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Power Distribution System

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Specific Learning Objective

• Explain main switchboard construction and configuration
• Explain short circuit protection, fuses, main circuit breakers
• Explain generator air circuit breaker
• Explain protection coordination
• Distribution configuration
• Explain electrical equipment for tankers and hazardous areas
and safety systems
• Explain automatic starting arrangements for the emergency
generator
• Explain emergency power requirements
• Explain essential and non essential circuits
• Explain batteries system
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Introduction
Vessel rely on dependable electrical
distribution systems to provide power to key
vital equipment.
Knowledge of basic electrical power
distribution system and its components will
help the operator/ engineer understand the
importance of electrical power distribution
system

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Rules By BV (1/2)
3.5 Main distribution of electrical power
• 3.5.1 Where the main source of electrical power is necessary for
propulsion of the ship, the main busbar is to be divided into at least
two parts which are normally to be connected by circuit breakers or
other approved means such as circuit breakers without tripping
mechanisms or disconnecting links or switches by means of which
busbars can be split safely and easily. Bolted links, for example
bolted bus bar sections, are not accepted. The connection of
generating sets and associated auxiliaries and other duplicated
equipment is to be equally divided between the parts as far as
practicable, so that in the event of damage to one section of the
switchboard the remaining parts are still supplied.

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Rules By BV (2/2)
3.5 Main distribution of electrical power
• 3.5.2 Two or more units serving the same consumer (e.g. main
and standby lubricating oil pumps) are to be supplied by individual
separate circuits without the use of common feeders, protective
devices or control circuits. This requirement is satisfied when such
units are supplied by separate cables from the main switchboard or
from two independent section boards.
• 3.5.3 A main electric lighting system which shall provide
illumination throughout those parts of the ship normally accessible
to and used by (passengers or) crew shall be supplied from the
main source of electrical power.

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Shipboard Electrical Distribution

Systems
How do we get electrical power from
generators to loads

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Ship’s Power Distribution System

 Supplied by ship’s generators
 Provides both normal/ main and emergency/alternate power
supplies to all ship’s loads
 Electrical power is distributed as follows:
 Generators
 Distribution switchboards
 Load centers (Group starter panel)
 Distribution panels (fwd panel, galley panel, etc)
 Loads
 Electrical power is normally distributed through circuit
breakers

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Ship’s Power Distribution System

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Single (One-Line) Diagram

A single or one line diagram of a distribution
system is a simple, easy-to-read diagram
showing:
Power Supplies
Loads
Major Components (Switchboard, Transformer) in
the distribution system.

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Single (One-Line) Diagram

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Single (One-Line) Diagram

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Protection Coordination

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Protection Coordination

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Generator Air Circuit Breaker

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ACB
 Alternator circuit breaker – connect / disconnect alternator
safely to busbar, with undervoltage, overcurrent, short
circuit, reverse power, low & high frequency take into
consideration
 600~6000A, air break type - means CB contacts / separate
in air
 Operating handle is “trip free” – closing CB handle safely
becomes free if tripping mechanism actuated
 Thus, CB contacts won’t close if operator tries to close CB -
handle may in close position, but main contacts remains
open
 Main contacts kept closed & latched against high spring
force - quick acting & sensitive tripping action provided
 Main contacts closing pressure is kept high – limits
temperature rise at contacts when carrying current
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Main circuit breaker (ACB)

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Main circuit breaker (ABCB)

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Fuses

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Fuse
• Protect circuit from damage if faults occurs &
excessive current flow (over current)
• Designed to blow rapidly before circuit
damage takes place
• Many types and sizes, marked with size of
steady current can carry without blowing –
(fuse rating)

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High rupturing capacity (HRC) fuse

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HRC fuses
 Several strands silver wire passing through ducts in
earthenware casing, packed in Quartz powder
 When excessive current flows, wire & quartz powder
melt - quartz is good insulator, thus no arcing occurs
 Used for higher ratings up to several hundred amperes
 Accurately rated
 Advantages:
Time / current fusing characteristics – high consistent
Reliable and non deteriorating in service
Have very high breaking capacity
Very high operation speed at high short circuit fault, faster
than circuit breaker

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HRC Fuses

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Electrical Equipment for Tankers

