Marine Electrical

Technology
Graduate Marine Engineer
 Turning Gear
• The turning gear is an electrically driven system to turn the engine
flywheel manually in diesel engine.

• It consist of a motor, gear arrangement.

• When engaged the gear arrangement mounts on the engine shaft gear
and rotate the flywheel by about .60 RPM (it varies).

• The turning gear is also used to turn the engine one or two revolutions
prior to starting.

• This is a safety check to ensure that the engine is free to turn and that
no water has collected in the cylinders. 
Turning Gear
 Working of Turning Gear
• The turning device consists of an electric motor which drives the
turning gear through a gear drive and a worm gear.
• The engaging and disengaging of the turning gear is accomplished
by the lever with yellow ball knob.
• The turning device is provided with a start blocking valve which
prevents starting if the turning gear is engaged.
• The adjustment of the crankshaft position is done by a hand wheel
manually.
• When starting the engine normally the turning gear must be
disengaged.
• There are two proximity sensor used to safe operation of turning
gear. One sense the engagement and another the disengagement of
turning gear.
• If the turning gear is engaged, proximity sensor will sense it engine
will be blocked to start.
 Parallel Operation of Generators
• The process of matching parameters such as voltage, frequency, phase
angle, phase sequence and waveform of alternator (generator) or other
source with a healthy or running power system is called
synchronization(Parallel operation).

• The common methods used for synchronizing the alternators are given
below.
1. Three Dark Lamps Method
2. Two Bright, One Dark Method
3. Synchroscope Method

• The synchronizing of the generator is done with the help of synchroscope

or with three bulb method in case of emergency. 
Three Dark Lamps Method
 Three Dark Lamps Method
• To synchronize the alternator-2 with bus bar, the prime mover of the alternator-2
is driven at speed close to the synchronous speed decided by the bus bar
frequency and number of poles of the alternator.
• Now the field current of the generator-2 is increased till voltage across the
machine terminals is equal to the bus bar voltage.
• If lamps go ON and OFF concurrently , indicating that the phase sequence of
alternator-2 matches with bus bar. 
• Depending on the frequency difference between alternator-2 voltage and bus bar
voltage, ON and OFF rate of these lamps is decided. Hence, the rate of flickering
has to be reduced to match the frequency.
• When all these parameters are set, the lamps become dark and then the
synchronizing switch can be closed to synchronize alternator-2 with alternator-1.
Two Bright and One Dark Lamp Method
Two Bright and One Dark Lamp Method
• It is useful in finding whether the alternator frequency is lower or higher
than the bus bar frequency.
• The sequence of becoming bright and dark L1- L2 – L3 indicates that the
incoming generator frequency is higher than the bus bar frequency.
Hence, the alternator speed has to be reduced by prime mover control.
• T he sequence flickering L1- L3 – L2 indicates that incoming alternator
frequency is less than that of bus bar. Hence, the speed of the alternator is
increased by the prime mover.
• The synchronizing switch is then closed at the instant when lamps L1 and
L3 are equally bright and lamp L2 is dark.
Synchroscope Method
Synchroscope Method
 Automatic Voltage Regulation
• Voltage regulation of alternator is defined as the change in its terminal
voltage when the full load is removed, keeping field excitation and
speed control divided by the rated terminal voltage.
if  Vph  =  Rated terminal voltage
Eph = No load induced emf
%  regulation = (Eph – Vph ) X 100/ Vph

• The AVR Senses the generator output voltage and acts to alter the
field current to maintain the Voltage at its Set Value.

• The control circuit of Modern AVR consists of a Transformer,

Rectifier, Zener Diodes, Transistors and Thyristors,etc.
Automatic Voltage Regulator
Operation of AVR
 Earthing
• In shore we use 3-phase 4-wire systems, in which 3 are phase and 4th
wire is neutral which carries the return current.

• The neutral is earthed at many places for the safety of human beings
against shocks. 

• Thus to maintain the safety of human beings against the accidents due
to circuit failures, the neutral is earthed at various places.
like transformers distribution sub-stations etc.

• This makes the equipment to automatically get out of supply by

tripping the protection devices.
Insulated and earthed Neutral System
 Earthed Neutral System
• If an earth fault occurs in an “earthed distribution system”, the
resulting large earth fault current will immediately “blow-up” the
fuses in the line.

• Thus the equipment is isolated from the supply and thus rendered
safe.

