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RULES FOR CLASSIFICATION
Naval vessels
Edition December 2015
Part 3 Surface ships
Chapter 3 Electrical installations
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DNV GL AS
FOREWORD
DNV GL rules for classification contain procedural and technical requirements related to obtaining and retaining a class certificate. The rules represent all requirements adopted by the Society as basis for classification.
©
DNV GL AS December 2015
Any comments may be sent by e-mail to [email protected]
If any person suffers loss or damage which is proved to have been caused by any negligent act or omission of DNV GL, then DNV GL shall pay compensation to such person for his proved direct loss or damage. However, the compensation shall not exceed an amount equal to ten times the fee charged for the service in question, provided that the maximum compensation shall never exceed USD 2 million.
In this provision "DNV GL" shall mean DNV GL AS, its direct and indirect owners as well as all its affiliates, subsidiaries, directors, officers, employees, agents and any other acting on behalf of DNV GL.
CURRENT – CHANGES
This is a new document.
The rules enter into force 1 July 2016.
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CONTENTS
3 Documents for approval....................................................................... 16
4 Documents for delivery to be kept aboard............................................17
7 Power supply systems.......................................................................... 28
8 Visual and acoustical signalling devices............................................... 29
9 Materials and insulation....................................................................... 30
10 Protective measures........................................................................... 31
1 Electrical power generation plants....................................................... 42
5 Low-voltage switchboards.................................................................... 49
6 Medium-voltage equipment.................................................................. 50
1 Electrical power demand...................................................................... 53
2 Main electrical power supply................................................................ 54
3 Emergency electrical power supply...................................................... 59
4 Transitional electrical power supply..................................................... 59
5 Auxiliary power supply......................................................................... 60
6 Operation of a port generator.............................................................. 61
Section 4 Installation protection and power distribution..........................................62
1 Three-phase main generators...............................................................62
2 Direct current generators..................................................................... 64
6 Shore connection external supply.........................................................65
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7 Consumer protection equipment...........................................................67
1 General requirements........................................................................... 73
4 Selection of switchgear........................................................................ 79
5 Choice of electrical protection equipment.............................................80
6 Conductors and busbar carriers............................................................83
7 Measuring instruments and instrument transformers........................... 85
8 Testing of switchboards and switchgear...............................................86
5 Control and monitoring.........................................................................91
6 Protection equipment........................................................................... 92
2 Lateral thrust propellers and manoeuvring aids................................... 98
3 Controllable pitch propellers for main propulsion systems....................99
4 Auxiliary machinery and systems......................................................... 99
6 Electrical heating equipment and heaters...........................................102
3 Network design and protection equipment......................................... 108
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2 Machinery control and monitoring installations.................................. 120
3 Ship control systems.......................................................................... 124
4 Ship safety systems............................................................................127
2 Requirement classes........................................................................... 137
3 System configuration.......................................................................... 139
4 Documents to be submitted................................................................144
5 Testing of computer systems..............................................................145
1 Choice of cables and wires................................................................. 155
2 Determination of conductor cross-sections.........................................156
3 Rating, protection and installation of circuits..................................... 158
Section 13 Additional rules for electrical main propulsion plants........................... 187
3 Static converter installations.............................................................. 188
6 Control and regulating........................................................................192
7 Protection of the plant....................................................................... 193
8 Measuring, indicating, monitoring and operating equipment...............194
9 Cables and cable installation.............................................................. 197
10 Construction supervision, testing and trials......................................197
3 Transformers and reactance coils....................................................... 209
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5 Storage batteries chargers and uninterruptible power supplies (UPS). 212
6 Switchgear and protection devices..................................................... 214
7 Cables and insulated wires................................................................. 215
8 Cable penetrations and fire stops....................................................... 218
11 Electrical heating equipment............................................................ 220
Section 15 Additional rules for ships for the carriage of motor vehicles................. 222
5 Indicating and monitoring systems for shell doors............................. 224
6 Additional requirements for the illumination...................................... 226
7 Installation of electrical equipment in hazardous areas......................226
8 Permissible electrical equipment........................................................ 227
Section 16 Additional rules for carriage of dangerous goods..................................228
2 Examinations of technical documentation...........................................229
3 Tests in the manufacturer's works..................................................... 230
1 General requirements......................................................................... 236
Section 19 Special requirements of the naval ship code.........................................237
2 Performance requirements of Chapter IV – Emergency systems......... 237
3 Performance requirements of Chapter VI – Fire safety....................... 253
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SECTION 1 GENERAL REQUIREMENTS AND INSTRUCTIONS
1 Scope
These rules for classification and construction apply to electrical and electronic equipment on naval ships which is relevant for these ships as platform for military tasks and which is defined in these rules.
Special requirements for military sensors, weapon systems and tactical command systems are not subject of these rules.
1.1 Application
1.1.1
Versions deviating from these Naval Rules may be approved if they have been tested for suitability and accepted as equivalent by the Society.
1.1.2
The Society reserves the right to specify additional requirements to these rules where these are related to new systems or installations or where they are necessary because of new knowledge or operating experience.
1.2 References to other rules and regulations
1.2.1
Where the requirements for electrical equipment and facilities are not laid down in these rules, decisions shall be made, wherever necessary, regarding the use of other applicable regulations and standards. These include e.g. IEC publications, especially all IEC 60092 publications.
1.2.2
Further rules and guidelines stipulated in the construction rules as well as international standards have to be considered, if applicable.
1.2.3
For NATO ships, or if required in the building specification, the NATO Standardization Agreement
(STANAG) may be applied additionally.
NATO and partners for peace navies may adopt in addition the Naval Ship Code which provides a framework for a naval surface ship safety management system. If this Code is applied for the naval ship to be classified the Society is prepared on special request to check it and to assign the class notation NSC (Chapter) in case of successful examination of the requirements of the defined chapter(s). The detailed requirements relevant for this chapter are summarized in Sec.19
.
1.2.4
Where necessary, the relevant national regulations and special provisions in the building specification shall be observed in addition to these construction rules, insofar as they do not conflict with any safety regulations of these construction rules.
1.2.5
Requirements given in other chapters shall also be given due consideration, if they are pertinent to the design of the electrical installation.
1.3 Design
Electrical installations shall be designed so that:
1.3.1
the maintaining of normal operational and habitable conditions provided on board, as well as the operation of all equipment needed for the primary duties of the ship, will be ensured without recourse to a second electrical power generation plant. See also Sec.2 [1.1.2] and Sec.3 [2.2.1.2] .
1.3.2
the operation of the equipment required for safety will be ensured under various emergency conditions,
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1.3.3
the safety of crew and ship from electrical hazards will be ensured,
1.3.4
a high reliability will be provided through simple and clearly understandable operating sequences and through the use of type-tested products where these are prescribed in these Rules and in the building specification,
1.3.5
a high combat survivability will be safeguarded through decentralization of the generating and distributing arrangements as well as redundancies, both in the construction and in the functions, especially for essential equipment,
1.4 One failure principle
The single failure concept assumes that only one (single) failure is the initiating event for an undesired occurrence. The simultaneous occurrence of independent failures is not considered.
2 Definitions
2.1 Alarms
An alarm gives optical and acoustical warning of abnormal operating conditions.
2.2 Ammunition handling rooms
In these rooms, explosive materials are exposed during work on the ammunition, e.g. in
— fuse testing rooms
— mine and torpedo servicing rooms
2.3 Ammunition storage rooms
Ammunition storage rooms are areas in which ammunition is stored for longer than 12 hours and which are equipped with water flooding systems.
Guidance note:
Ammunition storage rooms do not include:
— Ammunition staging rooms in which the ammunition is stored for less than 12 hours and which are not equipped with a sprinkler system.
— Ammunition magazines and lockers as well as rooms in which they are located.
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2.4 Areas potentially endangered by explosive materials
Areas potentially endangered by explosive materials are differentiated as follows:
— ammunition storage rooms (see [2.3] )
— ammunition handling rooms (see [2.2] )
2.5 Auxiliary power supply
The auxiliary power supply consists of flexible and transportable cables with plug-and-socket connections which, in the event of damage to permanently installed cable connections, can be used to supply selected emergency consumers from the main group or an electrical power generation plant.
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2.6 Black-out condition
Black-out condition means that the complete machinery plant including the sources of electrical power are out of operation, but auxiliary energy as compressed air, starting current from batteries, etc. is still available for restoration of power supply.
2.7 Cable bundles
Arrangement of two or more cables laid parallel and directly contiguous.
2.8 Category A machinery spaces
Machinery spaces are spaces which contain internal combustion engines used for the main propulsion or other purposes and having a total power output of at least 375 kW, or which contain an oil-fired boiler or an oil-treatment plant. The trunks to such spaces are included.
2.9 Dead ship condition
"Dead ship" condition means that the complete machinery plant including the sources of electrical power are out of operation and auxiliary energy as compressed air, starting current from batteries, etc. are NOT available for the restoration of the main power supply, for the restart of the auxiliaries and for the start-up of the propulsion plant. It is however assumed that special mobile or fixed equipment for start-up will be available on board of a naval ship.
2.10 Direct consumers
Direct consumers are consumers or equipment with a large power requirement that are connected directly to the electrical power generation plants.
2.11 Dry operating spaces
Dry operating spaces are spaces in which no moisture normally occurs (e.g. engine control rooms, operation command centres).
2.12 Electrical distribution
2.12.1
Main groups are distribution switchboards that are fed alternatively from at least two power plant switchboards.
2.12.2
Groups are distribution switchboards which are fed from either a main group or from a power plant switchboard.
2.12.3
Subgroups are distribution switchboards which are fed from a main group or a group.
2.13 Electrical network
2.13.1 General
For the electrical networks of ships within NATO, or when stipulated in the building specification, the definitions set out in STANAG 1008 may be applied.
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2.13.2 Isolated electrical network
This term refers to a system in which a conductor or the neutral is not connected to the ship's hull in normal operation. If it is earthed via measuring or protective devices with a very high impedance, the system is likewise deemed to be isolated.
2.13.3 Electrical network with earthed neutral
This is a system in which the neutral is connected to the ship's hull in normal operation.
2.14 Electrical power generation plant
Electrical power generation plant is the grouping of generators, switchboard, auxiliary machinery, etc. to form an independent functional unit as part of the main source of electrical power.
2.15 Electrical power supply
The source of electrical power ensures unrestricted ship operation under all operational conditions, even after failure of any generator or electrical power generation plant.
2.16 Emergency consumers
As far as requested by the Naval Ship Code emergency consumers are mandatory consumers which, after breakdown of the main energy supply, are to be fed by the emergency electrical power supply, see Sec.19
[2.5.4.4] .
2.17 Emergency electrical power supply
If an independent additional electrical emergency power supply is requested by the Naval Ship Code see
Sec.19 [2.4.7] .
2.18 Equipment of power electronics
All equipment which directly effect the flow of electrical energy consist of the functional wired semi-conductor elements together with their protection and cooling devices, the semi-conductor transformers or inductors and the switchgear in the main circuits.
2.19 Essential equipment
2.19.1
Essential for ship operation are all main propulsion plants.
2.19.2
Essential are the following auxiliary machinery and plants, which:
— are necessary for the propulsion and manoeuvrability of the ship
— are necessary for the navigation of the ship
— are required for maintaining ship’s safety
— are required to maintain the safety of human life at sea as well as
— equipment according to special Characters of Classification and Class Notations
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2.19.3
Essential equipment is subdivided into:
— primary essential equipment
— secondary essential equipment
2.19.3.1 Primary essential equipment
Primary essential equipment is equipment according to [2.19.2] which has to be in uninterrupted operation.
It comprises e.g.:
— generator units supplying primary essential equipment
— steering gear plant
— fuel oil supply units
— lubricating oil pumps
— cooling water/cooling media pumps
— charging air blowers
— hydraulic pumps for primary essential equipment
— controllable pitch propeller installation
— electrical main propulsion plants
— adjusting, control and safety devices/systems for primary essential equipment
— monitoring equipment for primary essential equipment
— azimuth drives as sole propulsion equipment internal and external communication equipment weapon systems (effectors and sensors) tactical command system
2.19.3.2 Secondary essential equipment
Secondary essential equipment is equipment according to [2.19.2] which has not to be in uninterrupted operation for a short time. It comprises e.g.:
— anchor windlasses and capstans
— azimuth and transverse thrusters, if they are auxiliary equipment
— fuel oil transfer pumps and fuel oil treatment equipment
— lubrication oil transfer pumps and lubrication oil treatment equipment
— starting installations for auxiliary and main engines
— starting-air and control-air compressors
— bilge, ballast and heel-compensating installations
— hot and warm water generation plants
— chilled water units
— seawater pump
— fire pumps and other fire fighting equipment
— ventilation fans for engine and boiler rooms
— ventilation fans for hazardous areas
— turning gear for main engines
— generators supplying secondary essential equipment, but only if this equipment is not supplied by generators as described under [2.19.3.1] .
— navigation lights and navy-specific signal lights
— navigational appliances and navigational systems
— main lighting system
— fire detection and alarm systems
— internal safety communication equipment
— bulkhead door closing equipment
— bow and stern ramps as well as shell openings, if applicable
— adjusting, control and safety devices / systems for secondary essential equipment
— monitoring equipment for secondary essential equipment
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— parts of the shipboard aircraft installations
— NBC fans
— NBC passage heaters
— decontamination equipment
— magnetic self-protection (degaussing)
2.20 Flame-retardation of cable bunches
Cable bunches and wire bunches are considered flame-retardant if they are flame-retardant as single cables and, laid bundled, meet the requirements of IEC publication 60332-3, category A/F, with regard to flame propagation.
2.21 Flame-retardation of individual cables
Single cables and single wires are considered to be flame-retardant if they meet the test requirements of IEC publication 60332-1 regarding flame propagation.
2.22 Fire-resistant cables
Fire-resistant cables are those which under the influence of flames demonstrate function-sustaining characteristics for a certain time (e.g. 3 h) and meet the IEC publication 60331 test requirements.
2.23 Fire zones
2.23.1 Main vertical fire zone
Fire zones (main vertical) are those sections into which the hull, superstructure and deckhouses are divided by fire-resisting divisions, the mean length and width of which on any deck does not in general exceed 40 m.
2.23.2 Fire-resisting divisions
Fire-resisting divisions are those divisions formed by bulkheads and decks which comply with the following:
2.23.2.1 They shall be constructed of non-combustible or fire-restricting materials which by insulation or inherent fire-resisting properties satisfy the following requirements.
2.23.2.2 They shall be suitably stiffened.
2.23.2.3 They shall be so constructed as to be capable of preventing the passage of smoke and flame up to the end of the appropriate fire protection time.
2.23.2.4 Where required they shall maintain load-carrying capabilities up to the end of the appropriate fire protection time.
2.23.2.5 They shall have thermal properties such that the average temperature on the unexposed side will not rise more than 140°C above the original temperature, nor will the temperature, at any one point, including any joint, rise more than 180°C above the original temperature during the appropriate fire protection time.
2.23.2.6 A prototype bulkhead or deck shall be required to ensure that the above requirements are met in accordance with approval by the Society.
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2.24 Hazardous areas
2.24.1 Scope
Hazardous areas are areas in which an explosive atmosphere in dangerous quantity (a dangerous explosive atmosphere) is liable to occur owing to local and operating conditions.
Hazardous areas are divided into zones depending on the probability that a dangerous explosive atmosphere may occur.
2.24.2 Subdivision into zones
Zone 0: comprises areas in which a dangerous explosive atmosphere is present either permanently or for long periods
Zone 1: comprises areas in which a dangerous explosive atmosphere is liable to occur occasionally
Zone 2: comprises areas in which a dangerous explosive atmosphere is liable to occur only rarely, and then only for a brief period (extended hazardous areas)
2.25 Locked electrical spaces
Locked electrical spaces are spaces which are provided with lockable doors and are intended solely for the installation of electrical equipment such as switchgear, transformers, etc. They have to be constructed as dry spaces.
2.26 Low-voltage systems
These are systems operating with rated voltages of more than 50 V up to 1000 V inclusive and with rated frequencies of 50 Hz up to 400 Hz, or direct-current systems where the maximum instantaneous value of the voltage under rated operating conditions does not exceed 1500 V.
2.27 Machinery spaces
Machinery spaces are, in general, spaces in which machines and equipment are installed and which are accessible only to authorized persons (e.g. engine rooms).
2.28 Medium-voltage systems
These are systems operating with rated voltages of more than 1 kV and up to 17.5 kV inclusive and with rated frequencies of 50 Hz or 60 Hz, or direct-current systems, with the maximum instantaneous value of the voltage under rated operating conditions over 1500 V.
2.29 Non-essential equipment
Non-essential equipment is equipment which is not listed in [2.19] respectively does not fit into the definition according to [2.19] .
2.30 Power supply installations
The power supply installations comprise all installations for the generation, conversion, storage and distribution of electrical energy.
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2.31 Power electronics
All equipment and arrangements for generation, transformation, switching and control of electrical power by the use of semi-conductor components.
2.32 Propulsion plant
A propulsion plant is the grouping together of the turbines, engines, gears, generators, electrical propeller motors, etc. that are needed for the ship's propulsion, with the associated ancillary equipment, to form an independent function unit of the propulsion system with regard to one propeller.
2.33 Protective devices
Protective devices detect actual values, activate alarms in the event of limit-value infringement, and prevent machinery and equipment from being endangered. They automatically initiate curative measures or call for appropriate ones.
2.34 Rated voltage of an electric network
The rated voltage U referred.
N
(RMS value) of a system is a characteristic system parameter to which specific characteristics of the connected facilities and the limit and test values of the system and of the facilities are
2.35 Safety devices
Safety devices detect critical limit-value infringements and prevent any immediate danger to persons, ship or machinery.
2.36 Safety extra-low voltage
Safety extra-low voltage is a protection measure and consists of a circuit with rated voltage not exceeding
50 V AC, operated un-earthed and isolated safely from supply circuits exceeding 50 V.
2.37 Safety systems
Combination of several safety devices and/or protection devices into one functional unit.
2.38 Systems
Systems contain all equipment necessary for monitoring, control and safety, including the input and output devices. Systems cover defined functions including behaviour under varying operating conditions, cycles and running.
2.39 Uninterruptible power supply (UPS)
The uninterruptible power supply safeguards the operation of equipment that is relevant to safety, if the electrical power supply should fail, as specified under Sec.3 [4] .
2.40 Wet operating spaces
Wet operating spaces are spaces in which facilities may be exposed to moisture (e.g. main engine rooms).
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3 Documents for approval
3.1 General requirements
3.1.1
The drawings and documents to be submitted for approval have to comply with a recognized standard and shall be complete, well-organized and consistent in themselves.
3.1.2
The drawings of switchgear and control systems shall be accompanied by parts lists indicating the manufacturers and characteristics of the electrical components, circuit diagrams, together with descriptions where these constitute a necessary aid to understanding.
The drawings and documents shall make clear that the requirements set out in this chapter have been complied with.
3.1.3
Any non-standard symbol used shall be explained in a key.
3.1.4
All documents shall be marked with the project designation (hull number) and the shipyard.
3.1.5
The drawings and documents listed in Table 1 are to be submitted to the Society for approval. The drawings are required to contain all the details necessary to carry out an examination in accordance with the following requirements. To facilitate a smooth and efficient approval process they should be submitted electronically via MY DNV GL
1
. In specific cases and following prior agreement with the Society they can also be submitted in paper form in triplicate.
3.1.6
Forms 141 and 184 are to be submitted for each ship as mentioned in Table 1 . Copies of certificates of conformity of all installed electrical equipment for hazardous areas shall be part of form 184.
3.1.7
All documentation shall be submitted in English language.
3.1.8
The Society reserves the right to demand additional documentation if that submitted is insufficient for an assessment of the installation.
3.2 Tests and trials
Test and trial schedules are to be compiled for the power generation and power distribution, control and regulation systems, monitoring and safety installations, lighting system and also for the communication systems and other consumers, to cover the following test steps:
3.2.1
Tests in the manufacturer's factory of components and installations (FAT).
3.2.2
Installation and integration tests of components, installations and systems on board at the harbour
(HAT).
3.2.3
Functional and load tests of systems on board during the sea trials (SAT).
1
Detailed information about MY DNV GL submission can be found on DNV GL’s website http:// my.dnvgl.com.
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3.3 Modifications and extensions
3.3.1
If in a class of naval ships, originally planned to be identical, deviations become necessary, the Society shall be duly informed and changes properly documented.
3.3.2
Major modifications to the electrical installations of ships under construction or in service are subject to approval. The relevant documents shall be submitted in ample time prior to the execution of the work.
4 Documents for delivery to be kept aboard
When the ship is commissioned or following major modifications and extensions of the electrical equipment, at least the documents subject to approval, specified in 3 and showing the final arrangement of the electrical equipment, shall be supplied on board. The documents are to be marked with the project designation (hull number) and the name of the yard, and the date of preparation of the documents.
Table 1 Documents subject to approval relating to electrical equipment, if applicable
Serial
No.
Designation of documents
Basic documentation
General
1.
Forms
1.1
Form 141 X
1.2
Form 184, copies of certificates of conformity
2.
2.1
2.2
2.3
2.4
Power supply equipment
Electrical plant, power generating and distribution (general layout drawing)
Generators, UPS equipment, converters, mains power supply units, batteries with maintenance schedule, transformers
Spaces with explosion hazards, with specification on the equipment installed there
Short-circuit calculation, where total generator’s output > 500 kVA
X
X
X
2.5
2.6
2.7
2.8
Electrical power balance (main networks and sub networks
Switchboards of electrical power generation plants (circuit diagrams, plans of the busbar systems , pictorial drawing and parts list)
Emergency switchboard (circuit diagrams, plans of the busbar systems, pictorial drawings and parts list)
Main groups, subgroups, groups circuit diagram, pictorial drawing and parts list
X
X
X
X
Additional documents
Motor vehicles Flight ops
Azimuthing
Propulsors
X
X
X
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Serial
No.
Designation of documents
Basic documentation
General
Additional documents
Motor vehicles Flight ops
Azimuthing
Propulsors
2.9
2.10
2.11
2.12
2.13
Groups for the lighting, with specification of the circuits and rooms supplied
Incoming feeders for sensors, weapons and tactical command systems
Concept to avoid radiation hazards
Main cable ways for different voltage systems
Bulkhead/deck penetrations A 60
X
X
X
X
X
2.14
Cable layout, list
2.15
Protection coordination concept with total generator’s output > 500 kVA
3.
X
X
Manoeuvring equipment
X 3.1
Steering gear, control and monitoring system
3.2
Azimuthing propulsors and lateral thruster system
X
3.3
CP propeller installation
3.4
Dynamic positioning system, where applicable
4.
X
X
Lighting
4.1
4.2
4.3
Arrangement of the lighting fixtures and socket outlets of all primary, secondary, transitional, portable and operational lighting installations
Documentation on light fittings and sockets used
Electric operated escape, evacuation and rescue lighting system
X
X
X
4.4
4.5
5.
Starting, control and monitoring equipment
5.1
Monitoring systems for machinery X
X 5.2
Safety devices/safety systems for machinery
5.3
Electrical starting arrangements for auxiliary and main engines
X
5.4
Supply and consumer protection for navigation, signal and navy specific lights
Supply and consumer protection for aircraft operation lights
Controls and adjustments for essential equipment/drive installations
X
X
X
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Serial
No.
Designation of documents
Basic documentation
General
6.
6.1
General alarm system (quarter bill)
6.2
Position and navigation lights, signalling lights switchboard
Ship’s safety devices
X
X
6.3
Drawing/general arrangement plan (side view and top view of ship, with key) for the navigation lights and navy-specific signalling lights and signal control, with details on their arrangement
6.4
Fire detection system
6.5
CO
2
alarm system
6.6
Watertight door control system and indicators, if applicable
X
X
X
X
6.7
6.8
Fire door control system and indicators, if applicable
Control and monitoring systems for shell doors, gates and ro-ro decks
6.9
Emergency shut-off facilities
6.10
Tank level indicators, alarm, shut-off facilities
6.11
6.12
Gas and NBC (nuclear biological chemical) detection systems
Fixed water-based local application firefighting systems (FWBLAFFS)
6.13
Water ingress detection system
6.14
Earthing system for aircraft
6.15
6.16
Power supply and safety measures for hangar doors
Power supply and safety arrangements for aircraft lifts
6.17
Power supply and safety arrangements for helicopter and drone handling systems
X
X
X
X
X
X
7.
7.1
Machinery Control Centre (MCC) consoles
7.2
Damage Control Centre (DCC) consoles
7.3
Auxiliary control positions
8.
Control stations
X
X
X
Communication equipment
Additional documents
Motor vehicles Flight ops
Azimuthing
Propulsors
X
X
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Serial
No.
Designation of documents
Basic documentation
General
8.1
9.
9.1
10.
10.1
Public address system
8.2
Essential inter communication systems
System configuration
9.2
Software version
Propulsion motors
10.2
Static converters
10.3
Control, adjustment, monitoring
10.4
10.5
Functional description of class notation RP, if applicable
FMEA (Failure Mode and Effect Analysis) for class notation R, if applicable
10.6
Converter transformers
10.7
Propulsion switchgear
10.8
Listing of special alarms and indicators
10.9
Functional description
X
X
Computer systems
X
X
Electrical propulsion plants
X
X
X
X
X
X
X
10.10 Trial program
11.
11.1
Test schedule
X
X
Medium voltage installations
X
Additional documents
Motor vehicles Flight ops
Azimuthing
Propulsors
X
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5 Ambient conditions
5.1 General operating conditions
5.1.1
The selection, layout and arrangement of the ship's structure and all shipboard machinery shall be such as to ensure faultless continuous operation under defined standard ambient conditions.
More stringent requirements are to be observed for class notation AC1 (see Pt.1 Ch.3 Sec.3 [3.11.1] ).
For the class notation ACS variable requirements for unusual types and/or tasks of naval ships can be discussed case by case, but shall not be less than the standard requirements.
Components in the machinery spaces or in other spaces which comply with the conditions for the Notation
AC1 or ACS are to be approved by the Society.
5.1.2 Inclinations and movements of the ship
The design conditions for static and dynamic inclinations of a naval ship have to be assumed independently from each other. The standard requirements and the requirements for class notation AC1 are defined in Table
2 .
The effects of elastic deformation of the ship's hull on the machinery installation have to be considered.
5.1.3 Environmental conditions
The standard requirements and the requirements for class notation AC1 are defined in Table 3 .
5.1.4
Products are classified according to their applications into the environmental categories, as stated in
Table 4 . Reference is made in the type approval certificates.
5.1.5
Care has to be taken of the effects on the electrical installations caused by distortions of the ship's hull.
5.1.6
For ships intended for operation only in specified zones, the Society may approve deviating ambient conditions.