& Hazardous Area

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Introduction
• Ships that transport, process and store bulk quantities
combustible materials such as oil, gas and liquid chemicals
are subject to special codes of practice regarding their
electrical installations.
• The objective of all such guidance is to prevent the hazards
of fire and explosion.
• Spaces in tankers where explosive gas-air mixtures may be
expected to be present are called dangerous or hazardous
spaces. All other areas being regarded as safe spaces or
non hazardous spaces.
• Electrical equipment, in Hazardous Areas, constitute potential
sources of danger because they may generate arcs or sparks
or hot surfaces which could ignite the explosive atmosphere.
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Normally
safe area Hazardous area

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To avoid explosions due to electrical

equipment – not to install in hazardous areas

However, special electrical equipment

is permitted if they are well protected

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Tanker classification
• Shore practice for hazardous areas – zones 0,1 & 2
• Recognizes by degree of hazard – the present of
explosive gas-air mixture
• Different practice on tankers but most equipment
made on these basis
• Tankers – only dangerous or normally-safe spaces
• Dangerous space - area where flammable gas-air
mixtures expected to occur
• Degree of hazard – nature of cargo
• 4 types of tankers:

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Type A tankers
Oil tankers
Carry in bulk of non-boiling oil cargoes
with flash point of 60°C or less
Crude oil carriers, gasoline carriers, etc

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Type B tankers
• Oil tankers
• Carry in bulk of non-boiling oil cargoes with
flash point more than 60°C
• Bituminous or asphalt products, diesel or fuel
oils

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Type C tankers
• Gas carriers
• Carry in bulk of LPG or LNG

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Type D tankers
• Tankers carrying other flammable liquid
cargoes
• Includes those are more dangerous than type
A and C
• Products which show chemical instability

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Tanker Description Dangerous Spaces Electrical Requirements

Type
A Oil tankers intended for the carriage  Cargo tanks.  Electrical equipment and cables should
in  Cofferdams adjoining cargo tanks. only be located in dangerous spaces
bulk of non-boiling oil cargoes  Cargo pump rooms. when it is absolutely necessary.
 Enclosed or semi-enclosed spaces  Only intrinsically safe (Exi) electrical
having
immediately above cargo tanks, or having  equipment is allowed inside cargo tanks.
a flash point (closed test) of 600C or bulkheads above and in line with the cargo  Electric motors are not permitted in
less. These include crude oil carriers, tank bulkheads.  cargo pump rooms.
gasoline carriers, etc.  Enclosed or semi-enclosed spaces  Flameproof (Exd) or pressurised (Exp)
immediately above cargo pump rooms, or luminaires may be used in pumprooms.
above vertical cofferdams adjoining cargo  The switches and fuses for the luminaires
tanks, unless separated by u gastight deck must be located in a normally safe space
and suitably mechanically ventilated. outside the pumproom.
 Spaces, other than cofferdams, adjoining  At least two
and below the top of the cargo tanks, e.g. independent circuits must be provided
trunks, passageways and holds. for the lighting. If maintenance is carried
 Areas on open deck, or semi-enclosed spaces out on the luminaires of one circuit this
on open deck, within at least 3m of any circuit must be de-energised while the
cargo oil tank outlet or gas or vapour other circuit provides sufficient light for
outlet. the work to be safely completed.
 Areas on open deck over all cargo tanks,
including all ballast tanks within the
cargo tank block and to the full width of
the vessel plus 3m forward and aft on open
deck, up to a height of 2.4 m above the
deck.
 Compartments for cargo hoses.
 Enclosed or semi-enclosed spaces having a
direct opening into any of the spaces or
areas mentioned above

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B Oil tankers intended for  Dangerous spaces are not  Use intrinsically safe
carriage in bulk defined for vessels of this (Exi) for any monitoring
of non-boiling oil type, but it is recommended or instrumentation
that care be exercised so equipment which is in
cargoes having a flash
that potential sources of direct contact with oil in
point (closed test) in ignition are reduced as far the cargo tanks or in
excess of 600C. as possible. the oil circuits.
These include tankers  Cargo pump motors
for carrying should be increased
bituminous or asphalt safety (Exe) type if they
products, or for are located in the cargo
pump room.
Carrying diesel or fuel
 All portable electrical
oils. equipment used in the
cargo tanks must be
suitably explosion
protected (Ex).