• Thus the “earthed distribution system” requires only one earth fault
on the line conductor to cause an earth fault current to flow.
Earthed Neutral System
 Insulated Neutral system
• If the earth fault occurs in “insulated neutral distribution system”, the
machinery still continues to operate”.
• Thus a single earth fault will not provide a complete circuit for the
fault current to flow.
• If a second earth fault occurs, then the two earth faults together would
be equivalent to a short circuit fault ( via ships hull) and large current
would operate the protection devices, cause disconnection of essential
services.
• An insulated neutral distribution system requires two earth faults on
two different lines to cause an earth fault current to flow.
• Thus an insulated neutral system, is ,therefore, more effective than an
earthed system in maintaining continuity of supply to equipments.
Hence it is adopted for most marine electrical systems.
Insulated Neutral system
Advantages
Shore supply Connection
 Shore supply Connection

• A shore supply connection is required so that the

ships generators and their prime movers can be
shut down for major overhaul during a dry docking
period.
• The dry dock gives an excellent opportunity to carry
out repairs of the main and auxiliary engine, sea
water pipes and system, intermediate and tail
shaft, propeller, bow thruster and other similar
machinery systems whose repairs cannot be
performed at high seas when the ship is floating in
the water.
 Essential for Dry Docking
• There must be a suitable connection box and a power cable to be
connected into the box. The connection box is usually located at
the entrance to the accommodation or in emergency generator
room.

• Power supply (electricity) from shore.

• It is required when generators and their prime movers are shut

for major overhaul. (at dry docking)

• Also in emergency on port or shore

• SOLAS Chapter-II (1)

Dry Dock
Arrangement shore supply
 Procedure
• There is a suitable connection box (CB) to
accept the shore supply cable.
• Located at the entrance to the accommodation
or in the emergency generator room.
• CB must have appropriate terminals to accept
the shore supply cable.
• It must have a circuit breaker or an isolator
switch and fuses to protect the whole
arrangement.
• In connection box: Voltmeter - to indicate the
polarity of D.C supply, Phase sequence
indicator - to indicate the correct phase
sequence of A.C supply.
• Normally the shore supply switch on the main
switchboard is interlocked with the generator
circuit breakers.
 Procedure
4 simple possible situations:
• Ship's rated voltage > supplied voltage - current high, heating
• Ship's rated voltage < supplied voltage - heating
• Ship's rated frequency > supplied frequency - current high, speed low,
over heat
• Ship's rated frequency < supplied frequency  - current low, speed
high, over heat

• Always check- voltage, phase sequence, close generator ACBs, isolate

all non-essential services. 
 Impressed current protection
• The ship is made up of different metal and in always in contact with water
and moisture. So the ship is more susceptible corrosion.

• Whenever two or more dissimilar metals are in electrical or physical

contact,  galvanic corrosion can take place.

• The process is similar to a simple DC cell in which the more active metal
becomes the anode and corrodes, whereas the less active metal becomes the
cathode and is protected.

• Cathodic Protection is an Electro-chemical means of corrosion control in

which the oxidation reaction in a galvanic cell is concentrated at the anode
and suppresses corrosion of the cathode.

• There are two types of cathodic protection, galvanic protection, and

impressed current.
 Galvanic protection
• By coupling a given structure (say ship’s structure)with a more active
metal such as zinc or magnesium. This produces a galvanic cell in
which the active metal works as an anode and provides a flux of
electrons to the structure, which then becomes the cathode. The
cathode is protected and the anode progressively gets destroyed, and
is hence, called a sacrificial anode
• These anodes supply the cathodic protection current but will be
consumed in doing so and therefore required replacement for the
protection to be maintained.
• The sacrificial anode may be fitted within the hull, and are often fitted
in the ballast tank.
 Advantages of
Galvanic protection
• No maintenance required

• Very high reliability

• No modifications on hull interior,

and no hull penetrations

• Zero risks of interference

• Lower overall life-cycle cost

 Impressed Current Cathodic Protection
• In this method, we impress a
direct current between an inert
anode and the structure to be
protected.
• Since electrons flow to the
structure, it is protected from
becoming the source of electrons
(anode).
• The impressed current cathodic
protection system usually
provides electrodes of a much
longer lifespan than a sacrificial
anode.
Impressed Current Cathodic Protection
 Construction and Working
• The impress current system consists of a source of direct current, anodes, apparatus
for measuring and controlling the current and a high quality inert protective coating
around the area of the hull nearest to the anode.
Ships anodes & Impressed Current Control System
• Continuous control of the impressed current required for adequate protection varies
with the immersed area, depth, the ship speed, the salinity of the water and
condition of the hull paintwork.
• Continuous control is usually obtained by the use of reference anode positioned
some distance from the operating anode. If higher current is supplied then it will
peel- off the paint coatings on the ship hull.
• Around the anode, a protective coating is epoxy resin is applied directly to hull for a
radius of one meter or more since highly alkaline condition arise near the anode.
• This method is similar to galvanic protection except for the fact that an external
electrical current is provided through a power supply.
• It gives more lasting protection as the anode does not rely on its environment for it
to react. This way, the life of the anode lasts longer for it becomes less vulnerable to
corrosion and damage.
 Construction and Working
• Reference Cell / Electrode
The correct value of protection correct can be determined by the
reference cell. It measures the voltage between the hull & seawater.
These are either Zinc (Zn) or Silver (Ag) attached to the hull, but
insulated from it, below the water line.
• Power Supply Unit / Control Panel
Each standard ICCP system utilizes a solid-state controller which
monitors and controls the protection as measured by the Zinc
Reference electrode.
Anode current automatically increases when the electrode potential
falls below the designated control value. An over- and an under-
potential alarm is provided with the system package.
Impressed Current Cathodic Protection
 System Advantages
• Increased life of rudders, shafts, struts, and propellers as well as any other
underwater parts affected by electrolysis