Table 2 Design conditions for ship inclination and movements
Type of movement
Static condition
Dynamic condition
Type of inclination and affected equipment
Inclination athwartships:
1
Main and auxiliary machinery
Other installations
2
No uncontrolled switches or functional changes
Ship's structure
Inclinations fore and aft:
1
Main and auxiliary machinery
Other installations
2
Ship's structure
Rolling:Main and auxiliary machinery
Other installations
2
Design conditions
Standard requirements Notation ACI
15°
22.5°
45° acc. to stability requirements
5°
10° acc. to stability requirements
22.5°
22.5°
25°
25°
45° acc. to stability requirements
5°
10° acc. to stability requirements
30°
30°
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Type of movement
Type of inclination and affected equipment
Pitching:Main and auxiliary machinery
Other installations
2
Accelerations:Vertical (pitch and heave)
Transverse (roll, yaw and sway)
Longitudinal (surge)
Combined acceleration
1) thwartships and fore and aft inclinations may occur simultaneously
2) ship's safety equipment, switch gear and electric/electronic equipment
3) defined in Pt.1 Ch.1. Sec.5 [2]
4) to be defined by direct calculation
7.5°
10°
Design conditions
Standard requirements
a z
[g]
3 a y
[g]
3 a x
[g]
3 acceleration ellipse
3
Notation ACI
10°
10° pitch: 32°/s
2
heave: 1.0 g roll: 48°/s
2 yaw: 2°/s
2 sway: a y
3
[g] a x
4
[g] direct calculation
5.1.7 Ambient temperatures for electrical equipment in areas other than machinery spaces
5.1.7.1 Where electrical equipment is installed within environmentally controlled spaces the ambient temperature for which the equipment is to be suitable may be reduced from 45°C and maintained at a value not less than 35°C provided:
— the equipment is not for use for emergency power supply (see Sec.3 [3] ) and is located outside of the machinery space(s)
— temperature control is achieved by at least two cooling units so arranged that in the event of loss of one cooling unit, for any reason, the remaining unit(s) is capable of satisfactorily maintaining the design temperature
— the equipment is able to be initially set to work safely within a 45°C ambient temperature until such a time that the lesser ambient temperature may be achieved; the cooling equipment is to be rated for a
45°C ambient temperature
— audible and visual alarms are provided, at a continually manned control station, to indicate any malfunction of the cooling units
5.1.7.2 In accepting a lesser ambient temperature than 45°C, it is to be ensured that electrical cables for their entire length are adequately rated for the maximum ambient temperature to which they are exposed along their length.
5.1.7.3 The equipment used for cooling and maintaining the lesser ambient temperature is to be classified as a secondary essential service, in accordance with [2.19.2] .
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5.2 Vibrations
5.2.1 General
5.2.1.1 Electrical machinery and appliances are normally subjected to vibration stresses. On principle their design, construction and installation shall consider these stresses.
The faultless long-term operation of individual components shall not be impaired by vibration stresses.
Table 3 Design environmental conditions
Environmental area
Outside the ship/air
Parameters
Temperature
Temperature (partially open spaces)
Atmospheric pressure
Max. relative humidity
Salt content
Outside the ship/ seawater
Dust/sand
Wind velocity (systems in operation)
Wind velocity (systems out of operation)
Temperature
4
Density acc. to salt content
Flooding
Icing on ship's surfaces up to 20 m above waterline
Outside the ship/icing of surface
Outside the ship/navigation in ice
Entrance to the ship/ for design of heating/ cooling systems
Inside the ship/ all spaces
Ice classes Ice(E),
Ice(1A*)
Ice(1A), Ice(1B),
Ice(1C),
PC1 – PC7
Air temperature
Max. heat content of the air
Seawater temperature
Air temperature
Atmospheric pressure
Design conditions
Standard requirements
–25°C to +45°C
1
Notation ACI
–30°C to +55°C
1
–
1000 mbar
60%
2
1 mg/m
3 withstand salt-laden spray to be considered
43 kn
3
86 kn
3
–2°C to +32°C
1.025 t/m
3 withstand temporarily see Ship Operations and
Auxiliary Systems Ch.5
Sec.19 [1.6.2]
According to ice class / polar class
–15°C to +35°C
100 kJ/kg
–2°C to +32°C
0°C to +45°C
1000 mbar
–10°C to +50°C
1
900 to 1100 mbar
100%
1 mg/m
3 withstand salt-laden spray filters to be provided
90 kn
100 kn
–2°C to +35°C
1.025 t/m
3 withstand temporarily see Ship Operations and
Auxiliary Systems Ch.5,
Sec.19, [1.6.2]
According to ice class / polar class
–15°C to +35°C
100 kJ/kg
–2°C to +35°C
0°C to +45°C
1000 mbar
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Environmental area
Inside the ship/ air-conditioned areas
Inside the ship/in electrical devices with higher degree of heat dissipation
Parameters
Max. relative humidity
Salt content
Oil vapour
Condensation
Air temperature
Max. relative humidity
Recommended ideal climate for manned computer spaces
Air temperature
Max. relative humidity
Standard requirements
up to 100 % (+45°C)
1 mg/m
3 withstand
0°C to +40°C
80%
–
0°C to +55°C
100%
Design conditions
to be considered
Notation ACI
100%
1 mg/m
3 withstand to be considered
0°C to +40°C
100% air temperature +20°C to
+22°C at 60% rel. humidity
0°C to +55°C
100%
1) higher temperatures due to radiation and absorption heat have to be considered
2) 10 % for layout of electrical installations
3) for lifting devices according to DNVGL-ST-0377
4) DNV GL may approve lower limit water temperatures for ships operating only in special geographical areas
5.2.1.2 Where an electrical machine or device generates vibrations when in operation, the intensity of the vibration shall not exceed defined limits. The purpose is to protect the vibration exciter themselves, and the connected assemblies, peripheral equipment and hull components, from excessive vibration stresses liable to cause premature failures or malfunctions.
5.2.1.3 The following provisions relate to vibrations in the 2 - 300 Hz frequency range. They are to be applied in analogous manner to higher-frequency vibrations.
5.2.1.4 On principle investigation of vibration shall be carried out over the whole load and speed range of the vibration exciter.
5.2.2 Assessment
5.2.2.1 Assessment is based on the criteria laid down in the rules for Propulsion Plants Ch.2 Sec.1, [4.2] .
5.2.2.2 Assessment of the vibration loads on electrical machines and equipment is based on the areas defined in Ch.2 Sec.1, [4.2] . It concerns vibrations which are introduced from the environment into electrical machines and equipment as well as vibrations generated from these components themselves.
5.2.2.3 For the assignment of a vibration value to a particular area on principle the synthesis value, not an individual harmonic component, is relevant.
5.2.2.4 Electrical machines and equipment for use on board of ships shall be designed at least for a vibration load corresponding to area A (0.7 g). With the agreement of DNV GL, a lower endurance limit may be permitted in exceptional cases. In such cases, suitable countermeasures (vibration damping, etc.) are to be taken to compensate for the increased sensitivity.
5.2.2.5 If an electrical machine or equipment generates mechanical vibrations when in service (e.g. because it is out of balance), the vibration amplitude measured on the machine or the equipment on board shall not
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be outside area A. For this evaluation, reference is made only to the self-generated vibration components.
Area A may only be utilized if the loading of all components, with due allowance for local excess vibration, does not impair reliable long-term operation.
5.2.2.6 In positions exposed to particularly severe stresses, electrical machines and appliances may be loaded outside area A (0.7 g). In this case the user has to inform the manufacturer about the operational requirements and the machines or the equipment shall be designed appropriately.
5.2.2.7 Electrical appliances and equipment operating in positions where they are exposed to severe vibration loads (e.g. in the immediate vicinity of reciprocating machines, and in steering gear compartments) shall be designed for these severe vibration loads. The limit of area C (4 g) shall, however, not be exceeded. Lower design parameters can be accepted subject to proof of lower vibration loading in service.
5.2.3
Permissible alternating torque, see the Propulsion Plants Ch.2, Sec.8 [6]
5.2.4 Proofs
5.2.4.1 A vibration test in accordance with RU SHIP Pt.4 Ch.8
is deemed to constitute proof. The test (limit A respectively C) shall conform to the operational requirements.
5.2.4.2 Other forms of proof (e.g. calculations) may be accepted upon agreement with DNV GL.
5.2.5 Measurements
Where such measures are justified, DNV GL reserves the right to demand that measurements be performed under operating or similar conditions. This applies both to proof of the vibration level and to the assessment of the self-generated exciter spectrum.
Table 4 Environmental conditions / environmental categories
Environmental
Category
A
B
C
D
E
0°C to
+ 45°C
0°C to
+ 45°C
0°C to
+ 55°C
0°C to
+ 55°C
0°C to
+ 40°C
Closed Area
Environmental Conditions
Open Deck Area
Relative humidity
Vibrations
to 100% 0.7 g to 100% to 100% to 100% to 80%
4 g
0.7 g
4 g
0.7 g
Comments
For general applications, except category B, C, D, F, G, H.
For application at a higher level of vibration strain, e.g. in steering gear compartment.
For application at a higher degree of heat, e.g. for equipment to be mounted in consoles, housings.
For application at a higher degree of heat and a higher level of vibrations strain, e.g. for equipment to be mounted on combustion engines and compressors.
For use in air-conditioned areas. With
DNV GL's special consent only.
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Environmental
Category
F
G
H
Closed Area
Environmental Conditions
Open Deck Area
Relative humidity
Vibrations
– 25°C to
+ 45 °C
– 25°C to
+ 45°C to 100% to 100%
In accordance with manufacturer’s specifications
0.7 g
2.3 g
Comments
For application when additional influences of salt mist and temporary inundation are to be expected.
For use on masts, with the additional influence of salt mist.
The provisions contained in the
Certificates shall be observed.
6 Operating conditions
6.1 Voltage and frequency variations
6.1.1
For tolerances regarding voltages and frequencies on ships within NATO, or if stipulated in the building specification, the requirements of STANAG 1008 may be observed.
6.1.2
If not otherwise stated, the following requirements shall be observed:
All electrical equipment shall be so designed that it works faultlessly during the voltage and frequency variations occurring in the normal operation. The variations indicated in Table 5 shall be used as a basis.
Table 5 Voltage and frequency variations for a.c. distribution systems
Variations
Quantity in operation
Frequency
Voltage
continuous
± 5%
+ 6 %, − 10%
transient
± 10% (5 s)
± 20% (1.5 s)
6.1.3
Unless otherwise stated in national or international standards, all equipment shall operate satisfactorily with the variations from it's rated value shown in Tables 5 to Table 7 on the following conditions:
1) For alternative current components, voltage and frequency variations shown in the Table 5 are to be assumed.
2) For direct current components supplied by d.c. generators or converted by rectifiers, voltage variations shown in the Table 6 are to be assumed.
3) For direct current components supplied by electrical batteries, voltage variations shown in the Table 7 are to be assumed.
6.1.4
Any special system, e.g. electronic circuits, whose function cannot operate satisfactorily within the limits shown in the Table 7 shall not be supplied directly from the system but by alternative means, e.g.
through stabilized supply.
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Table 6 Voltage variations for d.c. distribution systems
Parameters
Voltage tolerance (continuous)
Voltage cyclic variation deviation
Voltage ripple (a.c.r.m.s. over steady d.c. voltage)
Variations
± 10%
5%
10%
Table 7 Voltage variation for battery systems
System
Components connected to the battery during charging (see Note)
Variations
+ 30%, − 25%
Components not connected to the battery during charging + 20%, − 25%
Note: Different voltage variations as determined by the charging/discharging characteristics, including ripple voltage from the charging device, may be considered.
6.2 Mains quality
6.2.1
For ships within NATO, or if stipulated in the building specification, the mains quality of the electrical power supply should comply with the requirements of STANAG 1008.
6.2.2
For all other ships, the following requirements shall be observed:
6.2.2.1 In systems without substantial static converter load and supplied by synchronous generators, the total voltage harmonic distortion shall not exceed 5%.
6.2.2.2 In systems fed by static converters, and systems in which the static converter load predominates, the limit values indicated in Figure 1 apply for single harmonics as continuous values.
The total harmonic distortion shall not exceed 8%.
6.2.2.3 If in particular cases (e.g. electrical propulsion plant systems) the above-mentioned limits are exceeded, the faultless function of all electrical devices shall be secured.
Figure 1 Limit values for the single harmonics in the supply voltage. U
ν th order harmonic voltage
is the RMS value of the ν-
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7 Power supply systems
7.1 Low-voltage systems
7.1.1 General requirements
For the operation of electrical installations, the voltage systems mentioned below are recommended.
All main networks and sub-networks shall have all-pole insulation, without system earthing. Control circuits and other locally bounded circuits are exempted from this requirement. The maximum permissible rated mains voltages are given in Table 8 .
Hull return is not permitted.
7.1.2 Main networks (primary networks)
In general the following network parameters should be applied. If other parameters are intended to be used, they have to be agreed by DNV GL.
7.1.2.1 Three-phase systems (AC)
Rated generator voltage
Rated consumer voltage
Number of phases
Number of conductors
Rated frequency
450 V line-to-line
440 V line-to-line
3
3
60 Hz
7.1.2.2 Direct-current systems (DC)
Rated generator voltage
Rated consumer voltage
Number of conductors
Table 8 Maximum permitted rated mains voltages
225 V
220 V
2
17 500 V
500 V
250 V
50 VSafety voltage for permanently installed power plants a) for permanently installed power and control circuits b) for devices with plug-and-socket connections which are earthed either via their mounting or through a protective earth conductor c) the power supply to systems requiring special electric shock-prevention measures shall be provided via earth-leakage circuit breaker ≤ 30 mA (not applicable to essential equipment) a) for installations and devices, as laid down in a) to c) for 500 V, see above b) for permanently installed lighting systems c) for permanently installed control, monitoring and ships safety systems d) for devices supplied via plug-and-socket and requiring special electric shock-prevention measures, the power supply is to take place via a protective isolating transformer, or the device must be double-insulated
— for portable devices for working in confined spaces where special electric shock-prevention measures are required
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7.1.3 Sub-networks (secondary networks)
Alternating current
Rated output voltage
Rated consumer voltage
Number of phases
Number of conductors
Rated frequency
Three-phase current
Rated output voltage
Rated consumer voltage
Number of phases
Number of conductors
Rated frequency
Direct current
Rated rectifier output voltage
Rated consumer voltage
Number of conductors
(AC)
120 V, 240 V, 450 V
115 V, 230 V, 440 V
2
2
60 Hz or 400 Hz
(AC)
120 V, 240 V, 450 V
115 V, 230 V, 440 V
3
3
60 Hz or 400 Hz
(DC)
24–28 V
24 V
2
7.2 Medium-voltage systems
See Sec.8
7.3 Systems with non-earthed neutral
7.3.1
In non-earthed systems, the generator neutral points shall not be connected together.
7.3.2
The insulation resistance of a distribution system without earthing of the system is to be monitored and displayed.
8 Visual and acoustical signalling devices
8.1
The colours used for visual signalling devices should in general conform to Table 9 .
8.2
The use of monochrome screens is permissible, provided that clear recognition of the signals is guaranteed.
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8.3
Reference is made to IMO Resolution A.1021(26) “Code on Alerts and Indicators”, 2009.
Table 9 Colour code for signaling devices
Red
Colour
Yellow
Green
Blue
White
Meaning
Danger or alarm
Caution
Safety (normal operating and normal working conditions)
Instruction/information (specific meaning assigned according to the need in the case considered (e.g.
operational readiness))
No specific meaning assigned
(neutral)
Explanation
Warning of danger or a situation which requires immediate action
Change or impending change of conditions
Indication of a safe situation
Blue may be given meaning which is not covered by the three above colours: red, yellow and green
General information, e.g. for confirmation
9 Materials and insulation
9.1 General requirements
9.1.1
The materials used for electrical machines, switchgear and other equipment shall be resistant to sea air containing moisture and salt, seawater and oil vapours. They shall not be hygroscopic, and shall be flameretardant and self-extinguishing.
9.1.2
The evidence of flame-retardation shall be according to IEC publication 60092-101 or other equivalent standards, e.g. IEC publications 60695-11-10 or UL 94. Cables shall correspond to IEC publication 60332-1.
9.1.3
In areas attended by the crew during action stations only halogen-free cables shall be used for permanent installations. Cable trays/protective casings made of plastic materials as well as mounting materials shall be halogen-free as well.
Exceptions for individual cables for special purposes have to be agreed with DNV GL.
For all other areas of the ship, the use of halogen-free cables is recommended.
9.1.4
Units of standard industrial type may be used in areas not liable to be affected by salty sea air, subject to appropriate proof of suitability.
9.1.5
Materials with a high tracking resistance shall be used as supports for live parts.
9.2 Air and creepage distances
9.2.1
The air and creepage distances for essential equipment shall be dimensioned as appropriate in accordance with IEC publication 60664-1 on the basis of the following values for
— rating operating voltage Ue
— over-voltage category III
— pollution degree 3
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— insulation material group IIIa.
9.2.2
Smaller clearances and creepage distances may be accepted, provided a reduced level of pollution is proved (degree of protection).
9.2.3
For the air and creepage distances of main busbars in electrical power generation plant switchboards, main groups, and emergency and propulsion switchboards see Sec.5
.
10 Protective measures
10.1 Protection against foreign bodies and water
10.1.1
The protection of electrical equipment against foreign bodies and water has to be appropriate to the particular place of installation.
The minimum degrees of protection for low-voltage switchgear are listed in Table 10 .
The degree of protection of the equipment in its installed state shall also be ensured during operation. Covers fitted at the place of installation are also regarded as a means of protection.
10.1.2 Exceptions to the provisions
Exceptions to the indications in Table 10 :
10.1.2.1 At such installation places where temporary flooding has to be assumed for an undamaged ship
(e.g. drain wells), the minimum degree of protection required for all electrical equipment is IP 56.
10.1.2.2 Flood pump motors shall always be constructed with the degree of protection IP 67.
10.1.2.3 For medium-voltage equipment, see Sec.8
.
10.1.2.4 The minimum degree of protection for the terminal boxes of machines in wet operating spaces is
IP 44.
10.1.2.5 If water-spray systems are used as fire-extinguishing systems, the degree of protection of electrical equipment shall be given due consideration.
10.1.2.6 Spaces subject to an explosion or fire hazard shall additionally comply with the provisions of [10.3] and Sec.15
.
10.1.3
Pipe work and air ducts shall be so arranged that the electrical systems are not endangered.
10.1.4
If the installation of pipes and ducts close to the electrical systems are unavoidable, the pipes shall not have any flanged or screwed connections in this area.
10.1.5
Are flanged or screwed connections installed, if e.g. heat exchangers as integrated components of the electrical equipment are used, the flanged or screwed connections shall be protected with a shield or screen against leakage and condensed water.
10.1.6
The water supply lines and recirculating lines shall be fitted with shut-off valves.
10.1.7
Heat exchangers are preferably to be installed outside rooms containing major electrical equipment such as switchboards, transformer, etc.
10.1.8
If possible, the piping for cooler and heat exchangers shall be installed through the deck under the heat exchanger.
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10.1.9
The flow rate and leakage of coolants of machines and static converters with closed cooling systems in electric cabinet rooms shall be monitored and alarmed. The air ducts shall be provided with inspection holes for visual observation of the heat exchanger.
10.1.10
A failure of cooling shall be alarmed.
10.1.11
It is to ensure that leakage or condensation of water does not cause an electrical failure to the liquid cooled power equipment. Leakage and condensation of water shall be monitored. The cooling medium of direct cooled systems shall be monitored regarding their insulating capacity.
10.1.12
Further requirements in Sec.2 [5.1.4], Sec.6 [4], Sec.13 [8.2] and Sec.14 [2.4.3] are to be observed.
Table 10 Minimum degrees of protection against foreign bodies and water (as per IEC 60529)
Equipment
Location
Generators, motors, transformers
IP 00
Switchgear, electronic equipment and recording devices
IP 00
Communications equipment, display and input units, signalling equipment, switches, power sockets, junction boxes and control elements
IP 20
Heating appliances, heaters and cooking equipment
IP 20
Lighting fittings
IP 20
Locked dry electrical service rooms
Dry spaces, service rooms, dry control rooms, accommodation
Wheelhouse, radio room, control stations
Wet spaces (e.g. machinery spaces, bow thruster room, passage ways), ventilation ducts (internal), pantries, provision rooms, store rooms
Machinery spaces below floor (bilge), separator and pump rooms, refrigerated rooms, galleys, laundries, bathrooms and shower rooms
Pipe tunnels, ventilation trunks (to open deck), holds for military cargo
Zones hazardous by explosives
Open decks
IP 20
IP 22
IP 22
3
IP 44
IP 55
IP 55
IP 56
IP 20
IP 22
IP 22
3
IP 44
IP 55
–
IP 56
IP 20
IP 22
IP 44
2
IP 55
2,4
IP 55
1
IP 55
1, 2
IP 56
IP 20
IP 22
IP 22
3
IP 44
5
IP 55
–
IP 56
IP 20
IP 22
IP 22
3
IP 34
5
IP 55
IP 55
IP 55
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Location
Equipment
Generators, motors, transformers
Switchgear, electronic equipment and recording devices
Communications equipment, display and input units, signalling equipment, switches, power sockets, junction boxes and control elements
Heating appliances, heaters and cooking equipment
1) For the degrees of protection for the equipment of watertight doors:
— motors and associated control and monitoring equipment:IP X7
— door position indicator:IP X8
— door closure warning device:IP X6
2) For the degrees of protection for measuring chamber of smoke detectors:IP 42
3) For the degrees of protection in the adjustcent area of direct spray of the FWBLAFFS:IP 44
4) For the degrees of protection for galleys and laundries:IP 44
5) For the degrees of protection for bathrooms and shower rooms in zone 0, 1, 2 see Sec.11 [3.2]
Lighting fittings
10.2 Protection against electric shock
10.2.1 Protection against direct contact
Protection against direct contact comprises all the measures taken to protect persons against the dangers arising from contact with the live parts of electrical facilities. Live parts are conductors and conductive parts of facilities which in normal operating condition are under voltage.
10.2.1.1 Electrical facilities shall be so designed that, when they are used properly, persons cannot touch or come dangerously close to live parts. For exceptions, see [10.2.1.2] and [10.2.1.3] .
10.2.1.2 In locked electrical service spaces, protection against direct contact is already maintained by the mode of installation. Insulated handrails are to be fitted near live parts.
10.2.1.3 In systems using safety extra-low voltage, protection against direct contact may be dispensed with.
10.2.2 Protection against indirect contact
Electrical facilities shall be made in such a way that persons are protected against dangerous contact voltages in the event of an insulation failure.
For this purpose, the construction of the facilities shall incorporate one of the following protective measures:
10.2.2.1 protective earthing, see [10.2.3].
10.2.2.2 protection by extra-low voltage, or
10.2.2.3 protection by electrical separation for supplying one consuming device only (voltage not exceeding
250 V), or
10.2.2.4 protective insulation (double insulation)
10.2.2.5 in cases where special precautions against electric shock become necessary (e.g. test switchboards), additional usage of residual current protective devices ≤ 30 mA (but not for essential equipment).
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10.2.3 Protective earthing
10.2.3.1 Touchable conductive parts of equipment which are normally not live, but which may present a dangerous contact voltage in the event of a fault, shall be connected (earthed) to the ship's hull.
Where such earthing is not effective by fastening or mounting, protective earthing conductors are to be used.
For the earthing of cable shielding, armouring and braids, see Sec.12
.
10.2.3.2 All connections to protective earthing conductors and earth shall be made with care via clean contact surfaces so that they are electrically conductive and vibration-proof, and has to be located at points where they are accessible and can easily be checked.
Connections of protective earthing conductors shall be protected against corrosion.
10.2.3.3 The protective conductors and earthing conductors shall be made of copper. If other materials are prescribed for reasons of electromagnetic compatibility (EMC), the separated protective conductor can be dispensed with, provided that the strips are of equivalent construction.
10.2.3.4 For the helicopter earthing rod, an earthing possibility shall be provided on the open deck.
The connection facility for the earthing rod shall be easily accessible. It shall be so constructed that a reliable and highly conductive connection to the earthing point is ensured. It shall be possible to connect and disconnect the earthing rod without tools.
In the event of high tensile forces, the connection is to be released without any damage to the earthing facility.
10.2.4 Protective earthing conductors
10.2.4.1 General requirements
The following points are to be noted with regard to the use of earthing conductors:
10.2.4.1.1 An additional cable or an additional wire with a green/yellow coded core shall be provided as an earthing conductor, or the connection cable shall contain a green/yellow coded core. Cable braids and armouring shall not be used as earthing conductors.
10.2.4.1.2 A conductor normally carrying current shall not be used simultaneously as an earthing conductor, nor may it be connected with the latter to the ship's hull. The green/yellow coded core shall not be used as a current-carrying conductor.
10.2.4.1.3 The cross-section of the earthing conductor shall at least conform to the values indicated in Table
11 .
10.2.4.1.4 Insulated mounted structures and aluminium structures installed on insulated mountings shall be connected to the ship's hull by special conductors at several points. The connections shall have a high electrical conductivity and shall be corrosion-resistant. The minimum cross-section is 50 mm
2
per conductor.
10.2.4.1.5 Machines and devices which are insulated mounted are to be earthed by flexible cables, wires or stranded copper straps.
10.2.4.1.6 The connection of the earthing conductor to the ship’s hull shall be located at a point where it can easily be checked. Connections of earthing conductors shall be protected against corrosion.
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Table 11 Cross-sections for earthing conductors
Crosssection of outer conductor
[mm
2
]
0.5 to 4
in insulated cables [mm
conductor
2
]
equal to cross- section of outer
Minimum cross-section of earthing conductor separately laid [mm
2
]
equal to cross- section of outer conductor but not less than 1.5
for stranded and 4 for solid earth conductor
flexible cables and wires [mm
equal to cross- section of outer conductor
> 4 to 16 equal to cross- section of outer conductor
> 16 to 35 16
> 35 to
< 120
≥ 120 equal to half the cross- section of outer conductor
70 equal to half the cross- section of outer conductor but not less than
4 equal to cross- section of outer conductor but not less than 16
70
2
]
10.2.5 Additional measures for protective earthing on ships with hulls of non-conductive materials
10.2.5.1 On these ships, a common protective earthing system shall be provided for all voltage systems.
It must be connected to the earthing terminal by at least two contact points. Lighting protection electrodes must be routed separately.
On ships with a non-metallic hull, an earthing plate fastened near the keel and on the outer shell in the ship's longitudinal direction shall be used as the earth electrode.
10.2.5.2 As a material for this earthing plate, the alloy Cu Sn 8 F 45 is recommended, with a thickness of
3 mm.
