shore
power cable. If the equipotential bonding cable is intended to carry the shipboard ground
fault current, the cable size is to be sufficient to carry the design maximum ground fault
current.

LOAD TRANSFER

Temporary Parallel Running:

Where the shipboard generator is intended to run in parallel with the shore power for a
short period of time for the purpose of connecting to the shore power or back to ship
power without going through a blackout period, the following requirements are to be
complied with:
i) Means are to be provided to verify that the incoming voltage is within the range for which
the shipboard generator can be adjusted with its automatic voltage regulator (AVR)
ii) Means are to be provided for automatic synchronization
iii) Load transfer is to be automatic
iv) The duration of the temporary parallel running is to be as short a period as practicable
allowing for the safe transfer of the load. In determining the rate of the gradual load
transfer, due regard is to be paid to the governor characteristics of shipboard generator in
order not to cause excessive voltage drop and frequency dip.

Load Transfer via Blackout

Where load transfer is executed via blackout (i.e., without temporary generator parallel
running), safety interlock arrangements are to be provided so that the circuit breaker for
the shore power at the shore connection switchboard cannot be closed while the HV
switchboard is live with running shipboard generator(s).

Sample of high voltage certificate:

REFERENCE ARTICLES, BOOKS AND WEBSITES:

1. Electric Propulsion Systems for Ships by Dr. Hiroyasu Kifune

2. Standard Safety of High Voltage by Chris Spencer
3. www.marineinsight.com
4. www.abb.com
5. Practical Marine Electrical Knowledge by D.T. Hall
6. Low and high voltage supply by Henning E. Larsen
7. www.imtech.com
8. www.skysail.info
9. Mohd. Hanif Dewan, Chief Engr. Assistant Consultant, IMO.

MOHAMMED GOLAM ZILANI

CHIEF ENGINEER.