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C Gas carriers intended for the carriage  A space in the cargo area which is not equipped with  Same as Type A tankers.
in bulk of liquefied petroleum gas approved arrangements to ensure that its atmosphere is
(LPG or liquefied natural gas (LNG). at all times maintained in a safe condition. Cargo Pump Motor
 An enclosed space outside the cargo area through  Submerged cargo pump motors and their
which any piping terminates, unless approved cables are permitted in cargo tanks subject
arrangements are installed to prevent any escape of to the atmosphere of the tank being
product vapour into the atmosphere of that space. controlled to prevent presence of a gas-air
 A cargo containment system with cargo piping: mixture when the motors are energised.
(a) a hold space where cargo is carried in a cargo
containment system requiring a secondary barrier Gas Compressor Motors
(b) a hold space where cargo is carried in a cargo  These motors are allowed, under certain
containment system not requiring a secondary circumstances, to be sited in the same
barrier. space as the compressors. In these
 A space separated from a hold space described in (a) instances the motors are required to be
above by u single gastight steel boundary. pressurised (Exp) with air, inert gas or
 A cargo pump room and cargo compressor room. water.
 A zone on open deck, or semi-enclosed space on  Alternatively, an increased safety (Exe)
open deck, within 3 m of any cargo tank outlet, gas or motor within a
vapour outlet, cargo piped flange, cargo valve or of Flameproof (Exd) enclosure may be used and
entrances and ventilation openings to a cargo marked overall as Exe d.
pumproom and cargo compressor rooms.
 The open deck over the cargo area and 3 m forward
and aft of the cargo area on open deck up to a height
of 2.4 m above the weather deck.
 A zone within 2.4 rn of the outer surf ace of a
cargo containment system where such surface is
exposed to the weather.
 An enclosed or semi-enclosed space in which pipes
containing products are located.
 A compartment for cargo hoses.
 An enclosed or semi-enclosed space having a direct
opening into any dangerous space or area

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D Tankers for the carriage in  Products which have similar

bulk of other flammable properties to those carried by
liquid cargoes. vessel type A, B and C. The
recommendations given for
This includes those cargoes
those vessels would apply.
which are potentially more  Products which are more
dangerous than those hazardous than those above.
conveyed by Type A and The extent of dangerous areas
Type C tankers, and those is increased from 3 m to 4.5
products which exhibit m.
chemical instability.  Products which are susceptible
to chemical instability which
creates flammable gases.
Special arrangements would
be required for this type of
product.
 Products which will damage
any electrical equipment with
which they come into contact.
Materials and enclosures must
resist the corrosive effect of
these products.

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AIR FUEL

FIRE TRIANGLE

HEAT
(SOURCE OF IGNITION)

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Source of Ignition
• Arcing between switch contacts
• Arcing between live conductor and earth
• Internal arcing fault within electrical enclosure
• Overheating – hot spots
• Electrostatic spark
• Chemical action
• Lightning strikes

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Apparatus gas group

• Flammable gases in the area where “Ex” equipment
used are grouped into amount of electrical energy
(arc) required to ignite the gas
• Gases in mining industry – GROUP I
• All other industrial gases – GROUP II
• Equipment certified for group IIC can be used for IIA
and IIB
• Equipment certified for IIB can be used for IIA
• Equipment certified for IIA – cannot be used with
other group
• These also affect design and construction of some
Exd & Exi
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Apparatus gas group

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Gas Group
• The flammable gases in which explosion protected electrical
equipment may have to operate are grouped according to
the amount of electrical energy, in the form of an arc, which
is needed to ignite the gas.

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Temperature Class
• This defines the maximum
surface temperature of the
components in the electrical
equipment under normal and
fault conditions. This maximum
surface temperature must not
exceed the gas ignition
temperature.
• For example, an electric motor
may have a maximum surface
temperature of 120oC and
would be classed as T4.

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Example of Ex identification marks on

name plate

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What does it means?