Its dimensions should not be less than the following minimum values:
Area 5 m
2
Width 250 mm
10.2.5.3 Along the whole length of the earthing plate, at spacings of about 2 m, slots with a width of 3 mm and a length of 130 mm shall be provided on the side facing away from the keel.
Guidance note:
Reduction of eddy currents is to be expected by these measures.
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10.2.5.4 If structures such as foundations, frames, bulkheads, girders, walls, etc. on these ships are electrically conductive, they are to be so connected with each other and with the earthing electrode that no dangerous difference in potential can arise between the above-mentioned structural components. Reference is also made to the Propulsion Plants Ch.2, Sec.1 [7.11] .
10.3 Explosion protection
Hazardous areas and areas potentially endangered by explosive material shall be marked as such at their access points.
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10.3.1 Hazardous areas
In hazardous areas, only the electrical equipment necessary for operation should be installed.
10.3.1.1 General
Hazardous areas are areas in which an explosive atmosphere in dangerous quantity (a dangerous explosive atmosphere) is liable to occur owing to local and operating conditions.
Hazardous areas are divided into zones depending on the probability that a dangerous explosive atmosphere may occur.
10.3.1.2 Subdivision into zones
Zone 0 comprises areas in which a dangerous explosive atmosphere is present either permanently or for long periods. Zone 1 comprises areas in which a dangerous explosive atmosphere is liable to occur occasionally.
Zone 2 comprises areas in which a dangerous explosive atmosphere is liable to occur only rarely, and then only for a brief period (extended hazardous areas).
10.3.2 Hazardous areas, zone 0
10.3.2.1 These areas include for instance the insides of tanks and piping containing a combustible liquid with a flash point ≤ 60°C, or flammable gases.
10.3.2.2 For electrical installations in these areas, the only permissible equipment that may be fitted is:
— intrinsically safe circuits Ex ia
— equipment specially approved for use in this zone by a recognized test organization
10.3.2.3 Cables for above mentioned equipment may be installed and shall be armoured or screened or run inside metal tubes.
10.3.3 Hazardous areas, zone 1
10.3.3.1 These areas include e.g.:
— paint rooms,
— storage battery rooms (see Sec.2
)
— acetylene and oxygen bottle rooms
— areas with machinery, tanks or piping for fuels with a flash point below 60 °C, or flammable gases
— ventilation ducts belonging to above mentioned areas
— Areas subject to explosion hazard also include tanks, vessels, heaters, pipelines, etc. for liquids or fuels with a flash point over 60°C, if these liquids are heated to a temperature higher than 10°C below their flash point.
— see also [10.3.5] to [10.3.11]
10.3.3.2 The following types of explosion-protected equipment are permissible:
— equipment, permitted for zone 0 see [10.2.2.2]
— intrinsically safe circuits Ex i
— flameproof enclosure Ex d
— pressurized Ex p
— increased safety Ex e
— special type of protection Ex s
— oil immersion Ex o
— encapsulation Ex m
— sand-filled Ex q
— hermetically enclosed echo-sounders
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10.3.3.3 Cables in hazardous areas zone 0 and 1
— shall be armoured or screened
— or
— run inside a metal tube
— for echo sounders and cathodic protection systems are to be installed in thick-walled steel pipes with gastight joints up to above the main deck
10.3.4 Extended hazardous areas, zone 2
10.3.4.1 These areas include e.g.:
— areas directly adjoining zone 1 lacking gas-tight separation from one another
— areas inside an airlock
— areas on open deck 1 m surrounding openings for natural ventilation or 3 m surrounding openings for forced ventilation for rooms
— closed helicopter hangars and closed stowage places for other vehicles containing fuel in their tanks with a flash point < 60°C
— see also [10.3.9] and [10.3.10]
— Enclosed areas with access to zone 1 areas may be considered as safe, if the access door is gas-tight and fitted with self-closing devices without holding back arrangements (watertight door may be considered as adequately gas-tight) and the area is ventilated from a safe area by an independent natural ventilation system (have overpressure ventilation with at least 6 changes of air per hour); or the adjacent area is naturally ventilated protected by airlocks
10.3.4.2 For equipment in these areas, protective measures shall be taken which, depending on the type and purpose of the facility, could comprise e.g.:
— use of explosion-protected facilities in accordance with [10.3.2] and [10.3.3]
— use of facilities with type Ex n protection
— use of facilities which in operation do not cause any sparks, and the surfaces of which that are accessible to the open air do not attain any unacceptable temperatures
— equipment with a degree of protection of IP 55 at least and whose surfaces do not attain any unacceptable temperatures
10.3.5 Electrical equipment in paint rooms and other spaces with a similar hazard potential
10.3.5.1 In these rooms (zone 1) and in ventilation ducts supplying and exhausting these areas, electrical equipment shall be of a certified safe type and comply at least with II B, T3.
Switches, protective devices and motor switchgear for electrical equipment in these areas must be of the allpole switching type and shall preferably be fitted in the safe area.
10.3.5.2 On the open deck within a radius of 1 m (zone 2) around natural ventilation openings (inlets and outlets) or within a radius of 3 m around forced-ventilation outlets (zone 2), the requirements of [10.3.4] shall be fulfilled. Care shall be taken to avoid exceeding temperature class T 3 or 200°C.
10.3.5.3 Enclosed areas with access to paint rooms may be counted as safe areas under the following conditions; if
— the access door to the room is gas-tight and fitted with self-closing devices and without arresting devices; a watertight door may be considered as being gas-tight
— the area is ventilated from a safe area by an independent natural ventilation system
— warning labels are fixed to the outside of the access door, drawing attention to the combustible liquids in this room.
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10.3.6 Electrical equipment in acetylene and oxygen bottle rooms
Electrical equipment in acetylene and oxygen bottle room shall be of certified safe type with explosion protection of IIC T2.
10.3.7 Electrical equipment in battery rooms
Electrical equipment in battery rooms shall be of certified safe type with explosion protection of IIC T1 at least.
Arrangements and further requirements, see Sec.2 [2]
10.3.8 Electrical equipment in fuel stores, flash point ≤ 60°C
Electrical equipment in fuel stores shall be of certified safe type with explosion protection of IIA T3 at least.
10.3.9 Explosion protection for ships for the carriage of motor vehicles
Regarding hazardous areas and approved electrical equipment on ships for the carriage of motor vehicles, see Sec.15
.
10.3.10 Explosion protection in pipe tunnels
All equipment and devices in pipe tunnels containing fuel lines or adjoining fuel tanks shall be permanently installed, irrespective of the flash point of the fuels. Where pipe tunnels directly adjoin tanks containing combustible liquids with a flash point below 60°C, or where pipes inside these tunnels convey combustible liquids with a flash point below 60°C, all the equipment and devices shall be certified as being explosionprotected in accordance with [10.3.3.2] (zone 1).
10.3.11 Areas potentially endangered by explosive materials
10.3.11.1 General requirements
In areas potentially endangered by explosive materials, only the electrical equipment necessary for operation should be installed.
Both normal and explosion-protected electrical equipment can be used when the surface temperature cannot exceed 120°C, irrespective of the ambient temperature.
10.3.11.2 Degree of protection
The degree of protection for electrical equipment shall not be less than IP 55. In intrinsically safe circuits of the type Ex i , equipment can have the degree of protection IP 22.
10.3.11.3 Scope of electrical equipment
— lamps with protective basket or impact-resistant cover
— switches and socket outlets shall only be installed outside the rooms. It shall be possible to protect switches against accidental actuation when in the “off” position
— branching boxes or distributing boxes as well as electric motors (e.g. for flood pumps, fans, ammunition transport and conveyor facilities)
— other electrical equipment, if absolutely necessary for operation
10.3.11.4 Cable installation
Only cables belonging to the equipment installed in these rooms should be installed there. All single cables and cable trays shall be protected suitably where they are exposed to the danger of mechanical damage.
Cables passing through the room are only permissible with special approval.
10.3.12 Permitted electrical equipment
10.3.12.1 Electrical equipment shall not be installed in hazardous areas zones 0, 1 and 2, unless it is necessary for ships operation or safety. All electrical equipment, necessary to install in hazardous areas zone
0 and 1 shall be either manufactured according to a recognised standard such as IEC 60079 and certified by an authority recognised by DNV GL or of a simple type belonging to an intrinsically safe circuit. Certificates
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for electrical equipment installed in zone 2 may be requested by DNV GL. Special conditions, mentioned in the certificates or in their instruction manuals have to be observed.
10.3.12.2 Where electrical equipment is liable to suffer damage due to characteristics of supply goods, measures shall be taken to protect such equipment.
10.3.13 Portable electrical equipment
Portable electrical equipment, important for aboard operation and used in hazardous areas or stipulated for such use by regulations shall be of a certified safe type.
10.3.14 Earthing/ equipotential bonding/ static electricity
10.3.14.1 All electrical equipment in hazardous areas shall be earthed regardless of the operating voltage.
10.3.14.2 To prevent static charges, all cargo tanks, processing plants, piping etc. shall be durably bonded by electrical conductors and/or connected to the hull, unless they are electrically connected to the hull by welds or bolting. Not permanently installed tanks, piping systems and equipment may be connected by bonding straps. Such straps shall be designed and located that they are protected against corrosion and mechanical damages. These connections shall be accessible for inspection and protected against mechanical damage and corrosion.
10.3.14.3 To prevent the accumulation of static electricity the discharge resistance has to be less than 1 MΩ.
10.3.15 Aerials / electromagnetic radiation
10.3.15.1 Aerials and their riggings shall be placed outside hazardous areas.
10.3.15.2 If aerials shall be placed in hazardous areas owing important reasons of ship construction or radio technology, the level of radiated power or field strength shall be limited to safe values acceptable to the appropriate authority.
10.4 Lightning protection
10.4.1 General requirements
All conductive parts located on deck (masts, superstructures, etc.) shall be regarded as air-termination and lightning-discharge arrangements, and shall be suitably connected with each other and with the earth electrode.
Reference is made to IEC publication 60092-401.
10.4.2 Hull and mast of metal
If the hull and mast are electrically connected, the construction of a special lightning protection system is not required. In such a case all masts, superstructures, antennas etc. must be regarded as air terminations.
This includes stay cables leading from the mast to the deck, if they are not interrupted by isolators for EMC reasons.
10.4.3 Hull of non-conductive material, mast and superstructures of conductive material
In this case the conductive mast and superstructures serve as air-terminal and lightning-discharge arrangements.
If the mast passes right through the ship to the keel, or if it is connected to its support in an electrically conductive manner, then it shall be connected to the earthing plate by the shortest possible route.
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10.5 Electromagnetic compatibility
10.5.1
Electrical and electronic equipment shall not be impaired in its function by electromagnetic energy.
General measures shall include with equal importance:
10.5.1.1 decoupling of the transmission path between the source of interference and equipment prone to interference
10.5.1.2 reduction of the causes of interference sources
10.5.1.3 reduction of the susceptibility to interference
10.5.2
IEC publications 60533 and 60945 shall be observed for the bridge and the deck zone.
10.5.3
A reference for the required immunity to interference is provided by appliances and equipment components which have undergone a test to verify their immunity to electromagnetic interference in accordance with RU SHIP Pt.4 Ch.8
.
10.5.4
Further requirements, which in particular result from military sensors, weapons and tactical command systems, are to be stipulated in the building specification and are not subject of these Rules.
10.5.5
If Class Notation EMC is assigned, see also. Sec.12 [1.7] and Sec.12 [3.6]
10.6 Radiation hazard (RADHAZ)
10.6.1 General
The radio and radar equipment of a naval ship develops an electromagnetic frequency radiation environment which may cause hazards to
— personnel (significant internal heating occurs)
— ammunition and weapon systems embodying electro-explosive devices
— fuels, flammables
— safety critical electronic devices
The radiation will be created by the own ship, but can also be influenced by incoming aircraft or other ships operating nearby, e.g. during Replenishment at Sea (RAS) or in port.
An exposure level of electromagnetic radiation that personnel and equipment can withstand without RADHAZ risk (Permissible Exposure Level - PEL) is to be evaluated.
10.6.2 Procedures to ensure RADHAZ safety
Depending on the type and size of the installed equipment, the following measures to avoid hazards may be considered by the Naval Administration:
10.6.2.1 The required minimum safe distance if the radiation source and its antennas are in operation, is to be evaluated. This distance shall be shown by red lines on deck and/or superstructures and installation of warning signs, e.g. according to STANAG 1379.
Preferably the access to areas of the ship within to the minimum safe distance from the antennas should be blocked-off by movable railings, etc.
If passageways or working places have to be situated near to sources of radiation, such areas are to be shielded-off by suitable metal structures and walls.
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10.6.2.2 If work within the minimum safe distance has to be done for a limited time and the performance of the radiation source cannot be reduced, the working personnel is to be equipped with rubber or PVC gloves, protective clothing, etc.
10.6.2.3 During maintenance, etc. on radiating equipment the RADHAZ source shall be connected to a dummy load, which absorbs the power output of the source.
10.6.2.4 Only flammables with flashpoints above 60°C may be exposed to RADHAZ. Other flammables have to be located and transported in shielded, closed containers.
During fuelling, defueling of aircraft, vehicles or water craft no radar main beams and radiations from other directional aerials shall illuminate fuelling points and such operations have to be done outside the minimum safe distance.
10.6.2.5 A minimum separation distance between fixed shipboard transmitting antennas or aircraft structures and ammunition is to be maintained.
Within a RADHAZ area all ammunition shall be carried in completely enclosed metal containers (especially those items which have exposed wiring attached).
Other measures according to the type of ammunitions and safety critical electronic devices are to be defined by the Naval Administration.
10.6.2.6 At least for naval ships with considerable radio and radar equipment it is recommended to:
— summarize all necessary procedures to avoid hazards in a RADHAZ manual
— assign a RADHAZ Responsible Officer (RRO) within the crew
10.6.3 Further information
Only the fixed installed equipment and safety measures are subject to Classification by DNV GL, but further information may be gained from the following standards:
— STANAG 1379: NATO RADHAZ Warning Sign
— STANAG 1397: RADHAZ Classification of Munitions and Weapon Systems Embodying Electro-Explosive
Devices
— STANAG 2345: Evaluation and Control of Personnel Exposure to Radio Frequency Fields 3 kHz to 300 GHz
— NATO/PfP AECP-2 (B): NATO Naval Radio and Radar Radiation Hazards Manual. Recommendations to
ensure RADHAZ Safety
— DIN VDE 0848: Safety in electrical, magnetic and electromagnetic fields
Guidance note:
On request the location and arrangement of the different antennas of a naval ship may be investigated and optimized considering the ConOps of the ship.
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SECTION 2 INSTALLATION OF ELECTRICAL EQUIPMENT
1 Electrical power generation plants
1.1 Arrangement
1.1.1
Unless specified otherwise in the building specification, electrical power generation plants shall be arranged below the main deck, preferably in a particular auxiliary machinery room, e.g. with the space bounded by watertight main bulkheads.
Location forward of the collision bulkhead is not permissible.
1.1.2
The generating sets shall be grouped into at least two electrical power generation plants.
If only three generating sets are provided, they are also to be grouped into at least two electrical power generation plants. See also Sec.1 [1.3.1] and Sec.3 [2.2.1.2] .
1.1.3
The electrical power generation plants shall be separated from each other as far as possible.
1.1.4
If, in addition to separation in different spaces, further measures are taken to increase the combat survivability, e.g. strengthened bulkheads, smaller distances between the power plants may be approved.
1.1.5
The installation shall ensure faultless operation, even in heavy weather, particularly with regard to the supply of fresh air and the removal of exhaust air.
1.1.6
The aggregates shall be capable of being started, connected, disconnected and monitored from the switchboard of the electrical power generation plant.
1.2 Switchboards
The relevant switchboards shall be located as close as practicable to the generator sets, within the same machinery room and the same vertical and horizontal A 60 boundaries.
1.3 Generators driven by the main propulsion plant
1.3.1
Where generators are to be incorporated in the propeller shafting, the generators and their foundations are to be suitably designed to ensure satisfactory operation of the propulsion plants even in heavy seas, regardless of the loading condition of the ship.
1.3.2
In view of the special operating conditions, the generator air gap shall, if possible, not be less than 6 mm. In the event of damage to the generator, separation of the rotor from the stator shall be possible with the means available on board, e.g. by shifting the stator.
1.4 Emergency generators
If for Class Notation NSC (IV) an emergency generator is to be provided, the requirements defined in Sec.19
[2.4] are to be applied.
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2 Storage batteries
2.1 General
2.1.1
Typical storage batteries are lead-acid and nickel-cadmium batteries.
2.1.2
Further types of batteries, e.g. lithium-ion batteries, may be approved under consideration of the following points:
— resistance to short-circuits
— fuse elements at occurring short-circuits
— electrical monitoring elements
— fire risk/fire behaviour including consequences on adjacent cells or components
— special requirements for the installation location
— suitability of the used electrical components
— integration in the electrical plant including switch gears
— charging devices and battery management system
2.1.3
At the end of the supply period the voltage in the storage battery resp. in the consumers shall at least reach the values quoted in Sec.1 [6].
2.2 Installation
2.2.1
Storage batteries shall be installed in such a way that persons cannot be endangered and equipment cannot be damaged by exhausted gases or leaked-out electrolyte leakage.
Storage batteries for essential equipment and the associated power supply unit/battery charger and distribution switchboards are to be installed in the same watertight compartment.
2.2.2
Storage batteries shall be so installed as to ensure accessibility for the changing of cells, inspection, testing, topping-up and cleaning. Storage batteries shall not be installed in the accommodation area or in stores. An exception may be granted for gastight cells, such as those used in portable lighting, where charging does not result in the development of harmful gases.
2.2.3
Storage batteries shall not be installed in positions where they are exposed to excessively high or low temperatures, water spray, moist, dust, condensation or other factors liable to impair their serviceability or shorten their service life. The minimum degree of protection required is IP 12.
2.2.4
When installing storage batteries, attention is to be paid to the capacity of the associated chargers.
The charging power is to be calculated as the product of the maximum charger current and the rated voltage of the storage battery.
Depending on the operating mode, application and duty of the storage battery to be charged, and on the mode of the charging (charger characteristic), and by agreement with DNV GL, the calculation of the charging capacity need not be based on the maximum current. For the typical automatic IU- charging the calculation is stated under [2.3] .
2.2.5
Storage batteries are to be provided with overload and short-circuit protection nearby where they are installed. Exceptions are made for batteries for preheating and starting of internal combustion engines, but their cabling shall be made short-circuit proof.
2.2.6
Applied materials shall comply with Sec.1 [8] .
2.2.7
Storage batteries shall be prevented from sliding. The constraints shall not hinder ventilation.
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2.2.8
Storage batteries are subject to recycling.
2.3 Battery systems
A battery system is an interconnection of storage batteries wired in series, parallel or as a combination of both connections. These systems are installed in cabinets or battery rooms.
For comprehensive battery systems further measures have to be agreed with DNV GL.
2.3.1
Only storage batteries of same electro-chemical characteristics, type, brand and year of construction shall be connected to a battery system. The selected configuration of a battery system shall not be changed.
2.3.2
The maximum permitted voltage of a battery system is 1500 V DC.
2.3.3
Only authorised personal shall have access to locked cabinets or battery rooms. Safety measures are to be taken against electric shock.
2.3.4
Storage batteries shall withstand internal- and external short circuits. The level of expected short circuit current shall be considered for the DC network design and its switching and protection devices.
2.3.5
Disconnecting devices shall be provided to isolate all conductors of battery systems from circuits.
2.3.6
Battery systems for redundant installations shall not be installed in the same cabinet or battery room.
The requirements of redundancy shall be applied to the auxiliary systems and cooling systems as well.
2.3.7
Battery systems for emergency supply shall not be installed in the same cabinet or battery room as storage batteries for other consumers.
2.3.8
Battery systems shall be labelled. At access hatches or other openings to cabinets or battery rooms instructions to personnel safety shall be displayed.
2.3.9 Heating and cooling
2.3.9.1 No additional heat sources shall be installed in spaces of storage batteries. Cabinets or battery rooms shall be equipped with controlled heating systems, if applicable.
2.3.9.2 Redundant cooling or ventilation systems shall be provided including monitoring and alarm in case of abnormal operation.
2.3.9.3 Preferably air- or liquid flow monitoring devices shall be provided. Differential pressure indicators are not recommended.
2.3.10 Protection
2.3.10.1 A ground fault detection system shall be provided for the DC network.
2.3.10.2 Management-, monitoring- and protection systems shall be provided. These systems are subject to
DNV GL type approval and shall include the following functions at least:
— control and monitoring during charging, discharging and operation
— protection against overcharging, discharging and against deep discharge
2.3.10.3 An independent temperature monitoring system shall be provided. This monitoring shall give an alarm if temperature difference between the interior of cabinets or battery rooms and the environment is too large.
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2.3.10.4 A documentation shall be submitted to verify safe operation of the battery system including personal protection.
2.3.11 Installation and maintenance
2.3.11.1 The manufacturer instructions regarding installation, maintenance, operation and cooling of the battery system are to be observed.
2.3.11.2 Positive (+) and negative (-) wiring shall have equal wire length.
2.3.11.3 It is recommended to check periodically cable connections and to use e.g. an infrared (IR) camera to detect hot spots in the battery system if any.
2.4 Equipment in cabinets and battery rooms
2.4.1
During charging, discharging or internal failures storage batteries could generate and release explosive gases.
2.4.2
In battery rooms only explosion-protected lamps, switches, fan motors and space-heating appliances shall be installed. The following minimum requirements shall be observed:
— explosion group II C
— temperature class T 1
Other electrical equipment is permitted only with special approval of DNV GL.
2.4.3
Where leakage is possible, the inner walls of battery rooms, boxes and cabinets, including all supports, troughs, containers and racks, shall be protected against the injurious effects of the electrolyte.
2.4.4
Other electrical equipment shall be installed in cabinets or battery rooms only when it is unavoidable for operational reasons.
2.4.5
In case of gastight batteries, such as NiCd-, NiMH- or Li-batteries, alternative measures have to be agreed with DNV GL.
2.5 Ventilation of spaces containing batteries
2.5.1 General requirements
All battery installations, except for gastight batteries, in rooms, cabinets and containers shall be constructed and ventilated in such a way as to prevent the accumulation of ignitable gas mixtures.
Gastight NiCd-, NiMH- or Li-batteries need not be ventilated.
2.5.2 Batteries installed in switchboards with charging power up to 0.2 kW
Lead batteries with a charging power up to 0.2 kW may be installed in switchboards without separation to switchgear and without any additional ventilation, if: a) the batteries are valve regulated (VRLA), provided with solid electrolyte b) the battery cases are not closed completely (IP 2X is suitable) c) the charger is regulated automatically by an IU-controller with a maximum continuous charging voltage of 2.3 V/cell and rated power of the charger is limited to 0.2 kW
2.5.3 Ventilated spaces with battery charging power up to 2 kW
Batteries may be installed in ventilated cabinets and containers arranged in ventilated spaces.
The unenclosed installation (IP 12) in well ventilated positions in machinery spaces is permitted.
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Otherwise batteries shall be installed in ventilated battery cabinets or containers.
The charging power for automatic IU-charging shall be calculated as follows:
for Pb- batteries
for NiCd- batteries
P
= Charging power [W]
U
= Rated battery voltage [V]
I
= Charging current [A]
K
= Battery capacity [Ah]
The gassing voltage shall not be exceeded. If several battery sets would be used, the sum of charging power has to be calculated.
The free air volume in the room shall be calculated depending on battery size as follows:
V = 2.5·Q
Q = f·0.25·I·n
f f
V
= Free air volume in the room [m
3
Q n
= Air quantity [m
3
/h]
]
= Number of battery- cells in series connection
= 0.03 for lead batteries with solid electrolyte
= 0.11 for batteries with fluid electrolyte
If several battery sets would be installed in one room, the sum of air quantity shall be calculated.
Where the room volume or the ventilation is not sufficient, enclosed battery cabinets or containers with natural ventilation into suitable rooms or areas shall be used.
The air ducts for natural ventilation shall have a cross-section as follows, assuming an air speed of 0.5 m/s:
A = 5.6·Q
A
= Cross-section [cm
2
]
The required minimum cross-sections of ventilation ducts are shown in Table 1 .
Small air ducts and dimensions of air inlet and outlet openings shall be calculated based on lower air speed.
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Table 1 Cross-sections of ventilation ducts
Calculation based on battery charging power (automatic IU- charging)
Cross-section [cm
2
]
Battery charging power [W]
Lead battery solid electrolyte VRLA
Lead battery fluid electrolyte Nickel- Cadmium battery
< 500
500 < 1000
1000 < 1500
1500 < 2000
2000 < 3000
> 3000
40
60
80
80
80
60
80
120
160
240
Forced ventilation
80
120
180
240 forced ventilation
2.5.4 Ventilated rooms with battery charging power more than 2 kW
Batteries exceeding charging power of 2 kW shall be installed in closed cabinets, containers or battery rooms forced ventilated to open deck area. Lead batteries up to 3 kW may be ventilated by natural means.
Battery rooms shall be arranged according to [2.3] .
2.5.5 Ventilation requirements
Ventilation inlet and outlet openings shall be so arranged to ensure that fresh air flows over the surface of the storage battery.
The air inlet openings shall be arranged below and air outlet openings shall be arranged above.
If batteries are installed in several floors, the free distance between them shall be at least 50 mm.
Devices which obstruct the free passage of air, e.g. fire dampers and safety screens, shall not be mounted in the ventilation inlet and outlet ducts of battery rooms.
Air ducts for natural ventilation shall lead to the open deck directly.
Openings shall be at least 0.9 m above the cupboard/ boxes. The inclination of air ducts shall not exceed 45° from vertical.
Battery room ventilators are to be fitted with a means of closing whenever:
— The battery room does not open directly onto an exposed deck, or
— The ventilation opening for the battery room is required to be fitted with a closing device according to the Load Line Convention (i.e. the height of the opening does not extend to more than 4.5 m (14.8 feet) above the deck for position 1 or to more than 2.3 m (7.5 feet) above the deck in position 2), or
— The battery room is fitted with a fixed gas fire extinguishing system.
Where a battery room ventilator is fitted with a closing device, then a warning notice stating, for example
“This closing device is to be kept open and only closed in the event of fire or other emergency – EXPLOSIVE
GAS”, is to be provided at the closing device to mitigate the possibility of inadvertent closing.
2.5.6 Forced ventilation
If natural ventilation is not sufficient or required cross- sections of ducts according to Table 1 are too big, forced ventilation shall be provided.
The air quantity Q shall be calculated according to [2.5.3] .
The air speed shall not exceed 4 m/s.