• Anodes are light, sturdy and compact for easy shipping, storage, and installation

• Anodes, reference cells, and automatic control systems maintain just the right
amount of protection for underwater hulls and fittings, unlike standard zinc
anodes, which can’t adjust to changes in salinity or compensate for extreme paint
loss

• Automatic control equipment ensures reliable,

• simple operation Optimum documented corrosion protection at a minimum

overall cost
• Only one installation required for the life of the vessel or structure
• Increased dry-dock interval
 Electric Propulsion Systems for Ships
• The electric propulsion system consists of a prime mover which may
be of two types:

 Diesel driven
 Turbine or steam driven

• Both the systems produce less pollution as compared to conventional

marine propulsion system, which involves burning of heavy oil.
• The propeller shaft of the ship is connected to large motors , which
can be D.C or A.C driven and are known as propulsion motors. Power
for propulsion motor is supplied by the ship’s generator and prime
mover assembly.
Electric Propulsion Systems for
Ships
 Operation of Electric Propulsion
• The generator can be direct or alternating current type with diesel or
steam driven prime mover, depending upon the requirement or
demand of the ship.
• In the electrical propulsion system, the direction of the rotation
of propeller is governed by either the electrical control of the motor
itself or by changing the electrical supply.
• Normally variable speed electrical motor is used for fixed pitch
propeller system and constant or variable can be used for variable
pitch propeller or CPP.
 Types of Electric Propulsion
• The electric propulsion system is pretty simple in merchant ship are
normally characterized based on the type of prime mover attached to
it.

• The most common types are:

 Shaft line Propulsion
 Pod Propulsion
 Shaft Line Propulsion
• In this system a shaft from a prime mover is used to rotate the
propeller which is connected either with reduction gear and high-
speed motors or driven directly by a slow speed motor.
• Both asynchronous and synchronous motors are used for this purpose.
• The motor’s and their drive systems voltage (low or medium) will
depend upon the propulsion power requirement of the ship.
 Pod Propulsion
• This propulsion type is a combination of steering and propeller
system.
• The pod propulsion unit is fitted in the place of the conventional
propeller, and it comprises of an electric motor mounted inside the
pod, and the propeller is directly connected to the motor shaft.
 Pod Propulsion
• The pod propeller assembly can rotate 360 degrees at its place making
it easier for ships to have an ahead and astern control without needing
for reversing the prime mover (here motor) or using a controllable
pitch propeller.
• To accommodate the rotation of pod propeller, slip rings are used to
supply the power from motor to the pod unit.
• Power is fed through a variable-frequency drive or cyclo-converter
that allows speed and direction control of the propulsion motors.
 Advantages
• The excess power utilized by supplying it to cargo pumps,
fire pumps and other important auxiliary machinery
• The space required for installation of electrical propulsion machinery
is very less and compact as compared to conventional system.
• There is no direct connection of propeller shaft and prime mover, and
hence transmission of severe stresses restricted.
• There is more flexibility in installation of machinery.
• Environmental benefits from lower fuel consumption and emissions
• High performance in harsh ice conditions due to maximum torque at
zero speed
• Reduces life cycle cost by less fuel consumption and maintenance
cost
 Advantages
• Much better dynamic response from zero to maximum propelling
speed compared to other propulsion systems
• Less reversing time compared to other propulsion systems
• Availability of maximum torque across the entire speed range at the
propeller.
• Reduced space requirements in the shaft system.
• Design and engineering of the propeller are independent of the drive.
• Flexibility in the choice of diesel engine speed.
 Disadvantages
• The efficiency of the electrical plant is less than that of a conventional
system.
• The installation cost of electrical propulsion plant is much higher.
• Different and improved training for ship’s crew as the system is
completely different from mechanical system and involves major
automation.
 Applications
• Normally electrical propulsion is used in small vessel but now a day
shipping companies are adopting this system for big size cargo vessel
as well.
• Generally electrical propulsion is fitted in
 Tug and trawlers
 Dredgers
 Dynamic positioning vessels
 Cable laying ship
 Ice breakers
 Research ship
 Floating cranes
 Vessels for offshore industries