• Intrinsically safe Exia – highest safety factor,
suitable for Zone 0
• Apparatus group (IIC) – suitable for hydrogen
• Temperature class (T4) – max surface
temperature is limit to 135°C
• Responsible certifying authority – BASEEFA

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Certification and Identification

• ‘Ex’ items must be tested / inspected – ensure
complies with specific standards
• UK – BASEEFA (British Approvals Service for
Electrical Equipment in Flammable
Atmospheres) & SCS (SIRA Certification
Service)
• Will issue certificate for each items after
tested
• BASEEFA certificate number will shown on
name plate
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Other certification authorities

• USA
– No national certifying body
– 2 insurance organizations – carry out tests & certification
– FM Factory Mutual Research Corporation & UL Underwriters
Laboratories.
• Canada – Canadian Standards Association (CSA)
– MoU with BASEEFA – allow BASEEFA approval items to be certified to
CSA Standards in UK
• Australia – Standards Association of Australia (SAA)
– Same MoU with BASEEFA
• South Africa – South African Bureau of Standards (SABS)
• Germany PTB
– PTB will certify to CENELEC Standards or VDE Standards
– German VDE – equivalent to BSI
• Denmark – Danmarks Eleclriske Material-Kontrol (DEMCO)
– Recognizes CENELEC Standards
• Norway – DNV
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Types of Protection (Ex)

• There are numbers of different
constructional techniques
employed in preventing
electrical equipment causing
explosions in hazardous areas.
• It has been internationally
agreed that explosion protected
equipment be identified by the
symbol "Ex" followed by a letter
indicating the type of protection
employed.

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Exs special protection

 Used as adding
precautions – to
prevent explosions
which not covered
by previous
design

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Exd – Flameproof Enclosure

• Uses flameproof enclosure to contain
electrical apparatus
• Internal parts may become hot due to arc and
surface condition
• Gas inside enclosure must fulfill three
conditions:
– Enclosure must strong enough to withstand internal
explosion without damage
– Enclosure must prevent flame & hot gases
transmitted to external atmosphere
– External enclosure surface temperature must below
ignition temperature of surrounding gas
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Exd Flameproof Enclosure (cont/..)

• Transmission of ignition to outside – due to all
joints, flanges, spigots, shafts and bearings
are closely machined for smallest gap
• Pressure of internal explosion released
through small gap between machined faces –
cools the gas sufficiently
• Maximum permitted gap depends on:
– Type of gas dealing with – Apparatus Group
– Width of joint (L)
– Volume of enclosure (V)
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Exd type flame path

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Flameproof Enclosure

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Intrinsic Safety
• Intrinsic safety (IS) is a protection technique for safe
operation of electrical equipment in hazardous
areas by limiting the energy available for ignition.
• The primary concept behind intrinsic safety is the
restriction of available electrical and thermal energy
in the system so that ignition of a hazardous
atmosphere (explosive gas or dust) cannot occur.
• This is achieved by ensuring that only low voltages
and currents enter the hazardous area, and that no
significant energy storage is possible.
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Exi (Intrinsically safe)

• Circuits with no spark nor thermal effect produced is
capable of causing ignition in given explosive
atmosphere.
• Achieved by limiting circuit conditions to < 30 V & 50 mA
• In other words, restricts use of Exi protection to low
power instrumentation, alarm and communication
circuits only
• Circuit design - depend on type of gas present (gas
grouping)
• 2 grades of IS recognised based on safety factor of
equipment involved i.e. Exia & Exib

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Exi components
• In addition, safety barrier may fitted to circuit
• Purpose – limit voltages & currents in hazardous
area when faults occur on circuit
• Separate barrier required for each Exi circuit,
must fitted outside hazardous area
• Safety / zener barrier comprises:
– Fuse - limit max current through zener diodes
– Set of resistors – limit max current into hazardous
area
– Set of zener diodes – limit max voltage on circuit in
hazardous area
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Exi barrier construction

All components sealed into

compact package, terminals
clearly marked at each
barrier end
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Zener diode characteristic

When connected with reverse bias, it has approx

constant voltage across it regardless size of current
flow
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Normal operation - instrumentation circuit

has supply voltage lower than Uz (voltage
rating for zener diodes), thus no current flows
through them