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Where storage batteries are charged automatically, with automatic start of the fan at the beginning of the charging, arrangements shall be made for the ventilation to continue for at least 1 h after completion of charging.
Wherever possible, forced ventilation exhaust fans shall be used.
The fan motors shall be either certified safe type with a degree of protection IIC T1 and resistant to electrolyte or, preferably, located outside of the endangered area.
Fans are to be of non-sparking construction.
The ventilation systems shall be independent of the ventilation systems serving other rooms. Air ducts for forced ventilation shall be resistant to electrolyte and shall lead to the open deck.
2.6 Emergency storage batteries
The location in which storage batteries for the emergency power supply are installed shall fulfil the same conditions as required for the installation of the emergency generator, see Sec.19 [2.4] .
2.7 Batteries for starting of internal combustion engines
2.7.1
Batteries for the starting of internal combustion engines shall be installed near the engine.
2.7.2
For the rating of the batteries, see Ship Operation Installations and Auxiliary Systems Ch.5, Sec.6
.
2.8 Caution labels
The doors or the covers of battery rooms, cabinets or boxes shall be fitted with caution labels prohibiting the exposure of open flames and smoking in, or close to, these spaces.
2.9 Recording of the type, location and maintenance cycle of batteries
2.9.1
Where batteries are fitted for use for essential services a schedule of such batteries is to be compiled and maintained. The schedule, which is to be approved by DNV GL, is to include at least the following information regarding the battery(ies):
— type and manufacturer’s type designation
— voltage and ampere-hour rating
— location
— equipment and/or system(s) served
— maintenance/replacement cycle dates
— date(s) of last maintenance and/or replacement
— for replacement batteries in storage, the date of manufacture and shelf life
2
2.9.2
Procedures are to be put in place to ensure that where batteries are replaced that they are of an equivalent performance type.
2.9.3
Where vented
3
type batteries replace valve-regulated sealed types batteries are complied with.
4
types, it is to be ensured that there is adequate ventilation and that the DNV GL requirements relevant to the location and installation of vented
2
3
Shelf life is the duration of storage under specified conditions at the end of which a battery retains the ability to give a specific performance.
A vented battery is one in which the cells have a cover provided with an opening through which products of electrolysis and evaporation are allowed to escape freely from the cells to atmosphere.
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3 Power transformers
3.1
Transformers shall be installed at readily accessible and adequately ventilated places.
3.2
The location in which transformers and converters for the main electrical power supply are installed shall fulfil the same conditions as those applying to the installation of the electrical power generation plants, or these transformers shall be located in the watertight compartments which they supply.
3.3
The location of centrally arranged converters for the sub-networks shall fulfil the same conditions as those applying to the installation of the electrical power generation plants.
3.4
For medium-voltage transformers, see [6]
4 Electronics
4.1
Power electronic equipment and central units for information processing shall be installed in readily accessible and adequately ventilated spaces.
4.2
The heat generated in the unit shall be removed in a suitable manner. Where electronic equipment is installed in engine rooms or other spaces with enhanced danger of pollution, air filters shall be provided if necessary.
5 Low-voltage switchboards
Low voltage switchboards are designed for less or equal 1000 V AC or for 1500 V DC.
5.1 Switchboards of electrical power generation plants
5.1.1
The installation shall be performed with due consideration of the requirements concerning the necessary combat survivability, see also. [1.1] .
5.1.2
The main switchboards of electrical power generation plants (separately for each electrical power generation plant) should preferably be installed in a special switchboard compartment.
5.1.3
If installed on the floor above the bilge, the power station switchboards shall be completely closed from below.
4
A value-regulated battery is one in which cells are closed but have an arrangement (valve) which allows the escape of gas if the internal pressure exceeds a predetermined value.
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5.1.4
Pipework and air ducts shall be arranged so that the switchboard is not endangered in the event of leaks. If the installation of these pipes and ducts close to the switchboard is unavoidable, the pipes shall not have any flanged or screwed connections in this area. See also Sec.1 [9] and Ship Operation Installations and Auxiliary Systems Ch.5, Sec.8 [4.3] .
5.1.5
The heat generated in the switchboard shall be removed, see also. Sec.5 [3.2] .
5.1.6
The control passageway in front of the switchboards shall be at least 0.9 m wide. An ample view shall be provided for the operation of the board.
Where free-standing panels are required to be accessible from behind for operation and maintenance, a passageway at least 0.6 m wide shall be provided. The width may be reduced to 0.5 m at the positions of reinforcements and frames.
5.1.7
The floor in front of, and where necessary behind, power station switchboards with an operating voltage of more than 50 V is to be provided with an appropriately insulating covering, or insulating gratings or mats (according to IEC publication 61111) shall be in place.
5.1.8
The operational space behind open switchboards shall be constructed as a separate electrical service room. A label notifying this effect shall be fitted.
5.2 Emergency switchboards
5.2.1
If for Class Notation NSC (IV) an emergency generator is to be provided, the emergency switchboard shall be installed close to the emergency generator. For further requirements see Sec.19 [2.4] .
5.2.2
Where the emergency source of electrical power is a accumulator battery it shall not be installed in the same space as the emergency switchboard.
5.3 Main group switchboards
The requirements set out in [5.1.3] , [5.1.5] and [5.1.8] for switchboards of electrical power generation plants also apply to main group switchboards.
5.4 Group and sub-group switchboards
5.4.1
The arrangement of switchboard installations on the open deck is only permissible for switchgear that is absolutely necessary for local operation.
5.4.2
Cubicles and niches housing switchboards are to be made of incombustible material or be protected by a lining of metal or some other fireproof material.
The doors of cubicles and niches shall be provided with a name plate identifying the switchgear inside.
Adequate ventilation shall be ensured.
6 Medium-voltage equipment
Appliances for medium voltage are designed for the range greater 1 kV to 17.5 kV AC.
6.1 General
6.1.1
The degrees of protection stated in Sec.8 Table 3 are to be adhered.
6.1.2
Equipment should preferably be installed in enclosed electrical service rooms.
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6.1.2.1 Electrical equipment which only ensures the lowest required protection against contact according to in Sec.8 Table 3 shall be installed in a locked electrical operational compartment.
6.1.2.2 If the lowest required protection against contact according to in Sec.8 Table 3 is not ensured, the equipment shall be installed in rooms whose access doors shall be locked in such a way that they can only be opened after isolation and earthing of the supply circuits.
6.1.3
If during operation the protection against accidental arcing at the place of installation or in their vicinity is not ensured, the hazardous areas are to be blocked off by appropriate means and are to be marked with warning labels. The continuous stay of personal in the hazarded areas shall be avoided. Therefore control panels, devices for vocal communication, etc. may not be installed in this area.
6.1.4
The place of installation of switchgear without valid arc test shall be interlocked that access shall be given only when the equipment is isolated. Other components, for which an arc test is required, shall be considered accordingly.
6.2 Access doors to service rooms
The access doors to spaces in which medium-voltage equipment is installed shall be provided with caution labels in accordance with [6.6] .
6.3 Switchgear
6.3.1 Pressure release
6.3.1.1 If the gas pressure resulting from accidental arcs within the switchboard is to be vented via pressurerelease flaps, the installation space shall be as specified by the switchgear manufacturer and shall have an adequate volume. Suitable measures shall be taken to ensure that the overpressure occurring within the space is limited to physiologically acceptable limits. The overpressure shall be taken into account for the structural design of the room. It is recommended to lead the accidental-arc gases out of the place of operation by ducts of sufficient cross section.
Accidental arc gases shall be vented in a way, that the hazard of persons and equipment is minimised.
6.3.1.2 If the switchboard is designed so that the gas pressure caused by accidental arcs is also, or only, released downwards, the floor shall be constructed so that it can withstand this pressure. Care shall be taken to ensure that sufficient volumes of space are available below the floor for the expansion of the accidentalarc gases. Combustible materials and low-voltage cables are not admissible in the endangered area.
Guidance note:
Compartments subjected to arc gases, shall be equipped with sufficient exhaust ventilation, where necessary supplied from two different switchboards.
---e-n-d---of---g-u-i-d-a-n-c-e---n-o-t-e---
6.3.2 SF6 Switchgear
6.3.2.1 SF6 switchgear shall only be installed in spaces which are adequately ventilated. An exhaust fan shall be provided. It shall be ensured that SF6 is prevented from flowing down to lower spaces.
Guidance note:
It shall be taken into consideration that the gases escaping in the case of accidental arcing have toxic and corrosive effects.
---e-n-d---of---g-u-i-d-a-n-c-e---n-o-t-e---
6.3.2.2 The SF6 cylinders shall be stored in a separate space with its own venting arrangements. Measures shall be taken to ensure that, in the event of leakage, no gas can flow unnoticed into any lower spaces.
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6.3.3 Insulation of standing areas
6.3.3.1 For areas in front of switchboards, adequate insulation shall be provided.
6.3.3.2 This insulation shall be effected by an approved insulating matting (e.g. according to IEC publication
61111).
6.3.3.3 It shall be impossible to touch the front of the switchboard or other places of operation from outside of this insulating matting.
6.3.4 Auxiliaries for main switchboards
Auxiliaries necessary for the operation of the main switchboard have to be installed so that their function is only affected by fire or other incidents within the same compartment.
6.4 Liquid-cooled transformers
6.4.1
Liquid-cooled transformers shall be provided with a collecting arrangement which permits the proper disposal of the liquid.
6.4.2
A fire detector and a suitable fire-extinguishing system shall be installed in the vicinity of the transformer.
If a water spray system is provided as fire extinguishing system, it has to be ensured that the transformer is switched off before the water spray system is activated, or that the transformer is designed with the corresponding degree of protection.
6.5 Ship service transformers
Ship service transformers with a degree of protection lower than the minimum required degree of protection according to Sec.8 Table 3 shall be installed in separate compartments.
6.6 Safety equipment
At least the following safety equipment has to be provided for medium-voltage facilities:
— a voltage detector suitable for the rated voltage of the equipment
— a sufficient number of earthing cables according to IEC publication 61230, including insulated fitting tools
— an insulating matting (mat for repair/ maintenance)
— a sufficient number of warning labels bearing the words "Do not operate switch"
— safety instructions for gas insulated switch-boards
6.7 Marking
All parts of medium-voltage installations, including the cables and cable trays, shall be fitted with permanent warning labels drawing attention to the voltage level and the danger.
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SECTION 3 POWER SUPPLY INSTALLATIONS
1 Electrical power demand
1.1 General requirements
1.1.1
A power balance for the sources of electrical power has to be submitted to prove the sufficient ratings of units for the generating, storage and transformation of electrical energy for principal- and sub-networks.
1.1.2
Extreme environmental conditions relevant to the ship's area of operation, e.g. arctic or tropical conditions, shall also be taken into account.
1.1.3
In compiling the power balance, all installed electrical consumers are to be tabulated together with an indication of their power inputs.
1.1.4
For the various operating conditions, attention shall be given to the following:
1.1.4.1 The full power input of all consumers continuously required for operation, except for those consumers which remain on standby and are used only when a similar consumer fails.
1.1.4.2 The power input of all consumers used temporarily, multiplied by a diversity factor.
The consumers mentioned in [1.1.4.3] are excluded.
The diversity factor shall be applied only once during the calculation.
1.1.4.3 The full power input of consumers with a high power consumption relative to the main power supply, e.g. lateral thrusters.
1.1.4.4 Short-term peak loads caused, for example, by the automatic starting of large motors. For this, proof of reserve power is required.
1.2 Electrical power balance
The power demand is to be determined for the following operating conditions:
— combat (action stations)
— wartime cruising
— peacetime cruising
— in-port readiness
1.2.1 Combat
In this propulsion mode, all ship stations are in full combat readiness. The power required in this condition serves to determine the generator output, unless a higher power is demanded by the result of a special power balance.
1.2.2 Wartime cruising
This is a continuous propulsion mode with increased combat readiness, permitting a direct transition to
'action stations'. The power balance for this condition should permit a statement on the maximum power demand, inter alia, dependent on the aspects of economical operation and NBC measures.
1.2.3 Peacetime cruising
In this connection, the personnel- and material-related combat readiness of a ship is limited to the requirements of participating in ocean shipping. This is the propulsion mode with the lowest power demand.
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1.2.4 In-port readiness
This readiness condition means that the ship is tied up at the pier and gets its electrical power from the shore. The shore connection arrangements are to be designed for the power demand determined for this condition.
If a special port generator is provided, electric power may be produced by the ship itself, see [6] .
2 Main electrical power supply
2.1 Availability of the source of electrical power
2.1.1
Where the main source of electrical power is necessary for propulsion and steering of the ship and for its auxiliary system, the system shall be so arranged that the supply of the primary essential equipment will be maintained or immediately restored in the case of power loss of any one of the generators in service.
2.1.2
To meet the demand defined in [2.1.1] , at least the following measures are required:
2.1.2.1 Automatic load shedding of the non-essential and, where necessary, secondary essential equipment to protect the generators against overload.
2.1.2.2 Load-dependent automatic connection and disconnection of generators, compare the power management system, see Automation Ch.4, Sec.7 [5] .
The generators shall be capable of reciprocal operation. The output of each generator unit shall be so rated as to ensure automatic start-up of the primary essential equipment. Where necessary, equipment may be switched on in staggered formation.
2.1.2.3 The automatic starting and connecting of a generator and the primary essential equipment after black-out shall follow as quickly as possible, but within not more than 30 seconds. Where diesel engines with longer starting times are used, the starting and connecting times may be exceeded with special approval.
2.1.2.4 Where several generators are required to provide the ship's power supply in permanent parallel operation, the failure of already one of the units shall cause the immediate trip of non-essential equipment and, if necessary, the secondary essential equipment, where this is the only way to ensure that the remaining units can supply the primary essential equipment.
2.1.2.5 When the output of a electrical power generation plant fails, the main groups shall automatically be changed over to the remaining electrical power generation plant, see also Sec.4 [8.4] .
2.1.3
The arrangements of the ship's source of electrical power shall be such that operation in accordance with Sec.1 [1.3] can be maintained regardless of the speed and direction of rotation of the main propulsion machinery or shafting.
The use of generators driven by the main propulsion plant is subject to the requirements mentioned in item
[2.5] .
2.1.4
The ship machinery installations shall be so designed, that in the event of total failure of the electrical power supply, they can be brought to operation from this dead ship condition; compare also the definition of dead ship condition in Sec.1 [2].
The equipment to start from dead ship condition is defined in Ship Operation Installations and Auxiliary
Systems Ch.5, Sec.6 [1.4]
If the Class Notation NSC (IV) is assigned, alternatively an emergency generator may be used for such duties. The requirements for this solution are defined in Sec.19 [2.4]
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2.2 Supply of the various networks
2.2.1 Supply of principal networks
2.2.1.1 The size and number of generators is to be matched to the power management system in the various operating conditions.
2.2.1.2 As the generating power for the principal network, double the capacity calculated for the combat condition (without NBC measures) shall be installed, i.e. a power reserve of 100%. See also Sec.1 [1.3.1] and Sec.2 [1.1.2] .
The total capacity shall be provided by at least two independent generators for each electrical power generation plant.
2.2.1.3 If requested in the building specification, other configurations may also be permissible, e.g.
generating plants with three generators. In this case, at least 1½ times the highest power demand determined by the electrical power balance (including NBC measures) shall be installed as the generator power, i.e. a power reserve of at least 50%.
The power reserve has to be adequate for the supply of primary essential equipment, whereby the combat condition may be restricted.
2.2.1.4 Parallel operation of all generators shall be possible, unless otherwise stipulated in the building specification. It has to be ensured that the continuous light-load operation to be expected does not lie below the permissible value for the prime mover.
Other modes of parallel operation are to be agreed with DNV GL.
2.2.2 Supply of sub-networks
2.2.2.1 The capacity and power reserve of the converters, transformers etc. needed for the sub-networks depend on the type and scope of the sub-systems to be supplied. The power required shall be determined according to the operating conditions described in [1.2] .
2.2.2.2 If transformers, storage batteries with their charging equipment, static converters and suchlike are essential components of the electrical power supply, the required availability of this supply system shall remain guaranteed if any single unit fails.
The necessary redundancy can also be attained with the aid of equipment in other watertight compartments.
2.2.2.3 As far as possible, a decentralized supply of the sub-systems should be achieved.
2.2.3 Supply of DC sub-networks
2.2.3.1 The number of batteries to be provided depends on the type and size of the ship as well as the power demand of the consumers to be supplied, as determined by the electrical power balance. The system is to be designed so that the capacity required according to the power balance is provided by 80% of the rated battery capacity. The rated capacity of the battery for a discharging period of 5 hours shall be used.
2.2.3.2 On ships with one damage control zone, at least two supply units (battery, power supply and charging unit) shall be provided. For ships with two or more damage control zones, there shall be at least one supply unit per damage control zone. A unit shall only supply power to consumers of one damage control zone.
2.2.4 Supply of hospitals
Unless stipulated otherwise in the building specification for the sub-networks of hospitals, DIN/VDE 0100-Teil
710 respectively IEC 60364-7-710 shall be applied.
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2.3 Rating and control of alternating and three-phase current generators of the electrical power supply
2.3.1 NATO ships
For NATO ships, or if stipulated in the building specification, the NATO Standardization Agreement STANAG may be observed.
2.3.2 Apparent power
The apparent power of three-phase generators shall be such that no inadmissible voltage drops occur in the ship's mains due to the normal starting currents of motors. The start-up of the motor with the greatest starting current shall not give rise to a voltage drop causing other consumers to malfunction, see Sec.1 [6.1]
Where a number of generators operate in parallel, this condition shall continue to be met when the largest generator is not in operation.
2.3.3 Waveform
2.3.3.1 The waveform of the line-to-line no-load voltage shall be as close as possible to sinusoidal. The deviation from a sinusoidal fundamental shall at no time exceed 5 % relative to the peak value of the fundamental. The RMS values of the phase voltages shall not differ from each other by more than 0.5% under balanced load conditions.
2.3.4 Exciter equipment
Generators and their exciters shall be rated in such a way that:
2.3.4.1 the generator can be loaded for two minutes at 150% of its rated current with a power factor of 0.5
lagging (inductive) and still deliver approximately its rated voltage;
2.3.4.2 the equipment is short-circuit-proof even having regard to the time lag of the generator circuit breakers necessary to the selectivity of the system.
2.3.5 Regulating conditions
Under balanced load conditions, three-phase generators and their exciters are required to meet the following conditions.
2.3.5.1 Steady regulating conditions
With the generator running at rated speed, the voltage shall not deviate from the rated value by more than
± 2.5% from no-load up to the rated output and at the rated power factor after the transient reactions have ceased.
2.3.5.2 Transient regulating conditions
With the generator running at rated speed and rated voltage, the voltage shall neither fall below 85% nor exceed 120% of the rated value when symmetrical loads of specified current and power factor are suddenly applied or removed. The voltage must regain its rated value ± 3% in 1.5 seconds.
If no particular requirements are specified for the load changes, the above conditions shall be satisfied when the generator, running idle and excited to its rated voltage, is suddenly loaded to 60% of its rated current with a power factor of < 0.4 (lagging), and, after steady-state operation has been achieved, the load is suddenly switched off again.
2.3.5.3 Steady short-circuit current
With a terminal short circuit on three-phase short circuit between terminals, the steady short-circuit current shall not be less than three times the rated current, and shall not be greater than six times the rated current.
The generator and its exciter unit shall be capable of withstanding the steady short-circuit current for a period of two seconds without damage.
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2.3.6 Load sharing during parallel operation
Where generators of the same output are operated in parallel, the reactive load of each machine shall not differ from its proportionate share by more than 10% of its rated reactive power when the active load is shared equally.
In the case of generators running parallel with different ratings, the deviation from the proportionate share shall not exceed the lesser of the following values, assuming proportionately equal sharing of the active load:
2.3.6.1 10% of the rated reactive power of the largest machine.
2.3.6.2 25% of the rated reactive power of the smallest machine.
2.3.7 Direct current generators
Compound generators or shunt-wound generators with automatic voltage regulators are to be preferred for sets supplying ship's mains.
Technical details and limiting values shall be agreed with DNV GL.
2.4 Design and equipment of generator prime movers
2.4.1 General requirements
The design and mechanical equipment of generator prime movers shall be undertaken in accordance with the
Propulsion Plants Ch.2
.
2.4.2 Speed change equipment
Every diesel engine driving a ship's main generator must have speed change equipment which permits adequately rapid synchronization.
On ships with shaft driven generators the range of speeds of main generator and auxiliary diesel which can be set is to be so designed that even at the minimum operating speed acceptable for shaft driven generator operation, correct synchronisation of and entering by the auxiliary units is possible in all weather conditions.
2.4.3 Electrical starting equipment
Regarding electrical starting equipment, see Sec.7 [4.6] .
2.4.4 Speed governors
2.4.4.1 Regarding requirements for mechanical speed governors, see Propulsion Plants Ch.2, Sec.3
.
2.4.4.2 Regarding additional requirements for electronic/ electrical speed control, see Automation Ch.3
.
2.4.5 Load switching
2.4.5.1 Connection of load
If load switching is provided in two steps, it is to be realized as follows:
Immediately from 'no load' to 50%, followed by the remaining 50 % of the generator output while remaining within the permissible speed-change limits.
Load switching in more than two steps is permissible, provided that:
— the design of the ship's mains permits the operational application of such units
— load switching in several steps has been given appropriate consideration at the design stage of the ship's mains, and is approved during checks
— proof of unobjectionable functioning is provided in the course of the on-board tests. This is to include due consideration of the loading of the ship's mains under stepped switching-in of essential equipment following breakdown and reinstatement of the ship's mains.
— furthermore, safety of the ship's mains under parallel operation of the generators has been proved
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2.4.5.2 Regarding further requirements, see Propulsion Plants Ch.2, Sec.3 [6]
2.4.5.3 Load shedding
Load shedding of 100% of the generator's rated output has to be observed while adhering to the permissible speed changes.
2.4.6 Parallel operation
2.4.6.1 The speed characteristics of the prime movers shall be linear over the entire output range.
The governing characteristics of the prime movers of units of the same output operating in parallel shall ensure that, over the range from 20% to 100% of the total active power, the share of each machine does not deviate from its proportionate share by more than 15% of its rated active power.
2.4.6.2 Where the units are differently rated, the deviation from the proportionate share within the stated load range shall not exceed the lesser of the following values:
— 15% of the rated active power of the largest machine
— 25% of the rated active power of the smallest machine
2.4.7 Cyclic irregularity
The permissible cyclic irregularity is to be agreed between the manufacturers of the prime movers and the generators. The following points have to be ensured:
2.4.7.1 Faultless parallel operation of three-phase generators.
2.4.7.2 Load variations occurring regularly or irregularly shall not give rise to fluctuations in the active power output exceeding 10% of the rated output of the machine concerned.
2.5 Generators driven by the main propulsion plant (e.g. shaft-driven generators)
2.5.1
Generators driven by the main propulsion plant may be deemed to constitute part of the main electrical power supply in accordance with [2.1] provided they can be operated under all weather-, navigating and manoeuvring conditions, including stopped ship by supplying sufficient load. The operating conditions for frequency stated in Sec.1 [6.1] shall be fulfilled. Voltage and load sharing shall be in the limits acc. to [2.3.2] , [2.3.3] , [2.3.5.1] , [2.3.5.2] and [2.3.6] (only to be observed in case of parallel operation).
2.5.1.1 It is an essential requirement that, should any generator or its prime mover fail, the conditions stated in [2.1.2] shall be satisfied, and it shall also be possible to start the main propulsion plant in accordance with
[2.1.4] and [3.1.2].
2.5.1.2 Provision shall be made for decoupling generators not lying in the line of the propeller shaft.
2.5.1.3 The generators shall be protected in such a way that a short-circuit in the main busbars will not cause a damage in the generator system and a subsequent restoration of normal generator function will be possible.
2.5.2
Generators which are driven by the main propulsion plant but which fail to conform to the conditions stated in [2.5.1] are not considered to constitute part of the main electrical power supply, although they may be used as additional generators and on occasion maintain the entire power supply function provided the following conditions are met:
— Where main propulsion plants are not driven at constant speed, regulators should be fitted enabling the generator plant to deliver an adequate output over a speed range of the main engine from at least 75% to
100%.
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— Frequencies are to be kept within the limits stated in Sec.2 [6.1] For voltage and load sharing (only in case of parallel operation) furthermore the conditions stated in [2.3.2] , [2.3.5.1] , [2.3.5.2] and [ 2.3.6] are to be fulfilled.
— On ships with remote control of the main engine from the bridge, it is necessary to ensure that, when manoeuvres preventing the continued operation of the shaftdriven generator plant are initiated, the supply to essential equipment is maintained from the shaft-driven generator plant until the load has been shifted to a stand-by generator.
2.5.3
For the selectivity demands of the distribution system the short-circuit current shall be sufficient.
2.5.4
In case of frequency deviations exceeding 10 %, the generator is to be disconnected within 10-30 seconds.
3 Emergency electrical power supply
3.1 Emergency generators
If for Class Notation NSC (IV) an emergency generator is to be provided, the requirements defined in Sec.19
[2.4] are to be applied.
3.2 Emergency batteries
For emergency batteries see also Sec.2 [2.6] .
4 Transitional electrical power supply
4.1 General requirements
4.1.1
If the electrical power fails, the transitional power supply (uninterruptible power supply - UPS) shall automatically supply the consumers mentioned below.
4.1.2
This source of power shall be installed locally at the consumers or centralised for each watertight compartment. Further detailed requirements are defined in Sec.14 [5.4] .
4.2 UPS consumers
The transitional power supply (UPS) shall be capable of simultaneously supplying at least the following services with at least the defined duration:
4.2.1
Control and monitoring devices for primary essential equipment which needs UPS back-up for the continuity of safe function in case of failure of the main supply with a duration of at least 30 minutes.
4.2.2
Services with a duration of at least 3 hours:
4.2.2.1 General emergency alarm as per Sec.9 [4.1] .
4.2.2.2 Public address system as per Sec.9 [4.2] .
4.2.2.3 Fire detection and fire alarm system as per Sec.9 [4.3] .
4.2.2.4 Voyage data recorder (VDR) as per Sec.9 [4.7] .
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4.2.2.5 VHF radio installation
4.2.2.6 GPS receiver and gyro-compass.
4.2.3
For any other equipment and systems requiring uninterrupted transition of power the duration of power supply shall be at least 15 minutes.
4.2.4
Other, higher values for the transition duration may be defined in the building specification.
4.2.5
Permissible time for changeover of weapon systems and tactical command systems are to be specified by the maker or in the building specification.
5 Auxiliary power supply
5.1 General requirements
5.1.1
In the event of failure of the electrical power from the ship's mains, the auxiliary power supply may be an option to supply at least the mobile damage control equipment as well as fixed units for flood ejection, insofar as the latter are not installed in the compartments located between the electrical power generation plants.
5.1.2
Depending on the size of the ship, on the spatial separation between the electrical power generation plants and on measures taken to increase combat survivability, the supply will be taken from the remaining source of electrical power.
5.2 Connecting cables
5.2.1
The auxiliary power supply of a permanently installed emergency consumer is routed via a supply socket, flexible cables, permanently installed plug-and-socket connections (bulkhead penetrations), if applicable, and the consumer plugs assigned to the emergency consumer (appliance plug). The appliance plug is connected via a permanently installed cable to a contactor cabinet, which shall be mounted near to the associated emergency consumer.
5.2.2
The auxiliary power supply of a mobile emergency consumer is routed directly or via flexible cables and, if applicable, permanently installed plug-and-socket connections from a supply socket.
5.2.3
Flexible connecting cables shall be fitted with plug-and-socket connections and given adequate support in the area of the supply sockets.
5.3 Contactor cabinets
In the contactor cabinets, change-over arrangements shall be installed for switching between the main power supply and the auxiliary power supply. For emergency consumers which are operated in the flooded condition, the switch-over has to occur automatically or be remote-controlled from the location of the corresponding appliance plug. The other emergency consumers are switched over manually at the contactor cabinet.
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6 Operation of a port generator
6.1 General
The port generator may be used during lay time in the harbour for the main power supply, provided the requirements mentioned in the following are complied with.
6.2 Requirements
6.2.1
The location where the port generator set and the relevant switchboard are installed shall be covered by means of a fire detections system similar to those required for unattended main and auxiliary machinery spaces, see Sec.9 [4.3.5] .
6.2.2
The prime mover shall be designed for continuous operation and the gen set shall be directly connected to a main switchboard or a special port generator switchboard. For port service it shall normally be blocked against simultaneous operation with other generator sets. Otherwise the gen set has to be equipped for parallel operation with the main gen sets.
6.2.3
The prime mover and the generator shall be provided with monitoring, protective and safety devices as required for auxiliary engines and main generators intended for unattended operation, e.g. stop at lubrication oil pressure too low. Also the other requirements defined in these Rules for generator sets have to be fulfilled, as far as applicable.
6.2.4
It is recommended that the prime mover shall be equipped with switch-over filters (2 or more filter chambers, e.g. Duplex-filter) for fuel oil and lubrication oil which enable cleaning during operation.
6.2.5
The fuel oil supply tank to the port diesel generator set shall be provided with a low level alarm arranged at a level of fuel sufficient for a defined remaining duration of operation.
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SECTION 4 INSTALLATION PROTECTION AND POWER
DISTRIBUTION
1 Three-phase main generators
1.1 General
The main generators supply the relevant power plant switchboard, either individually or in parallel.
1.1.1 Single operation
Single operation means that each generator supplies its own switchboard at the electrical power generation plant and also, when an interconnection feeder is activated, another electrical power generation plant switchboard.
1.1.2 Parallel operation
In parallel operation, the generators supply their own electrical power generation plant switchboards and also, when an interconnection feeder is activated, the other electrical power generation plant switchboard.
Parallel operation has to be possible both within an electrical power generation plant and, when the interconnection feeder is activated, reciprocally with another electrical power generation plant.
1.2 Protection equipment
1.2.1 General requirements
1.2.1.1 Generators shall be at least protected against damage due to short-circuits and overloads.
1.2.1.2 Protection equipment for generators shall be arranged within the switchgear field of the generator to be protected and supplied from the generator side.
1.2.1.3 Short-circuit protection and overload protection equipment shall be provided in every non-earthed conductor.
1.2.2 Short-circuit protection
1.2.2.1 The short-circuit protection shall be set to an over-current of more than 50 %, but to a value less than the steady short-circuit current (preferably 2.8 x In). It shall have a short time delay compatible with the selectivity of the system (from 300 up to about 500 ms).
1.2.2.2 The short-circuit protection is not to be disabled by under-voltage.
1.2.2.3 Generators with a rated output of 1500 kVA or more shall be equipped with a suitable protective device which, in the event of a short-circuit inside the generator or in the cable between generator and circuit breaker, opens the breaker and de-energizes the generator.
Examples of suitable protective equipment are differential protection or generator/ neutral-point monitoring.
1.2.3 Overload protection
1.2.3.1 The overload protection, which is to be set to a value between 10% and 50% over-current, shall trip the generator circuit breaker with a time delay of not more than 2 minutes. A setting above 50% over-current may be allowed, where this is required by the working conditions and is compatible with the generator characteristics. The overload protection shall not impair immediate reconnection of the generator.
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1.2.3.2 A device shall be installed which, when the generator's rated current is exceeded, causes a warning signal after about 5 s and, if the overload persists, automatically disconnects the non-essential and, if necessary, the secondary essential equipment.
1.2.4 Reverse-power protection
1.2.4.1 Generators from 50 kVA output upwards that are provided for parallel operation shall be protected by a delayed reverse-power release.
1.2.4.2 The protection shall be selected and set in accordance with the characteristics of the prime mover.
The guidance values for the setting are: for turbo-generators 2% to 6%, for diesel generators 8% to 15% of the rated output, delayed from 2 to 5 seconds. The setting should, if possible, be at 50% of the tractive power of the prime mover. Should the operating voltages decrease to 50% of the rated value, the reversepower protection shall remain effective within the limits stated.
1.2.5 Under-voltage protection
Generator circuit breakers shall be provided with under-voltage protection. In the event of a decrease of the voltage to 70% - 35% of the rated voltage, the generator circuit breaker shall open automatically. Undervoltage releases shall have a short-time delay adapted to the short-circuit protection.
1.2.6 Over-voltage protection
The ship's mains shall be protected against over-voltage. The voltage shall be limited to 130% U
5 s, even in the case of failure of the voltage regulators. For U
N
see Sec.1 [2.34] .
N
and max.
1.2.7 Under-frequency protection
1.2.7.1 In the event of a continuous frequency drop of more than 10 %, the non-essential and, where necessary, the secondary essential equipment shall be shed within 5 to 10 s. If this fails to establish the normal operating condition, the supplying generators shall be disconnected from the power supply so that the stand-by unit can cut in.
1.2.7.2 For shaft driven generator plants protection shall be provided in accordance with Sec.3 [2.5] for disconnecting the generators in the event of under frequency.
1.2.8 Testing
Generator protection devices are subject to mandatory type tests.
1.3 Switchgear
1.3.1 General
1.3.1.1 Each non-earthed conductor shall be switched and shall be protected against short-circuit and overload.
1.3.1.2 When tripped due to over-current, generator circuit breakers shall be ready for immediate reconnection. The use of thermal bi-metallic release for generators used to supply essential consumers is not permitted.
1.3.1.3 Generator circuit breakers are to be provided with a reclosing inhibitor which prevents automatic reclosure after tripping due to a short-circuit.
1.3.1.4 In the design of the contactor to supply primary essential consumers the low voltage switching devices shall be dimensioned in accordance with IEC publication 60947-4-1 “type 2”.
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1.3.1.5 Is the personnel safety ensured and the selective protection of the electrical system by devices in series guaranteed, in this case the low voltage switching devices for supplying secondary essential and less important consumers could be dimensioned in accordance with IEC publication 60947-4-4 “type 1”.
1.3.2 Single operation
The following devices shall be provided:
1.3.2.1 A three-pole circuit breaker with time-delayed over-current release and short-time-delayed shortcircuit release.
1.3.2.2 For generators with a rated output below 50 kVA, fuses and load switches or fuses with contactors are also permitted.
All generator contactors that may be used shall be provided with a dropout delay (up to approx. 500 ms) and shall be rated for double the generator current.
1.3.3 Parallel operation
The following devices shall be provided:
1.3.3.1 For each generator, a three-pole circuit breaker with delayed over-current release and with shorttime-delayed short-circuit and under-voltage release.
1.3.3.2 In the case of generators intended for parallel operation, the generator circuit breaker shall be provided with under-voltage protection which prevents closing of the switch if the generator is dead.
1.3.3.3 A single fault in the synchronization circuit or in the black-out monitoring shall not lead to any asynchronous connection.
1.4 Synchronizing equipment
Generators intended for parallel operation shall be equipped with a synchronizer in accordance with [1.4.1] and [1.4.2].
1.4.1 Equipment to prevent faulty synchronizations
Generators intended for parallel operation shall be provided with automatic synchronizing equipment. Instead of automatic equipment, manual synchronizing equipment combined with a check synchronizer may be provided. The conditions of Sec.14 [6] shall be complied with in order to prevent faulty synchronization.
1.4.2 Manual synchronization
Manual synchronization, e.g. by a synchronizing lamp using the dark method installed within sight of the generator-switch actuating position, shall be possible if the appliances listed in [1.4.1] fail.
2 Direct current generators
2.1 Single operation
The following devices shall be provided:
2.1.1
For each generator, a circuit breaker which simultaneously switches all non-earthed poles, with a delayed over-current release and a short-time-delayed short-circuit release, or a fuse in each non-earthed pole and a spring-operated load-switch with sufficient breaking capacity.
2.1.2
Circuit breakers shall always be used for generators with outputs of 50 kW and over.
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2.2 Parallel operation
The following facilities shall be provided:
2.2.1
For each generator, a circuit breaker which simultaneously switches all non-earthed poles, with a delayed over-current release and a short-time-delayed short-circuit release, together with a reverse-current protection and short-time-delayed under-voltage protection.
2.2.2
For compound generators, the switch shall contain a switching element for the equipotential line which, when switching-on, closes simultaneously or earlier and, when switching-off, opens simultaneously or later, and is rated for at least half the rated current.
2.2.3
A polarity-reversing facility for each generator.
3 Power transformers
3.1
Transformers intended for parallel operation shall be so designed that over the whole load range the load on no transformer deviates by more than 10% of its nominal current from the percentage share calculated for it over the whole load range.
3.2
Transformers shall be protected against short-circuit and overload.
3.3
Transformers shall be switchable on the primary side.
In installations where feedback is possible, transformers shall be switchable at both the primary and secondary side.
4 Storage batteries
Storage batteries shall be provided with overload and short-circuit protection near where the batteries are installed. Exceptions are made for batteries for the preheating and starting of internal combustion engines, but their cabling shall be made short-circuit proof.
5 Power electronics
Power electronics facilities shall be protected against overload and short-circuits.
6 Shore connection external supply
6.1 General requirements
6.1.1
If a ship is equipped with terminal boxes for shore connection which permit the importing of power from the shore or other ships and, if stipulated in the building specification, the exporting of power to other ships.
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6.1.2
Terminal boxes for shore supply shall be linked to the ship's system by means of permanently laid cables.
6.1.3
As the utility connectors, plug-and-socket connections should be used on board, with the exception of the earthing conductor, if applicable.
6.2 Equipment for supply on board
6.2.1
The terminal box shall be arranged at protected position at or above the main deck.
The power demand for the shore connection is determined by the electrical power balance for the operating condition "In-port readiness". Through suitable design measures, it is to be ensured that an interconnection of different shore supplies through the ship's mains is reliably prevented.
6.2.2
Each shore connection shall be given its own protection against overload and short-circuit in the switchboard of the electrical power generation plant.
6.2.3
If more than one connecting cable is provided for the shore connection, the individual plug-andsocket connections shall be electrically interlocked with the corresponding shore connection switch in the electrical power generation plant, i.e. it shall only be possible to actuate the shore connection switch when all connections have been made. The shore connection switch shall trip when one of the connections is broken.
Guidance note:
The shore connecting cable may be stored on board of the ship or at shore basis station.
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6.2.4
Switching-on of the shore supply shall only be possible if the switches of the main generators have been shut-off. Short-term parallel operation of the ship's mains and the shore mains for load transfer is permissible.
6.2.5
In the switchboards of the electrical power generation plant, the following monitoring instruments are to be provided for each shore connection that is routed to the busbar:
— voltmeter
— ammeter with switch for changing the phase
6.2.6
The shore connection box shall be protected at least against short-circuit.
6.2.7
All equipment operated from the shore connection shall be so constructed as to ensure trouble free operation for the various protection measures, including the possible earthing systems. The voltage fluctuations which may arise through malfunctions in the electrical equipment shall not lead to any damage.
6.2.8
Facilities shall be provided to compare the polarity (in case of direct current) and the phase sequence
(in case of three phase alternating current) of the shore supply with those of the ship’s mains.
6.3 Design of the shore connection boxes
6.3.1
The terminal boxes for shore connections should be fitted with indicating lamps for monitoring the voltage and phase sequence. A brief operating manual is to be affixed permanently to the front of the boxes.
6.3.2
All individual connectors and sockets are to be labelled with unique designations indicating the phase or the polarity.
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6.3.3
If necessary, the earthing conductor can be connected outside the shore connection box. For this purpose, a screw terminal which can be used without tools shall be provided on the hull in the direct vicinity of the box.
In the case of hulls made of non-ferrous materials, an electrically conductive connection of the prescribed cross section shall be made between the screw terminal and the protective conductor system of the ship.
6.3.4
The following details shall be indicated on a plate fitted to the shore connection box: voltage system and rated voltage, and the frequency in the case of alternating current.
7 Consumer protection equipment
7.1 General requirements
7.1.1
Protective equipment shall be so selected and coordinated with the generator protection that in the event of a short-circuit the selectivity is safeguarded. If necessary, evidence is to be proved.
7.1.2
Every non-earthed conductor in a distribution circuit shall be protected against overload and short circuit.
7.1.3
Where the three-phase system is isolated from the hull, it is permissible to realize the over-current protection in only two conductors, provided that the disconnection of all phases is safeguarded.
7.2 Final supply circuits
7.2.1 Circuit breakers with motor protection switches
For a final circuit supplying one consumer with its own overload protection, it is permissible to provide shortcircuit protection only at the input point. In this case, fuses two ratings higher than those permissible for rated operation of the consumer may be used for continuous duty.
In the case of short-time and intermittent operation, the rated current of the fuses shall not be greater than
160% of the rated current of the consumer. The associated switches shall be selected in accordance with the fuse current ratings.
7.2.2
Where circuit breakers are used, the short-circuit cut-out may be adjusted to a maximum of 15 times the rated current of the consumer, though not higher than the anticipated minimum value of the initial shortcircuit alternating current in the circuit concerned. For steering gear equipment circuits, see Sec.7 [1] .
7.2.3
Circuit breakers and motor protection switches with insufficient switching capacity shall be fitted with the back-up fuses specified by the manufacturer. Automatic circuit breakers without a selectively graded breaking delay may not be connected in series in a single line.
7.2.4
Final supply circuits for lighting shall not be fused above 16 A.
Regarding the number of lighting fixtures connected to a circuit, see Sec.11 [2.9] .
8 Power distribution
8.1 General requirements
8.1.1
Regarding permissible supply systems, see Sec.1 [6] .
8.1.2
Mains configurations other than those described below are permissible if at least the same safety of supply is guaranteed for the consumers.
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8.2 Electrical power generation plant/ interconnection feeders
8.2.1
The generators and the shore connections belonging to a electrical power generation plant feed the busbars of the corresponding electrical power generation plant switchboard directly via circuit breakers. If the busbars are supplied by several generators, the busbars shall be divisible at a point located between the feed points, see Sec.5 [3.2.2] .
8.2.2
In the case of two electrical power generation plants, they shall be linked by an interconnection feeder which is to be designed for half the power of one electrical power generation plant. If, however, the electrical power generation plants differ with regard to equipment and output, the interconnection feeder shall be rated for at least the output of one generator. The interconnection feeders shall be connected by means of circuit breakers in each switchboard of the electrical power generation plant.
8.3 Supply of the consumers
8.3.1
The consumers are supplied either directly from the switchboards of the electrical power generation plant or via main groups, groups or sub-groups, see Figure 1 .
8.3.1.1 Main groups
Main groups shall always be supplied from two electrical power generation plant switchboards or transformers, converters, etc., via a change-over arrangement.
Primary and secondary essential equipment, as well as non-essential equipment, may be connected to the main groups.
8.3.1.2 Groups
Groups can be supplied directly from an electrical power generation plant switchboard or through a main group.
Secondary essential equipment and non-essential equipment may connected to the groups.
8.3.1.3 Sub-groups
Sub-groups are to be supplied from a group and may be supplied from a main group or from a group.
Only non-essential equipment are connected to the sub-groups.
8.4 Change-over arrangements
8.4.1
For the design of the change-over arrangements (in principal networks, sub-networks, etc.), due consideration shall be given to the network structure and operational conditions of the connected consumers and equipment. In order that the de-energized periods occurring during the change-over do not lead to malfunctions, it is necessary that maximum permissible switching times be observed.
8.4.2
It has to be ensured that parallel operation of the electrical power generation plant switchboards via the main groups is prevented.
An uninterrupted change-over with the interconnection feeder closed between the switchboards of the electrical power generating plants can be approved if the change-over arrangement of the main group switches off immediately after the change-over has taken place.
8.4.3
For the automatic change-over of main groups, see Sec.3 [2.1.2.5].
If the change-over of main groups leads to malfunctions in sensitive primary essential equipment (e.g.
weapon control and fire control systems), adequate back-up for the power feeding, e.g. by transitional electrical power (UPS), shall be provided.
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8.5 Load balancing in three-phase systems
Where, in three-phase systems, AC consumers are connected between outer conductors, the consumers shall be distributed in such a way that, under combat conditions, the loads on the individual outer conductors should not differ from each other by more than 15% of rated current of source.
8.6 Essential supply cables
8.6.1
Primary essential equipment shall be supplied directly from one of the main groups or via two electrical power generation plant switchboards.
8.6.2
Primary and secondary essential equipment for the same function (e.g. main and stand-by lubricating oil pumps) shall be fed via two separate cables from the electrical power generation plant switch-boards or from the main group(s) or group(s).
8.7 Supply of lighting systems
For supply of lighting systems see Sec.11 [2] .
8.8 Navigation, signal and navy-specific lights
8.8.1
The navigation lights as well as the navy-specific signal lights (e.g. towing lights, wake lights, pulsed lights) shall be supplied by a switchboard reserved solely for this purpose.
8.8.2
On ships with two electrical power generation plants, this switchboard shall be given two incoming feeders from different main groups or from groups of different electrical power generation plants.
In exceptional cases if ships have only one electrical power generation plant, this switchboard shall be given one incoming feeder from the main source of electrical power and one from an emergency source of electrical power, compare Sec.19 [2.4] .
An automatic switch over to the alternative source of power is permitted and to be alarmed.
8.8.3
The masthead, side and stern lights shall each be supplied separately from the navigation lights panel; each circuit shall be protected against overload and short-circuit. The individual main and reserve lights of the same type may have separate circuits in a common cable.
The masthead light(s), sidelights and stern lights shall be duplicated or be fitted with duplicate lamps.
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Figure 1 Example for the supply of equipment from switchboards of two electrical power generation plants
8.8.4
An navigation lights controller should facilitate ON/OFF controls of individual navigation lights.
8.8.5
An navigation lights controller should provide visual indications of “ON”/”OFF” status of navigation lights.
8.8.6
Pre-programmed navigation lights group settings may be provided.
8.8.7
The navigation lights controller shall be provided with a device for each light which gives optical and acoustical alarm if the light disappears.
Where the monitoring device is connected in series with the navigation light, it shall be ensured that a failure of the device does not cause the navigation light to disappear.
8.8.8
The navigation lights may be fitted with a range adjustment device for common and continuous range reduction from 100% to 5%.
8.8.9
An navigation lights controller shall present the status of all navigation lights in a logical presentation, meeting the requirements set out in IMO Resolution MSC.191(79).
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8.8.10
All indicators of an navigation lights controller shall be dimmable. The brightness of a display, if fitted, shall be controllable.
8.8.11
To prevent shortage of luminous intensity of LEDs (Light Emitting Diodes) an alarm function should be activated to notify the Officer of the Watch that the luminous intensity of the light reduces below the level required by COLREGs or LEDs shall only be used within the lifespan (practical term of validity) specified by the manufacturer to maintain the necessary luminous intensity of LEDs. The specifications in the certificate of conformity for navigation lights are to be observed.
8.8.12
Where navigation lights are supplied from the main source of electrical power, the voltages at the lamp-holders shall not permanently deviate by more than 5% above or below the rated voltage.
Where, in the event of a failure of the main electric power, navigation lights are supplied from an emergency source of electrical power (see [8.8.2] ), the voltages at the lamp-holders may temporarily deviate by up to
10% above or below the rated voltage.
8.9 Control, monitoring and ship's safety systems
The supply of control, monitoring and ship's safety systems shall comply with the following requirements, see additionally Sec.9
:
8.9.1
These systems shall be supplied by their own circuits. Provision shall be made for the selective disconnection of the separate circuits in case of a short circuit.
8.9.2
A common distribution network with an uninterruptible source of power may be used to supply systems which are required to remain operative even if the other sources of electrical power fail. For this network, there shall be two supply possibilities from different electrical power generation plant switch-boards or main groups.
If the network is of the battery back-up type, the following shall be provided:
8.9.2.1 a power supply unit with a capacity sufficient for all the connected consumers together with a charger which, acting in buffer operation with the back-up battery, is capable of supplying continuously all the connected consumers and maintaining the battery in the charged condition; or
8.9.2.2 two chargers which meet the conditions stated in [8.9.2.1].
8.9.3
With regard to residual ripple, the supply facilities specified in [8.9.2.1] and [8.9.2.2] shall be designed to ensure trouble-free operation of the connected systems even when the battery is temporarily disconnected.
8.9.4
Failure of the power supply units and chargers shall be signalled visually and audibly.
8.9.5
Battery chargers with a charging capacity of P ≥ 2 kW shall be tested at the manufacturer's works in the presence of a Surveyor.
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8.10 Emergency shut-down facilities
Emergency shut-down facilities placed outside the sites at which the equipment is installed shall be provided for the following consumers. The consumers may be arranged in groups, provided that redundant consumers are allocated to at least two electrically independent groups. Emergency shut-down facilities shall be provided for e.g.
— fuel pumps
— lubrication oil pumps
— separators
— fan motors
— auxiliary blowers for main engines, see Ship Operation Installations and Auxiliary Systems Ch.5
8.11 Radio equipment (GMDSS)
8.11.1 Main power supply
The main sources of electrical power (electrical power generation plants) shall at all times maintain a sufficient supply of power to operate the radio equipment and to charge all reserve power sources for the radio equipment.
8.11.2 Power supply for radio equipment
8.11.2.1 Two sources of electrical energy shall provide the supply of radio equipment, for the purpose of conducting distress and safety radio communications, in the event of failure of the ship's main and emergency sources of electrical power.
8.11.2.2 It shall be possible to operate the radio equipment from the transitional electrical power supply at all times, compare Sec.3 [4] .
8.11.2.3 Further stipulations for the transitional source of energy are set out in the SOLAS Convention,
Chapter IV, and the relevant IMO guidelines.
8.12 Navigational equipment
Where radio equipment requires an uninterrupted input of information from the ship’s navigational equipment, it will be necessary for the equipment providing the data to be supplied from the same distribution board bus bar serving the radio equipment.
8.13 Sound signalling system
The ship’s sound signalling system shall remain operative if one of the electrical power supplies fail.
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SECTION 5 LOW-VOLTAGE SWITCHGEAR ASSEMBLIES
1 General requirements
1.1
These Rules apply to low-voltage switchgear with operating voltages of up to 1000 V AC or 1500 V DC.
1.2
Electrical installations shall be protected against damage due to overloading and short circuit.
1.3
The thermal- and electro-dynamic stresses due to over-currents shall not cause damage to parts of the installation during the response time of protective devices or during the total operating time of switches.
1.4
over-current protective devices shall be selected on the basis of the following criteria:
— overload current
— short-circuit current
— reclosing capability
1.5
Regarding design, construction and testing of low-voltage switchgear assemblies, attention is drawn to IEC publication 60092-302.
1.6
For further notes, see Sec.4
.
2 Calculations
2.1 Calculation of short-circuit currents
2.1.1
Short-circuit current calculations shall be carried out in accordance with a standard accepted by DNV
GL, e.g. IEC publication 61363-1. Equivalent standards may be approved.
2.1.2
When calculating the maximum short-circuit currents to be expected, the following shall be taken into account:
2.1.2.1 all generators which operate in parallel to provide the maximum power demand,
2.1.2.2 all motors whose simultaneous operation are to be expected.
2.1.2.3 All data used for the short-circuit current calculation shall be submitted.
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2.1.2.4 The following shall be determined:
— the peak short-circuit current ip
— the initial symmetrical short-circuit current
2.1.3
Roughly, the short-circuit currents at the main busbar can be calculated as follows:
2.1.3.1
=
= initial symmetrical short-circuit current of a generator
= rated current of the generator
= subtransient reactance of the generator [%]
2.1.3.2
= 6 ∙
= initial symmetrical short-circuit current of a motor
= rated current of the motor
2.1.3.3 The total initial symmetrical short-circuit current can be calculated by summation of the individual component currents.
2.1.3.4 The value of the peak short-circuit current i p
can be calculated by multiplying the total initial symmetrical short-circuit current by the factor 2.3.
2.1.4
The short-circuit calculation shall consider all possible short circuits necessary for an evaluation of the system. The following types of short circuits shall be investigated in all cases:
— generator short circuits
— short circuits on main busbars
— short circuits on the busbars of emergency switchboards, main groups and groups
2.1.5
The short-circuit current calculation shall be accompanied by a list of the proposed switching devices and their characteristic data.
The rated making capacity, the rated breaking capacity and the power factor of the switching appliances shall be stated.
2.1.6
DNV GL reserves the right also to request proof of the minimum short-circuit currents to be expected.
2.2 Heat losses (heat balance)
Switchgear assemblies shall be so designed that under operational conditions the permissible temperaturerise limits in accordance with IEC publication 60092-302 are not exceeded.
DNV GL reserves the right to request proof of the heat balance.
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2.3 Dynamic and thermal loading
Switchgear assemblies shall be so designed that no permanent damage to busbars, busbar mountings and the wiring is caused by the dynamic and thermal loading arising in the event of a short circuit.
DNV GL reserves the right to request proof of the dynamic and thermal stability in the event of a shortcircuit.
3 Construction
3.1 General requirements
3.1.1
All devices, instruments and operating devices shall be permanently identified by name plates.
Wherever possible, clear text shall be used. Fuse current ratings shall be stated. The setpoints of adjustable protective devices shall be marked. The rated operating parameters of all measuring instruments shall be marked in red, either on the scales or on plates fixed nearby.
3.1.2
All screwed joints and connections shall be secured against self-acting loosening.
3.1.3
All conductors shall be secured to be jig-proof and kept away from sharp edges. Conductors leading to equipment mounted in doors shall be laid so that they are tension-free.