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 When high voltage occur at barrier input, diodes will

clamp their voltages to their Uz rating
 Thus, limits max voltage occur on hazardous area wiring
 Meanwhile, excessive current will blow the fuse – thus,
isolates the circuit to maintain safety in hazardous area
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Exi
• If short-circuit occur on hazardous area wiring /
equipment, in-line resistors will limit size of fault
current while blows the fuse
• 2 or 3 zener-resistor combinations used – provide
back-up voltage while fuse is blowing
• After fault cleared, complete zener barrier must be
replaced with identical unit
• No alterations to original unit is allowed
• Remember – this is certified Ex safety device

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Exi cables
• Must separated from power cables
• Any cable crossing – must be made at 90°
• To minimise EMI from power cables
• Metallic cable screens should earthed at
power supply end only – prevent circulating
currents within sheath
• Power and IS cable runs should separately
identified – labels, colour (typically blue for
Exi)
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Exi cable termination

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Exi Principle

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Exe increased safety

• Used to eliminate open sparking at relay,
switch contacts etc or on commutators / slip-
rings of motors and generators, and on close
control of surface temperatures
• Construction – high standard to prevent faults
developing
• Extra insulation used, creepage distances
between bare terminals – made longer
• Special enclosures – protection against
damage due to moisture entry and
mechanical damage
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Creepage and clearance distance

• Enclosure – can withstand impact and prevent ingress of solids &

liquids.
• Applications – cage rotor induction motors, luminaires &
connection boxes.
• Special Exe cable glands, metal or plastic, used with Exe apparatus.
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Exp pressurised enclosure

• Clean dry air / IG supplied to equipment at
slightly above atmospheric pressure – prevent
external flammable gas entry
• Used for motors, instrumentation enclosures and
lighting
• Internal pressure maintained by leakage
compensation or continuous circulation
• Pressurization system - requires purging before
internal equipment is permitted to operate
• Pressurised enclosure – fitted with alarm and trip
signal when pressure reduced, thus will switch-
off the enclosed electrical circuits
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Exp (pressurised) enclosure

arrangement

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Exp Concept

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Emergency Power Distribution System

• Emergency power is normally supplied by
emergency diesel generators (EDGs) or Batteries or
both
• EDG which will start automatically upon a loss
power to the ship main generators
• Located in EDG room normally above water line
(main deck or above).
• EDG normally use ICE/ diesel generator as prime
mover.
• Power is low and only support essential load. (safety
of personnel, navigation and propulsion of ship).
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Emergency power supply (cont/..)

• Normal operation – supplied from main board via
‘bus-tie’
• Impossible to synchronise with main generators due
to interlocks
• Falling mains frequency / voltage causes ‘start-up’
relay to operate generator starting equipment
• Regular tests - power loss simulation will triggers
start sequence
• Detailed regulations - 1972 SOLAS Convention, IEE
Regulations for Electrical and Electronic Equipment
of Ships, regulations from Classification Societies
(LR, ABS, DNV etc) and etc
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Emergency power supply

• Provided supply to emergency lighting, alarms,
communications, etc during blackout – maintain safety &
safe evacuation
• Power rating - determined by size & ship role
• Small vessels - few kW sufficient for emergency lighting
• Source - generator, batteries or both
• Self-contained & independent from ER power supply
• ICE as prime mover with own FO tank, starter &
switchboard
• Hand cranked, but automatically started by air / battery
possible - ensure immediate run-up
• Must initiated following total power failure
• Emergency batteries - ‘switch in’ immediately after
power failure
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Emergency Power Classification Requirements

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Emergency Power Classification Requirements

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Emergency Power Classification Requirements

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Emergency Power Classification Requirements

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Emergency Power Classification Requirements

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Emergency Power Classification Requirements

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Emergency Power Classification Requirements

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Electrical Services

Essential Important

Primary Secondary

Those need to be in Those need not be in continuous

continuous operation operation however they are
for maintaining necessary to maintain propulsion
propulsion and steering and steering including minimum
level of safety for dangerous
cargoes

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Essential Services
• Subdivided in primary and secondary
essential services.