3.1.4
Switchboards of electrical power generating plants, main groups, groups and emergency switchboards shall be fitted with insulated hand rails or handles at the operating sides.
3.1.5
All components including their connections shall be accessible for the purposes of maintenance, repair and replacement.
3.1.6
Large doors in switchboards (> 0.5 m
2
) shall be fitted with arresting devices.
3.1.7
Electrical components mounted in the doors of switchboards, e.g. switchgear, measuring devices and fuses for voltages over 50 V, shall be safeguarded against accidental contact. Such doors shall be earthed.
3.1.8
Where fuses are fitted above switchgear or bare connecting wires or leads, measures shall be taken to ensure that falling parts (e.g. fuse cartridges) cannot come into contact with live components.
3.1.9
Operating devices and fuses shall be safely accessible.
3.1.10
For circuit breakers and load-switches, the minimum distances above the arc chutes specified by the manufacturers shall be maintained.
3.1.11
Knife-type fuses are only permitted if they can be safely withdrawn and inserted.
3.1.12
For all switchboards of electrical power generating plants and emergency switchboards manufactured in closed cabinet form, it is recommended that fire fighting openings or fire fighting nozzles be provided at readily accessible points for the use of portable fire extinguishers.
3.1.13
Depending on the application and deployment profile of the ship, additional environmental tests, e.g.
for Class Notations SHOCK or VIBR, the shock or vibration resistance shall be determined for the switchgear.
3.1.14
In areas attended by the crew during action stations only halogen-free cables shall be used for permanent installations. Cable trays /protective casings made of plastic materials as well as mounting materials shall be halogen-free as well.
Exceptions for individual cables for special purposes have to be agreed with DNV GL.
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For all other areas of the ship, the use of halogen-free cables is recommended.
3.1.15
Switchboards of electrical power generating plants and main group switchboards and other switchboards with a higher amount of indication lamps, should be equipped with lamp test facilities.
3.2 Switchboards of electrical power generating plants
3.2.1
Observation of the measuring and indicating devices and actuation of the switchgear shall be possible from the front side of the switchboard with the doors closed.
3.2.2
Separation arrangements for busbar systems in switchboards of electrical power generating plants shall be constructed as follows:
3.2.2.1 For ships with only one electrical power generation plant:
The main busbar shall be so arranged that it is divisible by circuit breakers, and are to be designed with regard to the arrangement of the generators and to the connection of the branches so that, in the event of damage in one section of the switchboard, the primary essential equipment remains operational as far as is possible after the disconnection.
3.2.2.2 For ships with two or more electrical power generating plants:
The main busbars of each switchboard of electrical power generating plants shall be divisible by disconnectswitches or isolating links with regard to the assignment of the generators.
3.2.3
The consumers are to be divided up over the separable sections so that the supply to redundant consumers can always be ensured in the event of a single failure in the busbar system of a switchboard of an electrical power generating plant. Special attention shall be paid to maintaining the combat survivability.
3.2.4
If the total installed power of all generators which can be connected in parallel exceeds 3 MW, the generator panels shall be separated from each other by arc-resistant partitions. Busbar penetrations are to be resistant to tracking, flame-retardant and self-extinguishing.
3.2.5
In plants where electrical power is necessary for the propulsion of the ship, the main busbar shall be capable to be subdivided into at least two parts which shall normally be connected by circuit breakers or other approved means.
Other approved means can be achieved by:
— circuit breaker or
— disconnecting link or
— switch by which bus bars can be split easily and safely. Common bolted links between single busbar or switchboard sections (e.g. for transportation) do not fulfil these requirements.
3.2.6
A single disconnecting device is sufficient if this device is provided within a separate switchboard panel without other installations or in an equivalent bounded section, see Figure 1 . Otherwise two disconnecting devices are required in different switchboard panels, see Figure 2 .
3.2.7
In case of removable or movable links, these devices shall be easily accessible and simple to handle.
Tools for operating shall be located nearby.
3.2.8
As far as is practicable, the connection of generating sets and duplicated consumers shall be equally divided between the main bus bar sections.
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3.2.9
The consumers may, for instance, be grouped as follows:
Consumers 1
Lubricating oil pump 1
Cooling water pump 1
Lighting 1 etc.
Consumers 2
Lubricating oil pump 2
Cooling water pump 2
Lighting 2 etc.
Figure 1 Example for arrangement of a main busbar disconnection and division of consumers
Figure 2 Example for arrangement of two disconnection devices and division of consumers
3.2.10 Switchgear and synchronizing equipment for generators
For switchgear and synchronizing equipment for generators see also Sec.4 [1] .
3.2.11 Measuring and monitoring devices for generators
3.2.11.1 Where circuit breakers are used, the following shall be provided:
— 1 indicating light: circuit breaker connected
— 1 indicating light: circuit breaker released
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3.2.11.2 The following is required for each three-phase alternator:
— 1 voltmeter which can, if necessary, be switched to the other alternators
— 1 ammeter, switchable to all phases
— 1 active power meter for alternators of 50 kVA and over
— 1 frequency meter which can, if necessary, be switched to the other alternators
3.2.11.3 The following are required for each direct-current generator:
— 1 voltmeter
— 1 ammeter
3.2.11.4 The following circuits shall be supplied from the generator side, and shall be separately protected against short circuits:
— generator protection devices and the under-voltage trip of the generator circuit breaker
— measuring instruments
— indicating lights
— diesel-engine speed-adjusting equipment
— motor drive for circuit breaker
3.2.11.5 A manual operation is to provide for generator circuit breaker. It shall be independent, see Sec.16
[4.3.4] .
3.2.12 Switchgear and fuses for equipment
3.2.12.1 Each supply line run from the switchboards of the electrical power generating plants shall be provided with a circuit breaker with over-current and short-circuit protection, or with a fuse for each nonearthed conductor and an all-pole switch, or with a contactor with control switch. Instead of the over-current release, an over-current alarm may be provided for the supply cables of main groups in agreement with DNV
GL.
Where fuses and switches are used, the sequence busbar – fuse – switch shall be chosen. The specified sequence may be changed where motor switches of utilization category AC-23 A are used as load switches, provided that the switches are weldproof in the event of a short circuit, see [2.3] .
The rated peak withstand current (dynamic limiting current) of switches shall be greater than the cut-off current of the associated fuse in the event of a short circuit.
3.2.12.2 For steering gear, see Sec.7 [1] .
3.2.13 Measuring instruments for consumer feeders
The power station switchboards shall be fitted with ammeters for major consumers, unless these are already mounted on the consumers themselves. It is permissible for one ammeter to be switched over to a number of circuits.
3.3 Main group, groups and subgroups
3.3.1
These groups shall be equipped with the necessary devices for the protection of the connected circuits and for the supply of consumers, see Sec.4
.
3.3.2
Supply lines with fuses shall be switched with load switches. In the case of final circuits with fuses up to 63 A, load switches may be dispensed with if each connected equipment can be disconnected by a switch fitted nearby.
3.3.3
For navigation lights panels, see Sec.4 [8.8] .
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3.4 Motor starters
3.4.1
Each motor shall be provided with its own switching device.
3.4.2
It shall be indicated whether the motor is switched on.
3.4.3
If the switching device does not disconnect all of the live conductors, additional measures shall be taken for the protection of personnel.
3.4.4
Motors shall be provided with starters if:
— currents or voltage drops higher than those permissible for the system are liable to occur, if connected directly
— this is necessary for the start-up of the motor or the driven machine
— this is required by the design of the generators
3.4.5
Starting shall only be possible from the zero position of the starter.
4 Selection of switchgear
4.1 General requirements
4.1.1
Switchgear shall conform to IEC publications as defined in these Rules, or to another standard approved by DNV GL.
4.1.2
Switchgear shall be selected with regard to its rated current, its rated voltage, its thermal and dynamic stability and its switching capacity.
The following shall be observed: i
4.1.2.1 The rated short-circuit making capacity shall be not less than the calculated peak short-circuit current p
at the place of installation.
4.1.2.2 The rated service short-circuit breaking capacity shall be not less than the a.c. component of the short-circuit current Iac (t) at the moment t = .
Guidance note:
See also [2.1] , calculation of short-circuit currents.
---e-n-d---of---g-u-i-d-a-n-c-e---n-o-t-e---
4.2 Circuit breakers
4.2.1
Circuit breakers are distinguished according to the utilization categories of IEC publication 60947-2 into:
4.2.1.1 Utilization category A
These are circuit-breakers not designed for selectivity under short-circuit conditions with respect to other short-circuit protective devices in series on the load side, e.g. without intentional short-time delay for selectivity under short-circuit conditions, and therefore do not need proof of the rated short-time withstand current (I cw
).
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Application example:
As consumer circuit breakers for final circuits and for groups and sub-groups if selectivity is guaranteed.
4.2.1.2 Utilization category B
These are circuit breakers which are designed for selectivity under short-circuit conditions with respect to other short-circuit protective devices in series on the load side, e.g. with intentional short-time delay for selectivity under short-circuit conditions. Such circuit-breakers must have proof of the rated short-time withstand current (I cw
). Utilization category B circuit breakers must be able to withstand the short-circuit current to be expected where they are fitted, for the duration of at least 500 ms.
Application example:
As generator circuit breakers and as circuit breakers for the bus-tie breaker and for main groups.
4.2.2
Additional requirements for generator circuit breakers:
4.2.2.1 Following tripping due to an over-current, the breaker shall immediately be ready for reclosing. For this reason, thermal tripping devices are not permitted.
4.2.2.2 After tripping due to a short circuit, a reclosing block shall prevent automatic remaking of the breaker onto a short circuit still persisting.
4.2.2.3 Additional requirement for circuit breakers in IT systems:
— Testing as described in App.H of IEC 60947-2 is required.
4.3 Load switches
4.3.1
The current rating of load switches shall be at least equal to that of the fuse protecting the circuit, and they shall have a making/breaking capacity in accordance with AC-22 A or DC-22 A (IEC publication
60947-3).
4.3.2
The sequence busbar – fuse – switch should be maintained.
4.3.3
If the sequence busbar – switch – fuse is chosen, the making/breaking capacity shall comply with category AC-23 A or DC-23 A (IEC publication 60947-3), and attention shall be paid to increased insulation qualities of the switching unit.
4.4 Fuses
4.4.1
Fuse links shall have an enclosed fusion space. They shall be made of ceramic or other material recognized as equivalent.
4.4.2
Fuses may be used for overload protection only up to a rating of 315 A.
Exceptions to these Rules are subject to approval by DNV GL.
5 Choice of electrical protection equipment
5.1 General requirements
Protective devices shall be coordinated with each other in such a way that, in the event of a fault, the defective circuit is disconnected and the power supply to essential equipment is maintained.
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5.2 Short-circuit protection equipment
5.2.1
The rated short-circuit breaking capacity I cn
of a switching device shall not be less than the maximum current to be broken in the event of a short circuit at the place where the protective device is fitted.
5.2.2
The rated short-circuit making capacity I cm
of a circuit breaker shall not be less than the maximum instantaneous asymmetric short-circuit current at the place where it is fitted.
5.2.3
The peak short-circuit strength of a switching unit and its components shall correspond to the maximum short-circuit current which can arise at the place where it is fitted.
5.2.4
Circuit breakers whose making/breaking capacities are less than the anticipated maximum short-circuit currents shall be protected by back-up fuses of sufficient breaking capacity.
5.2.5
Circuit breakers are to be selected on the basis of their rated service short circuit breaking capacities
I cs
as follows:
— all circuit breakers which are directly connected to switchboards of electrical power generating plants
— all circuit breakers which are installed in the feeder lines for essential services or emergency consumers
Equivalent protection schemes require special approval by DNV GL.
5.3 Selective arrangement
5.3.1
The short-circuit protection of essential equipment and the circuit breakers of the bus-tie breaker shall be selective and shall ensure that only the switching device nearest to the fault initiates disconnection of the defective circuit. For this purpose:
— the tripping time of protective devices connected in series shall be carefully coordinated
— the switching devices shall be capable of carrying the short-circuit current during the total break time of the device plus the time lag required for selectivity
— exceptions may be permitted in the case of circuits feeding redundant plants or non-essential equipment if selectivity relative to the generator switch is maintained
5.3.2
Exceptions may be permitted in the case of circuits feeding redundant plants or non-essential equipment if selectivity relative to the generator switch is maintained.
5.4 over-current protection devices
The current-time characteristics of over-current protection devices shall be compatible with the system components to be protected, and with the requirements of selectivity.
5.5 Allocation of short-circuit and over-current protection devices
5.5.1
Short-circuit protection is required for every non-earthed conductor.
5.5.2
over-current protection is required for at least one conductor in insulated direct-current and singlephase alternating-current circuits.
over-current protection is required for at least two phases in insulated, load-balanced three-phase circuits.
5.5.3
over-current protection is required for each non-earthed conductor in earthed systems. The continuity of earthed conductors shall not be interrupted by short-circuit or over-current protection devices, except in the case of multipole disconnection devices which simultaneously interrupt all the conductors, whether earthed or not.
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5.5.4
Determined for the over-current protection of the entire circuit (switchgear, switchboard wiring, supply cables and equipment) according to regulations is the rated current I n
of the connected equipment or, in the case of grouped supply cables, the evaluated total rated current.
5.6 Motor protection
5.6.1
Motors with a power rating of more than 1 kW shall be individually protected against overloads and short-circuits. For steering-gear motors, see Sec.7
.
5.6.1.1 The protective devices shall be compatible with the mode of operation of the motors and shall provide reliable protection against thermal overload.
5.6.1.2 If the current/time characteristic of the overload protection device does not correspond to the starting conditions of a motor, provision may be made to suppress operation of the device during the start-up period. The short-circuit protection shall remain operative.
5.6.2
The switchgear of motors whose simultaneous restarting on restoration of the supply voltage might endanger operation shall be provided with under-voltage protection which prevents automatic restart.
5.6.3
Where necessary, the start-up of motors which are required to restart automatically following restoration of the voltage shall be staggered in such a way that the starting currents do not overload the ship's mains.
5.7 Control circuits
5.7.1
The control circuits of essential systems shall be independent of other control-circuits.
5.7.2
Common control-circuits for groups of consumers are permitted only when this is required by functional relationships.
5.7.3
For emergency shutdowns, see Sec.4 [8.10] .
5.7.4
Control-power transformers are to be protected against short-circuit and overload. Fuses may be used on the secondary side as overload protection. Where the rated current on the secondary side is less than 2 A, the overload protection may be omitted.
5.8 Measuring and signalling circuits
Current loops for signalling and measuring equipment and also indication lamps shall be protected against short-circuit and overload in each non-earthed conductor.
Excepted are indicating lamps with operating voltage ≤ 24 V or if measures are taken to prevent influence on control- and power-circuits in case of short-circuit.
5.9 Exciter circuits
Exciter circuits and similar circuits whose failure could endanger operation may be protected only against short-circuit.
5.10 Monitoring of insulation resistance
Each non-earthed primary or secondary system serving power, heating or lighting installations shall be fitted with an equipment which monitors the insulation resistance relative to the ship's hull and gives an optical or acoustic alarm if the insulation resistance value is abnormally low, see also Sec.14 [6.4.9].
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Insulation monitoring devices may be dispensed with in the case of limited secondary systems, such as control circuits.
5.11 Testing of protection devices for generators and large consumers on board
Electronic or computerized protection devices for generators and large consumers shall be so designed that the function of the protection equipment can be tested on board, see Sec.10
.
Special attention shall be paid to:
— arrangements for ready identification of the last valid settings, in the event of possible change
— facilities and instructions for testing the settings and functions on board
6 Conductors and busbar carriers
6.1 Busbars, bare or painted
6.1.1 General requirements
6.1.1.1 Busbars shall be made of copper or copper-plated aluminium, or corrosion-resistant aluminium.
6.1.1.2 The dimensions of main busbars and section busbars made of copper shall conform to Table 1 as a function of their permitted load.
The temperature rise shall not exceed 45 K and shall not have any harmful effect on adjacent components.
6.1.1.3 Parallel-run busbars of the same phase shall be installed not less than one bar thickness apart.
Earth conductors, neutral conductors of three-phase mains and equalization lines between compound-wound generators must have at least half the cross section of the phase conductor.
6.1.2 Connections to equipment
Cross-sections of connection bars and wires to equipment shall be of such size as to avoid thermal overloading of the equipment at full load as well as in the event of a short-circuit.
6.2 Busbar carriers
Busbars shall be mounted in such a way that they withstand the stresses caused by short-circuit currents and maintain the required clearance and creepage distances relative to other voltage-carrying or earthed components. In special cases if requested by DNV GL corresponding evidence thereof shall be submitted.
6.3 Clearance and creepage distances
6.3.1
The values indicated in Table 2 apply to main busbars and the associated non-fused connection bars for power station, emergency and control switchboards and for main groups and groups.
6.3.2
Lower values than those indicated in Table 2 may be approved if the following conditions are met:
— switchgear of standard design
— DNV GL approved QM system
— reduction of pollution by appropriate installation and degree of protection
— type-approved switchboard system
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Width ´ Thickness
[mm]
15 × 3
20 ´ 3
20 ´ 5
20 ´ 10
25 ´ 3
25 ´ 5
30 ´ 3
30 ´ 5
30 ´ 10
40 ´ 5
40 ´ 10
50 ´ 5
50 ´ 10
60 ´ 5
60 ´ 10
80 ´ 5
80 ´ 10
100 ´ 10
120 ´ 10
6.4 Insulated wires
6.4.1
Insulated wires shall be of the stranded type, and shall satisfy the requirements for cables and wires set out in Sec.12
. The cross-section of the conductor shall be at least sufficient for the rated current of the connected equipment. Conductors shall be selected in accordance with Table 3 .
6.4.2
Non-fused conductors leading from the main busbar to fuses and circuit breakers shall be as short as possible, but not longer than 1 m.
6.4.2.1 These wires shall not be run and mounted together with other wires. They shall be short-circuitproof, or installed in a short-circuit-proof manner.
6.4.2.2 Control wires for essential equipment shall be so run and protected that they cannot be damaged by short-circuit arcs.
Table 1 Permissible loading of copper main busbars and section busbars of rectangular crosssection at 45°C ambient temperature (45 K temperature rise)
1050
860
1260
1020
1460
1320
1860
2240
2615
1|
230
290
395
615
355
475
415
555
835
710
670
940
1485
1180
1820
1410
2130
1645
2430
2080
2985
3530
4060
Maximum permissible loading [A] with 50/60 Hz painted (matt-black) bare
Number of bars
2| | 3| | |
Number of bars
1| 2| |
390
485
690
470
560
900
4| | | |
–
–
–
200
250
340
350
430
620
1145
580
820
1635
650
1040
–
–
–
530
300
405
1020
510
725
735
1170
2070
1410
2480
1645
2875
1870
3235
2265
3930
4610
5290
–
–
–
–
3195
2490
3655
2860
4075
3505
4870
5615
6360
350
470
710
595
885
720
1055
850
1220
1095
1535
1845
2155
590
830
1310
1035
1600
1230
1870
1425
2130
1795
2615
3075
3545
2195
1560
2530
1785
2850
2170
3460
4040
4635
3| | |
445
535
855
1460
615
985
700
1110
1835
1350
2825
2380
3220
2740
3595
3370
4275
4935
5580
4| | | |
–
–
–
–
–
–
–
–
–
–
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Maximum permissible loading [A] with 50/60 Hz painted (matt-black)
Number of bars bare
Number of bars Width ´ Thickness
[mm]
160 ´ 10
1|
3348
2| |
5121
3| | |
6646
4| | | |
7836
1|
2752
2| |
4451
3| | |
5803
4| | | |
6857
200 ´ 10 4079 6162 7973 9287 3335 5344 6956 8109
Note: The maximum permissible loading applies to switchboards not closed at the rear. In the case of fully enclosed switchboards adequate ventilation is to be ensured, or a temperature rise task according IEC-Pub. 60439-001 has to be performed.
Table 2 Clearance and creepage distances
Rated service voltage U [V] (AC/DC)
U ≤ 125
125 < U ≤ 250
250 < U ≤ 690
U > 690
Minimum clearance [mm]
10
15
20
25
Minimum creepage distance [mm]
12
20
25
35
7 Measuring instruments and instrument transformers
7.1 Measuring instruments
7.1.1
The measuring error of switchboard instruments shall not exceed 1.5% of the full scale value.
Instruments with directional response shall be used for DC generators and batteries.
7.1.2
Voltmeters shall have a scale range of at least 120% of the rated voltage, and ammeters a scale range of at least 130% of the maximum anticipated continuous-service current. Ammeters shall be so rated that they are not damaged by motor starting currents.
7.1.3
The scale range of power meters shall be at least 120% of the rated power. For generators connected in parallel, the scale range shall also register at least 15% reverse power. Where power meters have only a single current path, all generators are to be measured in the same phase. If the total value of all consumers connected to a single phase exceeds 10% the power of the smallest generator, the power meters is to be equipped with multiple movements in order to record the unbalanced load on the outer conductors.
7.1.4
Frequency meters shall be capable of registering deviations of ± 5 Hz from the rated frequency.
7.1.5
Rated values are marked at the instruments scale or by separate plate.
7.2 Instrument transformers
7.2.1
Instrument transformers shall conform to class 1 as a minimum requirement.
7.2.2
Current transformers for protective devices shall not exhibit a current error of more than 10 % in the expected over-current range.
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8 Testing of switchboards and switchgear
8.1 Type approvals
The following devices and components are subject to mandatory type approval:
— circuit breakers, load-switches, disconnect-switches and fuses for direct connection to the main busbars and to non-fused, multi-terminal busbars of power station, emergency and control switchboards and of main groups
— generator protection devices
— standardized switchgear in series manufacture with reduced clearance and creepage distances, see
[6.3.2] .
8.2 Tests at manufacturer's works
8.2.1
All switchboards shall be tested at the manufacturer's works.
8.2.2
The following items are subject to testing in the presence of a DNV GL Surveyor:
Switchboards of:
— electrical power generating plants
— emergency power supply, if applicable
— electric propulsion plants
— main groups
— groups
— motor starters for essential equipment
— motor control centre
— fan groups
— steering gear plants
— boiler plants
— chilled water plants
— anchor capstan
— warping winches
— degaussing system, if applicable
DNV GL reserves the right to stipulate a factory test for other switchboards.
8.2.3 Scope of tests
8.2.3.1 Visual inspection
Checking of manufacture against the approved drawings. The components and materials used shall conform to the Rules.
8.2.3.2 Functional test
Testing of functional performance on the basis of a test schedule and the approved drawings, as far as is feasible.
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Table 3 Current rating of wires in switchgear
Nominal cross-section of conductor - total cross-section in the case of conductors connected in parallel
[mm
2
]
Bunched, exposed or in conduits
Several power circuits together
Current
[A]
One power circuit together with its associated measuring and control wires
Current
[A]
Wires run singly, at least one conductor diameter apart
Circuits of all kinds
Current
[A]
1
1.5
2.5
4
6
10
16
25
35
50
70
95
120
9
12
16
20
26
36
48
66
82
104
130
157
186
12
15
20
27
35
48
65
86
107
133
164
198
231
15
19
25
34
42
58
78
102
125
157
194
231
272
Note:
The current ratings shown apply to conductors with a maximum permissible operating temperature [T] on the conductor of 70°C and an ambient temperature of 45°C. For conductors with a maximum permissible operating temperature [T] deviating from 70°C, the current rating is to be determined by applying the correction factor [F].
T
F
60°C
0.77
65°C
0.89
70°C
1.00
7 °C
1.10
80°C
1.18
85°C
1.26
8.2.3.3 High-voltage test
The test voltage specified in Table 4 and Table 5 shall be applied between the conductors themselves and between the conductors and the switchboard frame. The duration of the test is one minute in each case.
Table 4 Test voltage for main circuits
Rated insulation voltage U i
DC and AC [V]
U i
≤ 60
60 < U i
≤ 300
300 < U i
≤ 690
690 < U i
≤ 800
800 < U i
≤ 1000
1000 < U i
≤ 1500
1
Test voltage(AC)(r.m.s)[V]
1000
2000
2500
3000
3500
3500
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Rated insulation voltage U i
DC and AC [V]
1
Only for DC voltage
Table 5 Test voltage for auxiliary circuits
Test voltage(AC)(r.m.s)[V]
Rated insulation voltage U i
DC and AC
[V]
U i
≤ 12
12 < U i
U i
≤ 60
> 60
Test voltage(AC)
(r.m.s)
[V]
250
500
2 U i
+ 1000, but at least 1500
Measuring instruments and other auxiliary apparatus may be disconnected during the test.
— Test voltage for main circuits:
— For main circuits, the test shall be carried out with the values according to Table 4 .
— Test voltage for auxiliary circuits:
— For auxiliary circuits, the test shall be carried out with the values according to Table 5 .
— Test voltage for type-approved switchgear:
— For the verification of the dielectric property of type-approved switchgear, the test voltage for routine tests may be reduced to 85% of the values according to Table 4 and Table 5 .
8.2.3.4 Insulation resistance measurement
The voltage test shall be followed by measurement of the resistance of insulation. The insulation resistance measurement shall be performed at a DC voltage of at least 500 V.
In large installations, the switchboard may be divided into a number of test sections for this purpose. The insulation resistance of each section shall be at least 1 MOhm.
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SECTION 6 POWER ELECTRONICS
1 General
For power electronics in electrical propulsion plants, see Sec.13
.
The requirements of IEC publication 60146 "Semiconductor Power Converters" shall be observed.
2 Construction
2.1
The rules set out in Sec.5
shall be observed, wherever applicable.
2.2
Each power electronics system shall be provided with separate means for disconnection from the mains.
In the case of consumers up to a nominal current of 315 A, the combination of fuse/contactor may be used.
In all other cases, a circuit breaker shall be provided on the mains side.
2.3
Equipment shall be readily accessible for purposes of measurement and repair. Devices such as simulator circuits, test sockets, indicating lights, etc. shall be provided for functional supervision and fault location.
2.4
Control and alarm electronics shall be galvanically separated from power circuits.
2.5
External pulse cables shall be laid twisted in pairs and screened, and kept as short as possible.
The use of optical waveguides is recommended.
3 Rating and design
3.1
Mains reactions of power electronics facilities shall be taken into consideration in the planning of the overall installation, see Sec.1 [6] and Sec.1 [9] .
3.2
Rectifier systems have to guarantee secure operation even under the maximum permissible voltage and frequency fluctuations, see Sec.1 [5] In the event of unacceptable large frequency and/or voltage variations in the supply voltage, the system shall shut-off or remain in a safe operating condition.
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3.3
For the supply of mains, number and rating of electronic facilities shall be so scaled that, in the event of failure of any one power electronics facility, the remainder of the installation is sufficient to:
— feed all essential equipment which may be in simultaneous operation under combat conditions, see Ebalance
— start the biggest consumer without exceeding the maximum permissible voltage and frequency variations
To maintain the required availability, bypass switching may be resorted to.
3.4
The semiconductor rectifiers and the associated fuses shall be so selected that their load current is at least
10% less than the limit current determined in accordance with the coolant temperature, the load and the mode of operation.
3.5
The permissible periodic peak blocking voltage of the individual component shall be greater by a factor of at least 1.8 than the peak value of the undistorted supply voltage. This value may be reduced for static converter circuits with separate power supplies.
3.6
Electrical charges in power electronic modules shall drop to a voltage of less than 50 V within a period of less than 5 s after disconnection from the mains supply. Should longer periods be required for discharge, a warning label shall be affixed to the appliance.
3.7
If the replacement of plug-in printed circuit boards can cause the destruction of components or the uncontrolled behaviour of drives while the unit is in operation, a caution label shall be notifying to this effect.
3.8
The absence of external control signals, e.g. due to a circuit break, shall not cause a dangerous situation.
3.9
Control-circuit supplies shall be safeguarded against unintended disconnection, if this could endanger or damage the plant.
3.10
It is necessary to ensure that, as far as possible, faults do not cause damage in the rest of the system, or in other static converters.
3.10.1
Special attention shall be paid to the following points:
3.10.1.1 mutual interference of static converters connected to the same busbar system,
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3.10.1.2 calculation of commutating impedances reacting to voltage distortion and reacting to other consumers,
3.10.1.3 the selection of the ratio between the subtransient reactance of the system and the commutating reactance of the static converter,
3.10.1.4 consideration of reactions from rectifier installations on the commutation of DC machines,
3.10.1.5 consideration of voltage drops in the ship's mains due to inverter operation,
3.10.1.6 influence by harmonics and high-frequency interference,
3.10.1.7 influence on the ship's mains by energy feeding back.
3.10.2
Where filter circuits and capacitors are used for reactive current compensation, attention shall be paid to the following:
3.10.2.1 reaction to the mean and peak value of the system voltage in case of frequency fluctuations,
3.10.2.2 inadmissible effects on the voltage regulation of generators.
3.10.3
HF filters which are used shall be suitable for operation within the IT network.
4 Cooling
4.1 General requirements
4.1.1
The safety of operation shall be proved for liquid cooling and forced cooling.
4.1.2
Natural cooling is preferred.
4.1.3
Excessive temperatures shall be signalled by an alarm.
4.2 Water cooling
In the case of water cooling, the flow rate of the coolant shall be monitored.
Coolant flow rates that are inadmissibly low shall trigger an alarm.
4.3 Air cooling
Failure of the cooling shall be indicated by an alarm.
5 Control and monitoring
5.1 Control
5.1.1
Control, adjustment and monitoring shall ensure that the permissible operating values of the facilities are not exceeded.
5.1.2
Static converter devices used for feeding sub-networks shall be switched off automatically and without delay for the following faults:
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5.1.2.1 when the input voltage exceeds or falls below the relevant limit values,
5.1.2.2 when an phase voltage fails,
5.1.2.3 in the event of internal faults,
5.1.2.4 when the temperature exceeds the limit.
Or alternatively performance may be reduced e.g. by load shedding.
5.1.3
The control shall be so engineered that the installation is protected from damage during the switchingon and switching-off sequence, alteration of consumers and faulty operation.
5.2 Monitoring
5.2.1
The power supply to all control circuits shall be monitored for voltage failure.
5.2.2
For the monitoring of individual modules and assemblies of essential equipment, components shall be provided which in the event of a fault facilitate its recognition.
6 Protection equipment
6.1
Power electronic equipment shall be protected against exceeding of its current and voltage limits.
For protective devices, it shall be ensured that upon actuating
— the output will be reduced or defective subsystems will be selectively disconnected
— drives will be stopped under control
— the energy stored in components and in the load circuit cannot have a damaging effect, when switchingoff
6.2
In equipment with a current rating of more than 100 A, each bridge arm or parallel-connected rectifier shall be protected e.g. by a special semiconductor fuse. Exceptions are quenching circuits in self-regulating systems and converters operated with a load-independent current. For all other equipment, fuses on the input/output side may also be used.
6.3
Special semiconductor fuses shall be monitored. After tripping, the equipment has to be switched off, if this is necessary for the prevention of damage.
The activation of a safety device shall trigger an alarm.
6.4
Equipment without fuses is permissible if a short-circuit will not lead to the destruction of the semiconductor components.
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7 Tests
7.1 General requirements
7.1.1
Power electronics assemblies shall be individually tested at the maker's works. A Manufacturer Test
Report shall be rendered on the tests carried out. Essential equipment from 50 kW/kVA upwards shall be tested in the presence of a Society's Surveyor.
7.1.2
It is assumed that the requirements for environmental conditions defined in Sec.1 [5] and also especially for electro-magnetic compatibility are fulfilled. DNV GL is entitled to request proof of the relevant parameters, if applicable.
7.2 Routine tests
7.2.1 Voltage test
Prior to the start of the functional tests, a high-voltage test shall be carried out. The RMS value of the alternating test voltage is:
U = 2 U n
+ 1000 [V] (duration 1 minute) but at least 2000 V, where U n electronics device.
is the maximum nominal voltage between any two points on the power
For this purpose, switchgear in power circuits shall be bridged, and the input and output terminals of the power electronics devices and the electrodes of the rectifiers shall be electrically connected with each other.
The test voltage shall be applied between the input/output terminals, or between the electrodes and
— the cabinet
— the mains connection side, if the power electronics device is electrically isolated from the mains.
7.2.2 Test of insulation resistance
Following the voltage test, the insulation resistance shall be measured at the same connections as for the voltage test. The measurement shall be performed at a voltage of at least 500 V DC.
7.2.3 Operational test
The function shall be demonstrated as far as possible.
7.2.4 Testing of protection and monitoring devices
The response thresholds and the coordinated operation of the protective and monitoring devices shall be demonstrated.
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SECTION 7 POWER EQUIPMENT
1 Steering gear
1.1 General requirements
1.1.1
Each ship has to have at least 2 main steering gear systems, each ensuring the full adjustment speed, and an emergency steering gear system.
1.1.2
The electrical systems of the two main steering gear systems and the emergency steering gear system shall be so designed that a malfunction in one of them shall not affect the operation of the others.
1.1.3
With regard to increased vibration loads in the steering gear compartment, see Sec.1 [4] .
1.1.4
The requirements set out in Ship Operation Installations and Auxiliary Systems Ch.5, Sec.2
shall be observed.
1.2 Power supply
1.2.1
The power supply to the steering gears shall be routed on separate cable trays which lie as far apart as possible.
1.2.2
A separate power supply circuit leading directly from each switchboard of an electrical power generating plant via the supply change-over switches or feeding from the main groups shall be provided for each steering gear power unit.
1.2.3
Mechanically separated switches shall be provided as incoming circuit breakers.
1.2.4
After an electrical power failure, the steering gear power units shall restart automatically when the power is restored.
1.2.5
The power supply to the steering gear shall also comply with the provisions set out in Sec.4 [8] .
1.2.6
The systems shall be so designed that it is possible to put each power unit optionally into individual or combined operation from the bridge or the steering gear compartment. Mechanically separated switches shall be provided for this purpose.
The supply of the bridge remote control for the power units shall be run from the associated switchgear in the steering gear compartment – same as steering gear control system – and shall be made for its disconnection without any accessories. For incoming feeders to the steering gear control systems, see [1.6]
1.3 Design of the electrical drives
1.3.1
To determine the torque characteristics required for the electric motors of power units, due consideration shall be given to the breakaway torque and the effective maximum torque of the steering gear under all operating conditions, see Ship Operation Installations and Auxiliary Systems Ch.5, Sec.2
.
1.3.2
The following requirements apply to the modes of operation (duty types acc. IEC 60034-1):
1.3.2.1 Steering gear with intermittent power demand:
— S 6 – 25% for converters and the motors of electro-hydraulic drives
— S 3 – 40% for the motors of electro-mechanical steering gears.
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The ratio of pull-out torque to rated torque shall be at least 1.6 in all cases.
1.3.2.2 Steering gear with constant power demand:
— S 1 – 100 % continuous service
1.3.3
For the motor design, Sec.14
shall be observed.
1.3.4
If the steering gear is used for limiting the heeling angle of the ship, this operating mode shall be given due consideration.
1.4 Switchgear
1.4.1
Each steering gear motor shall have its own separate switchgear. Combined contactor cabinets are not permitted.
Each steering gear motor shall have an ammeter mounted in the respective switchboards, as applicable, or in the contactor cabinets.
1.4.2
The remote control systems of the power units and the rudder control shall be capable of being disconnected or isolated inside the contactor cabinets (e.g. by removing the fuse-links or switching-off the automatic circuit breakers). These switches or fuses shall be specially marked.
1.5 Protection equipment
1.5.1
The circuits for the control systems and motors of steering gears shall be protected only against shortcircuits.
1.5.2
Where fuses are used, their current ratings shall be two steps higher than the rated current of the motors. However, in the case of intermittent-service motors, the fuse rating shall not exceed 160% of the rated motor current.
1.5.3
Protection equipment against excess current, including starting current, if provided, is to be required to be not for less than twice the rated current of the motor so protected. Steering gear motor circuits obtaining their power supply via an electronic converter and which are limited to full load current are exempt from above requirement.
1.5.4
The instantaneous short-circuit trip of circuit breakers shall be set to a value not greater than 15 times the rated current of the drive motor.
1.5.5
The protection of control circuits shall correspond to at least twice the maximum rated current of the circuit, but shall not be below 6 A, if possible.
1.6 Steering gear control systems
1.6.1
Ships with electrically operated steering gear controls shall have two independent steering gear control systems. Separate cables and wires shall be provided for these control systems.
A common steering wheel or a common tiller may be used.
1.6.2
If a sequential (follow-up) control system and a time control system are provided, each of these systems shall be able to operate on each power unit. Switching of the control systems shall be possible on the bridge.
Where two identical control systems are installed, each control system can be permanently assigned to a power unit.
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If a follow-up control system is installed on the bridge wing, then the follow-up tiller shall be fitted with a retaining spring to midship position, or a take-over system/button shall be installed on bridge wings.
1.6.3
Provision shall be made for operating the steering gear from the bridge and the steering gear compartment.
1.6.4
The incoming feeders to the electrical steering gear control systems shall be taken from the power unit supplies in the steering gear compartment, or from the corresponding power unit feeders in switchboards of the electrical power generating plants.
1.6.5
The electrical separation of the steering gear control systems from each other shall not be impaired by the addition of extra systems, such as autopilot systems or units to limit the heeling of the ship.
1.6.6
For switching over between different control modes, a common control selector switch may be provided. At the switch, the circuits of the various control systems shall be so arranged that they are electrically and physically separated.
1.6.7
On ships where an automatic control system like heading or track control system is installed, an override facility shall be installed close to the operator unit of the automatic steering system. The Override facility shall be so designed that self-induced return to automatic control is not possible except where the course preselection of the automatic system is automatically kept in line. The switch-over from automaticto manual control by "Override" is to be indicated optically and audibly at the steering position. The override facility shall be independent of the automatic control system or follow-up control mode.
1.6.8
Different steering modes including steering gear control positions on the bridge wings shall be changed over all poles, when it cannot be verified that it is free of reactive effects. Portable steering consoles shall be connected via plugs with pin coding. It is necessary to ensure that the rudder-angle indicator can be read within the range of operation of the portable steering console.
From the main steering station on the bridge, it shall be possible to isolate/disconnect completely any additional steering control positions on the open deck and any portable steering consoles with flexible cables.
1.6.9
Repeaters and limit switches – if provided – shall be linked electrically and mechanically to the respective control system and mounted separately to the rudder stock or the adjusting devices.
1.7 Alarms and indicators
1.7.1
Alarms and indicators for steering gears and controls are given in Table 1 .
1.7.2
Depending on the rudder characteristic, critical deviations between rudder order and response shall be indicated visually and audibly as actual steering mode failure alarm on the navigating bridge. The following parameters shall be monitored:
— Direction: actual rudder position follows the set value;
— Delay: rudder´s actual position reaches set position within defined time limits;
— Accuracy: the end actual position shall correspond to the set value within the design offset tolerances.
1.7.3
The alarms/indicators listed in Table 1 shall be signalled visually and audibly irrespective from the automation equipment.
Alarms on the bridge shall be announced at a position close to the main steering station.
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Table 1 Alarms and indicators of steering gears and controls
x
#
No.
4
5
6
7
1
2
3
Alarms/indicators
Operation of power unit
Power failure of power unit/ control
Overload of electric drive or phase failure of supply
Low level of hydraulic oil tank
Power failure of steering control system
Hydraulic lock
Failure actual steering mode
= single indication, see also [1.7.3]
= group indication
×
×
×
×
Main and auxiliary steering gear
Bridge Engine room
×
×
×
×
#
#
#
#
#
#
1.7.4
In case of a fixed relationship between control system and power unit, the alarms no. 2 and no. 5 of
Table 1 may be grouped.
1.7.5
The energy supply for the alarms and indicators shall be in accordance with [1.2].
1.8 Rudder-angle indicator
For the rudder-angle indicator in its particulars see Sec.9 [3.4].
1.9 Tests
1.9.1
For the testing of the electrical machines, see Sec.14
.
1.9.2
The following monitoring devices are subject to mandatory type-testing:
— phase-failure relays
— level switches
1.9.3
Steering gear control systems with all components important for the function are subject to mandatory type approval, e.g.
— steering mode selector switch
— follow-up / non-follow-up control devices
1.10 Control of steering propeller systems for main propulsion units
1.10.1 Control of the direction of thrust
The requirements set out in [1.6] , as and where appropriate, shall be met.
1.10.2 Monitoring and testing
The requirements set out in [1.7] and [1.9] , as and where appropriate, shall be met.
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1.10.3 Indicator
The effect on the course shall be indicated. The regulations in Sec.9 [3.4] apply as and where appropriate.
2 Lateral thrust propellers and manoeuvring aids
These Rules apply to equipment with electrical drive.
For azimuthing propulsors see Sec.13
and Propulsion Plants Ch.2 Sec.8
2.1 Rating
Manoeuvring aids shall generally be rated for continuous duty.
Drives used only for lateral thrust shall be designed at least for short-term duty (S 2 - 30 mins) at all speeds.
2.2 Protection equipment
2.2.1
The equipment shall be protected in such a way that, in the event of an over-current, an optical and audible warning is first given on the bridge, followed by an automatic power reduction or disconnection of the system if the overload persists. The audible warning shall be acknowledgeable on the bridge. For plants with automatic current limitation the warning is not required.
2.2.2
If fuses are used for short-circuit protection, a phase-failure supervision is required to prevent the system from being started if one phase fails.
2.2.3
It shall be ensured that, if a lateral thrust propeller stalls, the main power supply to the drive is disconnected quickly enough to avoid endangering the selectivity of the system with regard to the generator switchgear.
2.2.4
For lateral thrusters with variable-pitch propellers, a switch-on interlock shall be provided to prevent starting if the pitch angle is ≠ 0 or the hydraulic oil pressure is too low.
2.2.5
Motors for short-term duty shall be monitored for critical winding temperature. An exceeding of temperature limits shall be alarmed. If the maximum permissible temperature is reached, the output shall be automatically reduced or the motor shall be switched off.
2.3 Controls, monitors and indicators
2.3.1
For lateral thrusters, the main steering station on the bridge shall be provided with the following indicators:
— an indicating light showing that the system is ready for operation
— an indicating light signalling an overload for systems without power control
— depending on the type of equipment, indicators showing the power steps and the desired direction of motion of the ship
2.3.2
The following indications and alarms shall be provided in the engine room or engine control room:
— faults which may cause failure or endanger the drive shall be signalled optically and acoustically as collective alarms
— an ammeter for the drive motor at the power station switchboard
2.3.3
The direction of movement for the controls of lateral thrust units shall correspond to the desired direction of motion of the ship. Power for the electrical control system shall be taken from the power supply to the drive.
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2.3.4
There shall be an emergency stop at every control station, which affects the feeder breaker in the switchboard.
3 Controllable pitch propellers for main propulsion systems
3.1
The design and operation of these systems shall conform to Propulsion Plants Ch.2 Sec.7
3.2
Provision shall be made to enable the system to be controlled from the bridge and from the engine room.
Failure of the control system must be signalled optically and audibly on the bridge and in the engine room.
3.3
From the main steering station on the bridge, it shall be possible to isolate completely any additional electrical remote-control facilities provided on the open deck, e.g. on bridge-wings.
3.4
Input/output units and actuating devices shall be type-approved.
4 Auxiliary machinery and systems
4.1 Fire-extinguishing systems
4.1.1 Fire pumps
4.1.1.1 The power supply to the motors and the fire-pump control systems shall be so arranged with regard to the assignment to electrical power generation plants, the routing of the power-supply cables and the location of the controls that a fire in an autonomous department cannot render all the fire pumps unserviceable, see also Ship Operation Installations and Auxiliary Systems Ch.5 Sec.9
4.1.1.2 If remote starting is provided for fire pumps, pump controls shall be so designed that in the event of failure of the remote control the local control remains operative. Regarding remote starting of fire pumps on ships with unattended engine room see Automation Ch.4 Sec.4 [1]
4.1.1.3 A bypass shall be provided, if fire pumps have a soft starter.
4.1.2 Pressure water spraying systems (sprinklers)
4.1.2.1 For automatic, electrically powered fire pumps and fire detection systems, a direct supply of the pumps, compressors and alarm systems from at least two switchboards of electrical power generating plants or main groups is required.
4.1.2.2 The design of the fire detection and alarm system shall meet the requirements set out in Sec.9 [4.3] .
4.1.2.3 The switches at the switchboards of the electrical power generating plants or main groups that are required for the power supply to all units forming part of the alarm and extinguishing systems shall be clearly marked.
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4.1.2.4 For the routing of the cables, see Sec.12
.
4.1.2.5 For the design of these systems, see also Ship Operation Installations and Auxiliary Systems Ch.5
Sec.9
4.2 Fans
4.2.1
Power-driven fans for accommodation, service spaces, control stations and machinery rooms shall be capable of being switched off from an easily reachable position that is as safe from fire as possible and located outside the spaces to be ventilated.
The switches for switching off the machinery space ventilation shall be separated from the switches for switching off the other fans. Sec.4 [8.10] shall be observed.
4.2.2
It is recommended that one of the engine room fans should be supplied from two sources of electrical power to enable the extraction of fire-extinguishing gases, should the need rise. Due to this recommendation the requirements of Sec.5 [3.2.8] are to be observed.
4.2.3
Regarding NBC protection, see Ship Operation Installations and Auxiliary Systems Ch.5 Sec.11
4.3 Fuel pumps and separators
Controls shall be provided to enable the electric motors of fuel pumps and of fuel and lubricating oil separators to be stopped from outside the spaces concerned. See Sec.4 [8.10] .
4.4 Pumps discharging overboard
The motors of pumps discharging overboard and whose outlets are located in the lifeboat launching area above the light waterline shall be equipped with switches next to the launching station of the lifeboats.
4.5 Turning gear
4.5.1
The remote control of electrically driven turning gear shall be so designed that the gear motor stops immediately if the switch or pushbutton is released.
4.5.2
A disconnect switch shall also be fitted near the drive unit.
4.5.3
The turning gear shall be equipped with a device which prevents the diesel engine from being started as long as the turning gear is engaged, see also the Rules for Propulsion Plants Ch.2.
4.5.4
See also Propulsion Plants Ch.2 Sec.2 [6]
4.6 Electric starting equipment for main and auxiliary engines
4.6.1 General requirements
4.6.1.1 Regarding additional requirements for the starting equipment of diesel engines, see Ship Operation
Installations and Auxiliary Systems Ch.5 Sec.6
4.6.1.2 The starter batteries shall only be used for starting (and preheating where applicable) and for the monitoring equipment and controller associated with the engine.
Maintaining and monitoring of the charge condition of the batteries is to be ensured. Alarming of fault conditions is to be provided.
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4.6.2 Main engines
If main engines are started electrically, two starter batteries mutually independent are to be provided. They shall be so arranged that they cannot be connected in parallel. Each battery shall be capable of starting the main engine from cold condition.
The total capacity of the starter batteries shall be sufficient for the following number of starting operations to be carried out within 30 minutes without recharging:
— non-reversible main engines:
— 6 starting operations
4.6.3 Auxiliary engines
4.6.3.1 Main generator sets
If several auxiliary engines are started electrically, at least two mutually independent batteries shall be provided. The use of the main engine starter batteries, if there are any, is permitted.
The capacity of the batteries shall be sufficient for at least three starting operations per engine.
If only one of the auxiliary engines is started electrically, one battery is sufficient.
4.6.3.2 Emergency fire extinguishing sets
If manual starting by hand crank is not possible, the emergency fire extinguishing set shall be equipped with an approved starting device capable of at least 6 starting operations within 30 minutes, two of them carried out within the first 10 minutes, even at an ambient temperature of 0°C.
4.7 Stand-by circuits for consumers
4.7.1
Standby circuits shall be provided for the reciprocal operation of essential equipment with the same function. Changeover to another unit due to a fault shall be signalled optically and acoustically.
4.7.2
Automatically controlled groups of consumers shall be so structured that a fault in one group does not affect the functioning of other groups.
5 Deck machinery
5.1 General
5.1.1 Type of enclosure
The degree of protection for motors and switchgear shall be selected in accordance with Sec.1 [9.1] and
Sec.1 Table 10 .
5.1.2 Emergency shut-down
Deck machinery shall be equipped with an emergency switch which allows to stop the drive immediately, should the control system fail. Brakes shall be released automatically if the power supply fails.
5.1.3 Control equipment
Levers and handwheels for the control of lifting equipment shall return automatically to the zero position when released. Exceptions may be allowed for special purpose drives.
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5.2 Anchor windlasses and capstans
5.2.1 Rating of motors
Motors shall be rated in accordance with the Rules for Ship Operation Installations and Auxiliary Systems
Ch.5, at least for short-term duty (S 2 – 30 min), unless the kind of operation for which the ship is intended imposes more stringent demands.
The motors shall be able to deliver 1.6 times the rated torque for 2 minutes without dangerous overheating.
5.2.2 Overload protection
To prevent excessive overloading of the motors and, as far as possible, the gears, electrical overload protection shall be provided as follows:
5.2.2.1 Unless the motor is not protected against overheating by winding temperature monitoring, a timedelayed over-current protection shall be provided, which in case of overload causes shut-off of the motor after 2 minutes of operation at 1.5 times the rated torque.
5.2.2.2 In addition, an electromagnetic release shall be fitted which is so adjusted that the drive is disconnected when the maximum torque of the anchor windlass is attained. Tripping may be delayed for up to about 3 s in the case of three-phase motors. The device shall be connected in such a way that, after tripping, the motor can be restarted only from the zero position.
The electromagnetic release may be dispensed with if the clutch and transmission gears are made so strong that jamming the windlass does not cause any damage.
5.2.2.3 The electromagnetic release is not required in electrohydraulic drives where the maximum torque is limited by a safety valve.
5.3 Lifting gear
Reference is made to Ship Operation Installations and Auxiliary Systems Ch.5 Sec.3
and the DNVGL-
ST-0377 .
5.3.1 Emergency shut-down
Lifting appliances shall be equipped with an emergency switch which allows immediate stopping of the drive, should the control system fail. Brakes are to be released automatically if the ship's power supply fails.
5.3.2 Control equipment
Levers and hand wheels for the control of lifting equipment shall return automatically to the zero position when released.
6 Electrical heating equipment and heaters
6.1 Space heating
6.1.1
Space heaters shall be designed and mounted in such a way that combustible components are not ignited by the heat generated. They shall not suffer damage due to overheating.
6.1.2
For reasons of fire protection, particular attention shall be paid to the special instructions regarding the fitting and mounting of each unit.
6.1.3
For the construction of this equipment, see Sec.14 [11] .
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6.2 Oil and water heaters
These are subject to the provisions of Sec.14 [11] and Ship Operation Installations and Auxiliary Systems
Ch.5 Sec.15 [7] and Ch.5 Sec.16
.
7 Containers
7.1
In the case of navy-specific containers used for temporary purposes on board, the following minimum requirements shall apply. Additional requirements, if needed, shall be set out in the building specification.
7.2
Plug-in connections for containers are to be supplied from own distribution panels. At these distribution panels, it shall be clearly visible whether they are energized and which consumer feeder is switched on.
7.3
It is permissible to group several plug-in connections together via one feeder line, provided that the individual local connections are protected against over-current and short-circuit and the feeder line is rated for the total power demand.
7.4
The electricity supply of the power circuits and the controls, as well as the emergency OFF pushbutton shall always be routed via flexible and shielded cables.
7.5
For power circuits up to 250 A, plug-in connections according to IEC publication 60309-1 and 60309-2 shall be used.
7.6
An interlock shall be provided which only permits the making and breaking of the connection when it is in the de-energized state (see Sec.11 [3] ).
7.7
Through mechanical measures (e.g. differing pin arrangements), it is to be ensured that these connections cannot be interchanged with any plug-and-socket connections/ plug-in connections that are intended for other purposes or for other voltages, frequencies or currents.
7.8
On the outside, the containers are to be fitted with the possibility of connecting a protective earthing conductor of adequate cross-section (at least 50 mm with the frame connection.
2
) directly to the hull of the ship. This can be combined
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7.9
Each container with a hazard potential shall be fitted with an emergency OFF pushbutton.
7.9.1
The emergency off circuit shall ensure that, when the pushbutton is pressed or the circuit is interrupted, the power circuit of the containers is switched off automatically.
7.9.2
An emergency switch-off can extend to several containers.
7.10
Containers that are permanently manned shall be fitted with
— lighting
— public address system, general emergency alarm manually-operated fire alarm
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SECTION 8 MEDIUM-VOLTAGE INSTALLATIONS
1 Scope
These Rules also apply to three-phase networks with rated (phase-to-phase) voltages of > 1 kV but not greater than 17.5 kV, and rated frequencies of 50 Hz or 60 Hz.
2 General provisions
2.1 Reference to other regulations
The general provisions of this Chapter, especially Sec.5
, also apply, as and where appropriate, to medium voltage installations, except where more particular requirements are laid down in this Section.
2.2 Rated mains voltage
The values indicated in Table 1 are recommended as standard rated voltages and frequencies.
Table 1 Rated voltages and rated frequencies
Rated voltage [kV]
3.0
3.3
6.0
6.6
10.0
11.0
15.0
16.5
Highest voltage for equipment [kV]
3.6
7.2
12.0
17.5
Rated frequency [Hz]
50
60
50
60
5060
5060
2.3 Clearances and creepage distances
2.3.1 Clearances
Clearances (phase-to-phase and phase-to-hull) for switchgear shall not be smaller than indicated in Table 2 .