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Primary Essential Services

 Primary essential services are those which need to be
maintained in continuous operation.
 Examples of equipment for primary essential services are the
following:
 steering gear • actuating systems of controllable pitch propellers • scavenging air blowers, fuel oil
supply pumps, fuel valve cooling pumps, lubricating oil pumps and cooling water pumps for main and
auxiliary engines and turbines necessary for the propulsion. forced draught fans, feed water pumps,
water circulating pumps, condensate pumps, oil burning installations, for steam plants or steam
turbines ship, and also for auxiliary boilers on ship where steam is used for equipment supplying
primary essential services • azimuth thrusters which are the sole means for propulsion/steering with
lubricating oil pumps, cooling water pumps • electrical equipment for electric propulsion plant with
lubricating oil pumps and cooling water pumps • electric generators and associated power sources
supplying the above equipment • hydraulic pumps supplying the above equipment • viscosity control
equipment for heavy fuel oil • control, monitoring and safety devices/systems for equipment for
primary essential services • speed regulators dependent on electrical energy for main or auxiliary
engines necessary for propulsion • starting equipment of diesel engines and gas turbines. The main
lighting system for those parts of the ship normally accessible to and used by personnel and
passengers is also considered (included as) a primary essential service.

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Secondary Essential Services

 Secondary essential services are those services which need
not necessarily be in continuous operation.
 Examples of equipment for secondary essential services are
the following:
 windlasses • thrusters • fuel oil transfer pumps and fuel oil treatment equipment •
lubrication oil transfer pumps and lubrication oil treatment equipment • preheaters for
heavy fuel oil • sea water pumps • starting air and control air compressors • bilge,
ballast and heeling pumps • fire pumps and other fire-extinguishing medium pumps •
ventilation fans for engine and boiler rooms • services considered necessary to maintain
dangerous cargo in a safe condition • navigation lights, aids and signals • internal safety
communication equipment • fire detection and alarm systems • electrical equipment for
watertight closing appliances • electric generators and associated power supplying the
above equipment • hydraulic pumps supplying the above mentioned equipment •
control, monitoring and safety for cargo containment systems • control, monitoring and
safety devices/systems for equipment for secondary essential services. • cooling
system of environmentally controlled spaces

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Services for habitability

Services for habitability are those intended for
minimum comfort conditions for people on
board.
Examples of equipment for maintaining
conditions of habitability:
cooking • heating • domestic refrigeration •
mechanical ventilation • sanitary and fresh water •
electric generators and associated power sources
supplying the above equipment.

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Battery System

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Lead acid battery

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Lead acid battery

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Working principle
Discharging (on load) Charging (off load + charger)
 At +ve terminal (PbO2), hydrogen  Current flowing from battery
in electrolyte will remove from charger will reverse all the
oxygen from +ve terminal and chemical reaction of discharging
formed water. operation.
 +ve terminal (PbO2) will become  SG will increase back.
Pb
 SG will decrease because water
dilutes electrolytes
 At –ve terminal (Pb), SO4 will
combine with Pb to form PbSO4
(white lead sulphate)
 Current flowing from +ve to –ve
terminal.
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Battery charger
 Due to internal leakage between terminals, fully
charged battery will get discharged even if unused
 Charged by constant voltage method – quickest
 Fully discharged battery - damaged beyond
repair – plates heavily sulphated
 Compensates loss of above – small make up
current for topping up, ensure battery fully charged
at all times

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Battery charger components

 MCCB – for switching supply to charger & provide short
circuit protection
 Transformer – step down 3 phase supply from 440 to 35V
 Potentiometer – varies charging voltage as necessary
 Silicon diode rectifier bridge – convert supply AC to DC for
charging
 Electronic filter – smoothing DC output from rectifier
 Batteries & transformer protected against SC by fuses or CB
 Keep battery on float condition & supplies power to all 24V
DC loads, as automatic switching system
 Indication provided on main swbd, if battery are discharged

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Battery charger operation

 When black out occur, charger cannot supply the DC 24V load
due to no power input
 Thus, batteries automatically supply all the 24 V loads
 When power restored, charger gets normal AC power input
 Charger automatically supplies quick charge to charge the
discharged battery
 At same time, supply to all 24V DC loads
 At end of quick charge, charger automatically adjusts the
voltage to float charge the battery

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UPS DC Battery Charger

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System description
 Essential DC services supplied from 440V through charger 1
continuously in trickle charges
 During power loss, battery 1 maintains transitional supply
while emergency generator restores power to emergency board
& charger 2
 Either battery is available for few hours if both generators are
unavailable
 Some critical emergency lights - have internal battery
supported UPS i.e. battery charge continuously during non
emergency conditions

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