Intermediate values for rated voltage can be allowed, provided that the next higher minimum clearance is adopted.
2.3.2 Creepage distances
2.3.2.1 Creepage distances between live components, and between live and earthed components, shall be designed in accordance with the rated voltage of the system, allowance being made for the type of the insulating material and for transient over-voltages due to switching operations and faults.
Table 2 Minimum clearances for switchgear installations
Highest voltage for equipment [kV]
3.6
Minimum clearance [mm]
55
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Highest voltage for equipment [kV]
7.2
12.0
17.5
Minimum clearance [mm]
90
120
160
2.3.2.2 In the busbar area, creepage distances shall not be less than 25 mm/kV for non-standardized components. The highest voltage for equipment according to IEC publication 60071-3 shall be used as a basis for the dimensioning.
2.3.2.3 Insulators shall conform to IEC publication 60168 and 60273.
2.3.2.4 The creepage distances at busbar penetrations shall be in compliance with IEC publication 60137.
2.3.2.5 The minimum creepage distance behind current-limiting circuit breakers and fuses shall not be less than 16 mm/kV.
2.4 Degrees of protection
2.4.1
The degrees of protection specified in Table 3 shall be complied with, in addition to the provisions of
Sec.1 Table 10 .
2.4.2
If the required degree of protection is not fulfilled by the unit itself, adequate protection shall be ensured through appropriate structural measures.
2.4.3 Protective measures
2.4.3.1 A hazard to persons through electrical shock and accidental arcs shall be excluded independently of the required protection against foreign bodies and water.
2.4.3.2 For switchgear installations it shall be proved that an internal arc test according to IEC publication
62271-200, App.A had been passed. The criteria 1 to 5 shall be fulfilled see also Sec.2 [6.1.4] .
2.4.3.3 Terminal boxes shall be equipped with a device for the calculated expansion of the accidental arc gases. Evidence shall be given to prove the effectiveness of the chosen design.
Table 3 Minimum degrees of protection against foreign bodies and water (as per IEC 60529)
Equipment
Location
Locked electrical compartments
1
Generally accessible compartments (category
A machinery spaces) and zones below deck
(e.g. passageways, thrusters rooms)
Open deck
Switchboards
IP 32
IP 44
–
Electrical machinery
Motors, generators Terminal boxes
IP 23 IP 44
IP 44
IP 56
IP 44
IP 56
Power transformers
IP 23
IP 44
–
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Location
Equipment
Switchboards
Electrical machinery
Motors, generators Terminal boxes Power transformers
1) accessible only to trained specialist personnel; subject to implementation of appropriate safety measures, lower degrees of protection are possible by agreement with DNV GL (see Sec.2 [5.1] and Sec.2 [6.1.1] ).
2.5 Equipotential bonding, earthing
2.5.1
All conductive, but in normal operation non-live, components of a medium-voltage installation or equipment shall be provided with an electrically conductive connection to the hull.
2.5.2
All metal components in the electrical operational compartments shall be included in the equipotential bonding.
2.6 Earthing
2.6.1
Metal parts shall be earthed if, in the event of a fault, there is a possibility to get in contact with live components either by direct contact or arcing.
Attention shall be paid to adequate dimensioning of the earthing conductors, e.g. for copper conductors the current density shall not exceed a value of 150 A/mm in the event of a fault.
Such earthing conductors shall have a minimum cross section of 16 mm
2
.
2.6.2
Metal components that have permanent and electrically conductive connections to the hull need not be separately earthed.
Bolted connections for the fixing of units or components are not considered electrically conductive connections.
2.7 Selectivity
For essential systems, selectivity shall be ensured independently of the neutral point design.
Evidence shall be given to prove down stream selectivity of the complete grid (low- and medium-voltage) under all operating conditions.
This applies to short-circuit, over-current and earth fault tripping. Other protection equipment, also those not required by DNV GL, may not interfere with this selectivity concept.
2.8 Isolating and earthing devices
A sufficient number of isolating links and earthing and short-circuit devices shall be provided to enable maintenance work to be performed safely on plant sections.
2.9 Control of generator and bus tie circuit breakers
A single-fault event in the synchronization circuit or in the black-out monitoring shall not lead to an asynchronous connection.
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3 Network design and protection equipment
3.1 Electrical power supply systems
3.1.1
Essentially, the following arrangements are permitted:
— 3 conductors with earthed star point
— 3 conductors, insulated from the hull
3.1.2
Medium-voltage systems are permitted only for fixed installed electrical equipment.
3.2 Systems with earthed star point
3.2.1
The star point connection shall incorporate a resistance or other current-limiting device, so that in case of a fault the earth fault current is limited to the full-load current of the largest generator connected to the switchboard. However, the earth fault current shall not be less than three times the minimum threshold current of the earth-fault monitor.
3.2.1.1 In order to fulfil the selectivity requirement expressed in [2.7] , measures shall be taken for installations with current-limited star point earths to ensure selective disconnection of outputs, in which an earth fault has occurred.
3.2.1.2 Electrical equipment shall be designed to withstand a single pole short-circuit up to the activation of the protective device.
3.2.2
Highly resistive earthed mains, in which the outputs will not be isolated in case of an earth fault, are permitted, if the insulation of the equipment is designed according to [3.3.2] .
3.2.3
Directly earthed mains without a current-limiting device require the prior approval of DNV GL.
3.2.4 Isolating links with star point earthing
For each star point, isolating links shall be provided for the purposes of maintenance and measurement.
3.2.5 Design of the star point connection
3.2.5.1 All earth resistances shall be connected to the hull.
To prevent possible effects on electronic systems, it is recommended that the individual earth resistances should be conductively linked by cables on the earth side.
3.2.5.2 Generators for parallel operation may have a common hull connection for the star point.
For each isolatable busbar section directly supplied by generators, a separate star point connection shall be provided.
3.2.5.3 Earthing resistors shall be dimensioned for twice of the tripping time and shall be protected against overload and short-circuit.
Short-circuit protection is sufficient if the earthing resistor is dimensioned for continuous duty.
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3.3 Systems with isolated star point
3.3.1
Since intermittent earth faults can cause transient over-voltages in networks with an isolated star point, endangered equipment shall be fitted with over-voltage protection. For this over-voltages of at least
3.3 times U
N
shall be considered.
3.3.2
All insulation of cables, consumers, transformers, generator, etc. shall be designed for the phase-tophase voltage, if earth faults will not be isolated immediately.
3.4 Protection equipment
The provisions of Sec.4
and Sec.5
shall apply, as and where appropriate, to the selection of protection equipment.
3.4.1 Faults on the generator side of circuit breakers
Protective devices shall be provided for phase-to-phase faults in the generator connection line and interturn faults within the generator. The protective device (differential protection) shall trip the generator circuit breaker and de-excite the generator.
3.4.2 Earth fault monitoring
Every earth fault in the system is to be visually and audibly signalled.
3.4.3 Power transformers
3.4.3.1 The protective devices of power transformers are subject to the provisions of Sec.4 [4] .
3.4.3.2 Ship service transformers and transformers supplying the power section of a main propulsion drive shall be fitted with differential protection.
3.4.3.3 Transformers used for supplying primary essential consumers shall be fitted with winding temperature monitors.
3.4.3.4 Liquid-cooled transformers
3.4.3.4.1 Liquid-cooled transformers shall be fitted with protection against the outgassing of liquid.
3.4.3.4.2 The liquid temperature shall be monitored. An alarm shall be actuated before the maximum permissible temperature is attained. When the temperature limit is reached, the transformer shall be disconnected.
3.4.3.4.3 The liquid filling level shall be monitored by means of two separate sensors. The monitoring system shall actuate an alarm at the first stage and then cause disconnection at the second, when the filling level falls below the permissible limit.
3.4.4 Voltage transformers for control and measuring purposes
Voltage transformers shall be protected on the secondary side against short-circuits and overload.
3.4.5 HVHRC fuses
The use of HVHRC fuses for overload protection is not permitted. They shall be used for short-circuit protection only.
3.5 Low-voltage networks
Low-voltage networks fed via transformers from a medium voltage network shall be protected against the over-voltages which may result from an insulation failure between the primary and secondary windings.
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4 Electrical equipment
4.1 General
4.1.1 Standstill heating
All electrical equipment which may occasionally be taken out of service and which is not located in heated and ventilated areas shall be equipped with a standstill heater. This heater should switch on automatically when the equipment is switched off.
4.1.2 Installation
For installation of electrical equipment see Sec.2 [6]
4.2 Switchgear
4.2.1 Construction
Switchgear accessible for authorized persons only shall at least comply with accessibility type “A” of IEC publication 62271-200.
In public accessible spaces switchgear of accessibility type “B” shall be used. Besides this, measures against unauthorised operation shall be provided.
4.2.1.1 Medium-voltage switchboards shall have metal clad enclosures which are fully partitioned and closed on all sides.
Incorporated low-voltage compartments for control and monitoring systems shall be separated from the medium-voltage partition in such a way as to render impossible any contact with parts having a rated supply voltage of more than 1000 V.
For main medium-voltage switchboards and distribution switchboards, type approval according to IEC publication 60298 shall be verified.
Switchgear supplying secondary essential or non-essential equipment may be of metal enclosed type.
4.2.1.2 Fully partitioned switchboards
All sections of a fully partitioned, air-insulated medium voltage switchboard shall be partitioned with respect to each other and the surroundings so that they are arc-resistant. Continuous busbar compartments or switch compartments are inadmissible.
Each section shall be subdivided into at least three arc-resistant, partitioned function compartments: the terminal compartment, the switch compartment and the busbar compartment.
4.2.1.3 Partly partitioned switchboards
If the main medium-voltage switchboard is subdivided into two independent and autonomous installations, a continuous busbar compartment is permissible, provided that a protection system (arc monitor, busbar differential protection) is installed which detects internal faults and isolates the affected part of the installation within 100 ms, or provided that accidental arcing is reliably prevented by design measures, e.g.
solid insulated busbar systems.
4.2.1.4 Switchboards supplying primary essential consumers shall have the service continuity LSC 2 according to IEC publication 62271-200.
4.2.1.5 Evidence shall be provided that medium-voltage switchboards have passed a type test according to
IEC publication 62271-200. A modification of the construction of a switchboard requires re-testing. The same applies to modifications of the exhaust gas system.
4.2.1.6 Where drawout switchgear units are used, the following conditions are to be met:
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— Functional testing and maintenance shall be capable of being performed in safety, even when the busbar is live.
— Drawout switchgear units shall be fitted with mechanical interlocking devices effective in the operating and disconnected position. A key interlock is permitted for maintenance purposes.
— Drawout switchgear units shall be lockable in the operating position.
— The fixed contacts for drawout switchgear units shall be so arranged that, in the withdrawn position, the live contact components are automatically covered, or that complete withdrawal is possible only after a cover has been fitted.
4.2.1.7 Doors which give access to medium-voltage shall be interlocked in such a way that they can be opened only after closing the earthing switch.
4.2.1.8 It shall be possible to split main medium- voltage switchboards into two sections by means of at least one circuit breaker. This breaker shall be fitted with selective protection. It shall be possible to supply each section from at least one generator.
Duplicated consumers shall be divided up amongst the dividable switchboard sections.
Guidance note:
It is recommended that two different, spatially separated main switchboards, coupled via a transfer line, are used.
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4.2.1.9 The partitioning of a gas insulated switchboard supplying primary essential equipment shall correspond with the requirements of an air insulated switchboard. Each gas volume shall be monitored.
A pressure drop shall be alarmed. Measures according to manufacturer’s instruction shall be initiated.
4.2.1.10 The corresponding safety instructions shall be displayed at the switchboard.
4.2.2 Auxiliary systems
4.2.2.1 Where electrical energy and/or mechanical energy is required for the operation of switches, a means of storing such energy which is designed for at least two ON/OFF switching cycles of all the connected components shall be provided.
Tripping due to overload, short-circuit or under-voltage shall be independent of any stored electrical energy.
If shunt trip coils are used, the continuity of the tripping circuit has to be monitored. When the wire breakage alarm is activated, the switching on shall be interlocked. The power supply has to be monitored.
4.2.2.2 Number of energy sources
For the supply of auxiliary circuits, two independent uninterruptible power supplies shall be provided. If one of these uninterruptible power supplies fails, the remaining unit shall supply all switchboard sections. The switch-over to the other source of energy shall be automatic and shall actuate an alarm. Uninterruptible power supply shall be fed from different electrical power generating plants.
4.2.3 Tests
4.2.3.1 A routine test in accordance with IEC publication 60271-200 shall be performed in the manufacturer’s works in the presence of a DNV GL Surveyor.
A functional test of the interlocking conditions, protective functions, synchronization and the various operating modes shall be performed.
A test schedule shall be compiled and submitted for approval.
4.2.3.2 It is recommended that a partial-discharge test be performed in accordance with IEC publication
60271-200, Appendix B, if organic insulating materials or gas-insulated busbar penetrations are used.
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4.2.3.3 High-voltage test
A voltage test at power frequency shall be performed on every switchgear unit.
The value of the alternating withstand voltage shall be selected in accordance with Table 4 . The duration of the test is 1 minute in each case.
The following tests shall be carried out in every case:
— conductor to earth
— between conductors
Table 4 Test voltage for switchgear
Rated voltage
[kV]
1.0 – 3.6
3.6 – 7.2
7.2 – 12.0
12.0 – 17.5
Test voltage (RMS value)
AC withstand voltage [kV]
10
20
28
38
Impulse test voltage
[kV]
40
60
75
95
For this purpose, each conductor of the main circuit is connected successively to the high-voltage connection of the test unit. All the other conductors of the main and auxiliary circuits are to be earthed.
The tests shall be performed with all switching devices dielectrical in the closed position, and with all withdrawable parts in the operating position.
Voltage transformers or fuses may be replaced by dummies which simulate the field distribution of the highvoltage layout.
over-voltage protection devices may be isolated or removed.
4.2.3.4 Impulse voltage test
An impulse voltage test in accordance with Table 4 may be recognized as equivalent to the high-voltage test.
The duration of the test comprises 15 successive pulses.
4.2.4 Low-voltage main switchgear design
4.2.4.1 If the ship's main switchboard is supplied from the medium-voltage system a circuit breaker for the longitudinal separation of the main busbar shall be provided.
The busbar sections shall be supplied by circuit breakers suitable for isolation.
4.2.4.2 The arrangement of supply- and consumer sections shall be in accordance with Sec.5 [3.2] .
4.2.4.3 The feeder sections of the low-voltage switchboard shall be partitioned with arc-resistant segregations.
4.2.4.4 The unsynchronized connection of subnetworks and the feedback on the medium-voltage side shall be prevented by means of interlocking
4.2.4.5 Parallel operation of transformers supplying the main switchgear (service transformers) is only permissible for short-term load transfer, if also the medium voltage sides of the transformers are connected.
A forced splitting, independent of the automation system shall be provided.
4.2.4.6 After black out of the supply of the main switchboard or a partial black-out of busbar sections in the low-voltage main switchgear, the recovery of the power supply shall be performed automatically.
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4.2.4.7 If the black out of the supply is caused by a short-circuit in the low-voltage switchboard no automatic recovery shall be carried out.
4.2.4.8 The manual connecting of the stand by supply shall be possible after the acknowledgement of shortcircuit trip.
4.2.4.9 A stand by alarm shall be triggered, if components, necessary for the automatic recovery, are not available.
4.2.4.10 A switching off of the medium-voltage circuit breaker shall cause the opening of the low-voltage circuit breaker.
4.2.4.11 The supply panels shall meet the requirements for generator panels of this Chapter analogously.
4.2.4.12 The low-voltage supply panels shall be equipped with a voltmeter and an ampere-meter. It shall be possible to display the currents and voltages of all three phases.
4.2.4.13 The operation modes On, Off, Tripped and Ready shall be indicated by signal lights.
4.3 Switchboard equipment
4.3.1 General
Control circuit equipment is subject to the conditions laid down for low-voltage switchgear, see Sec.5
.
Guidance note:
A single-fault event in the synchronization circuit or in the black-out monitoring shall not lead to an asynchronous connection.
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4.3.2 Circuit breakers
It shall be possible to operate the mechanical off of the circuit breaker having the doors closed.
It is to prove that the circuit breaker fulfils the requirements of Sec.14 [6.3.1.1] d also when actuating the mechanical on button.
Circuit breakers shall comply with IEC publication 62271-100.
4.3.2.1 For drawout circuit breakers, see [4.2.1.6] .
4.3.2.2 Circuit breakers shall be interlocked with the associated earthing switch.
4.3.3 Load switch-disconnectors and isolating switches
4.3.3.1 Load switch-disconnectors and isolating switches shall conform to IEC publication 60265 and
62271-102.
4.3.3.2 Isolating switches shall be interlocked so that they can only be switched under no load. The use of load switch-disconnectors is recommended.
4.3.3.3 Earthing switches shall have making capacity.
4.3.4 HVHRC fuses
HVHRC fuses shall conform to IEC publication 60282.
4.3.5 Power contactors
Power contactors shall conform to IEC publication 60470.
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Medium-voltage power contactor fuse combinations shall be dimensioned according to IEC publication 60470 subclause 4.107.3 damage classification “type c”.
Is the safety of the staff and the selective protection of the ships grid ensured by connected upstream devices, medium-voltage contactors supplying secondary or unessential consumers may be dimensioned according to “damage classification type a” of IEC publication 60470.
4.3.6 Current and voltage transformers
4.3.6.1 Transformers shall conform to the following IEC publications:
— current transformers, IEC publication 60044-1
— voltage transformers, IEC publication 60044-2
Earthing of current and voltage transformers
4.3.6.2 The secondary winding of every current and voltage transformer shall be earthed by means of a copper conductor of at least 4 mm
2
in cross section.
Open delta windings shall only be earthed at one point.
4.3.7 Relays
Relays for measuring and protective devices shall conform to IEC publication 60255.
4.4 Electrical machines
4.4.1 Design
4.4.1.1 Generator stator windings
The ends of all stator windings shall be run to terminals in the terminal box.
4.4.1.2 Winding temperature monitoring
The stator windings of electrical machines shall be equipped with temperature detectors. Inadmissible temperature rises shall actuate visual and audible alarms. Measures shall be taken which protect the measuring circuit against over-voltages.
4.4.2 Terminal boxes
Terminals for operating voltages ≤ 1000 V shall be provided with their own terminal boxes. Terminals shall be clearly marked, see also [2.4.3.3].
4.4.3 Tests
The tests specified in Sec.14 [2] apply to medium-voltage machines, as and where appropriate.
4.5 Power transformers
4.5.1 Design
4.5.1.1 Power transformers shall conform to IEC publication 60076.
4.5.1.2 Dry-type transformers should be used by preference. They shall conform to IEC publication 60726.
Exceptions shall be agreed with DNV GL.
4.5.1.3 Only transformers with separate windings shall be used. Auto-transformer starters form an exception.
4.5.1.4 Transformers producing a low-voltage from a medium voltage shall be equipped with an earthed shielding winding between the low-voltage and medium-voltage coil.
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4.5.1.5 If oil-cooled transformers are used, measures shall be taken to ensure that the windings are completely covered by oil, even for inclinations of 22.5°.
4.5.2 Ship service transformers
4.5.2.1 If the ship's low-voltage network is supplied from the medium-voltage network, at least two mutually independent ship service transformers shall be installed. The supply shall be taken from the associated medium-voltage switchboards of the electrical power generating plants.
For each electrical power generating plant, an independent low-voltage switchboard shall be provided.
Control and protection shall comply correspondingly with the requirements of Sec.4
and Sec.5
for the electrical power supply.
4.5.2.2 Ship supply transformers shall be provided with instrumentation comprising a voltmeter and an amperemeter. It shall be possible to indicate the current and voltages of all three phases.
4.5.3 Tests
Power transformers shall be individually tested at the manufacturer’s works in the presence of a DNV GL surveyor.
4.5.3.1 The scope of the tests is stated in Sec.14 [3] and in the relevant IEC standards.
4.5.3.2 The test voltages shall be selected in accordance with Sec.14 Table 7.
4.6 Cables
4.6.1 General
4.6.1.1 Medium voltage cables shall conform to IEC publication 60092-354 or 60502. Only halogen-free cables are admissible; in the case of special cables with specific approval by DNV GL, low-halogen cables will be permitted.
4.6.1.2 The requirements stated in Sec.12
apply as and where appropriate.
4.6.2 Selection of cables
4.6.2.1 The rated voltage of a cable shall not be less than the rated operational voltage of the circuit in question.
4.6.2.2 In insulated networks, the phase-to-phase voltage [U] of the network shall be deemed to be the rated voltage [Uo] of the cable between one conductor and the ship’s hull, see also [3.3.2] .
4.6.3 Tests
Tests shall be performed in accordance with Sec.14 [7] as and where appropriate.
The voltages for the high-voltage test are indicated in Table 5 .
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5 Installation
5.1 General
For installation see also Sec.2 [6.1].
5.2 Cable installation
5.2.1 Cable routes
Medium-voltage cables are to be run through the accommodation area in enclosed metallic cable conduits.
In the case of cable layouts not adhering to this rule, approval by DNV GL is required prior to the start of installation work.
5.2.2 Separation of cables
5.2.2.1 Medium-voltage cables operating at different voltages are to be segregated from each other; in particular, they are not to be run in the same cable bunch, nor in the same ducts or pipes, or, in the same box. Where medium-voltage cables of different voltage ratings are installed on the same cable tray, the air clearance between the cables is not to be less than the minimum air clearance for the higher voltage side shown in Table 2 .
5.2.2.2 Medium-voltage cables are not to be installed on the same cable tray for the cables operating at the nominal system voltage of 1 kV and less.
Other means of separation are to be agreed by DNV GL.
5.2.3 Construction of the installation
5.2.3.1 Medium-voltage cables laid in open cable trays shall be provided with continuous metal shields and armourings against mechanical damage; shields and armourings shall be provided with an electrically conductive connection to the ship's hull.
5.2.3.2 Medium-voltage cables without armouring shall be laid so that they are protected against mechanical damages, e.g. in closed metal ducts which are connected in an electrically conductive manner to the ship's hull.
For the installation of single core AC cables, the metal ducts shall be made of non magnetic material, unless the cables are installed in triangle formation:
5.2.3.3 For bends, the minimum bending radius permitted by the manufacturer shall be observed; if not specified then the bending radius shall not be smaller than 12 times of the outer diameter of the cables.
5.2.4 Marking of cable ducts and conduits
Cable ducts and conduits for medium-voltage cables shall be marked in accordance with Sec.2 [6] .
5.2.5 Connections
5.2.5.1 As far as is feasible, all connections of a medium-voltage cable shall be covered with suitable insulating materials.
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5.2.5.2 In terminal boxes where the conductors are not insulated, the phases shall be separated from each other and from the hull potential by mechanically robust barriers of suitable insulating material.
5.2.6 Sealing ends, joints and kits
5.2.6.1 For medium-voltage kits from 3.6 / 6 kV, measures shall be taken to attenuate the electrical fields which occur at points where cable insulations are removed (sealing ends).
5.2.6.2 The materials of sealing ends and joints shall be compatible to the corresponding cables.
5.2.6.3 The construction of joints shall permit the separate through-connection of all shields and armourings.
5.2.6.4 Sealing ends shall enable shields and armourings to be brought out.
5.2.7 Assembly
The manufacturer's assembly instructions shall be observed.
5.3 Tests
5.3.1 Tests following installation
When the installation work has been completed, medium voltage cables shall undergo voltage tests in the presence of a DNV GL Surveyor; the sealing ends and cable joints shall also be tested.
The test shall conform to IEC publication 60502.
Guidance note:
Compliance with the safety regulations for tests at high voltage is the responsibility of the person in charge.
---e-n-d---of---g-u-i-d-a-n-c-e---n-o-t-e---
5.3.2
The following tests can be applied as alternatives:
5.3.2.1 High-voltage test at 70% of the DC voltage test value shown in Table 5 for a period of 15 minutes between conductor and shield, or
5.3.2.2 Test using the rated (phase-to-phase) voltage/frequency between conductor and shield for a period of 5 minutes, or
5.3.2.3 Test using the operating voltage of the system for a period of 24 hours.
5.3.3
The insulation resistance shall be measured before and after the high-voltage test (500 V/ 200 MΩ).
Table 5 Test voltage for medium-voltage cables
Max. system voltage U m
Rated voltage U
0
/U
AC test voltage
DC test voltage
kV
kV / kV kV kV
1.2
0.6 / 1.0
3.5
8.4
3.6
1.8 / 3.0
6.5
15.6
Notes:
U
0
= rated voltage between conductor and earth or metal shield
U
= rated voltage between the conductors for which the cable is designed
7.2
3.6 / 6.0
11.0
26.4
12.0
6.0 / 10.0
15.0
36.0
17.5
8.7 / 15.0
22.0
52.8
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SECTION 9 CONTROL, MONITORING AND SHIP’S SAFETY
1 General
1.1 Scope
1.1.1
This Section sets out requirements for the equipment and design of control, monitoring and ship's safety systems necessary for the operation of the ship and the machinery installation and for the safety of the ship.
1.1.2
The general requirements stated in this Section also apply to the open- and closed-loop control and measuring systems of essential equipment, see Sec.1
.
1.1.3
Regarding additional requirements for ships with unmanned engine room, see Automation Ch.4
.
1.1.4
Additional equipment needed for the military mission beyond the operational requirements of the ship platform is not covered by this Section.
1.2 Planning and design
1.2.1
The requirements laid down for each unit and system depend on their use and the processtechnological conditions. These Rules stipulate the minimum requirements.
1.2.2
If special operating conditions call for a particular system design, additional requirements may be imposed, depending on the operational and system-specific considerations.
1.2.3
The design of safety measures, open- and closed-loop controls and monitoring of equipment shall limit any potential risk in the event of breakdown or defect to a justifiable level of residual risk.
1.2.4
Where appropriate, the following basic requirements shall be observed:
— compatibility with the environmental and operating conditions
— compliance with accuracy requirements
— recognizability and constancy of the parameter settings, limits and actual values
— compatibility of the measuring, open- and closed-loop controls and monitoring systems with the process and its special requirements
— immunity of system elements to reactive effects in overall system operation
— non-critical behaviour in the event of power failure and restoration, and of faults
— unambiguous operation
— maintainability, the ability to recognize faults, and test capability
— reproducibility of values
1.2.5
Automatic interventions shall be provided where damage cannot be avoided by manual intervention.
1.2.6
If dangers to persons or the safety of the ship arising from normal operation or from faults or malfunctions in machinery or plant, or in control, monitoring and measuring systems, cannot be ruled out, safety devices or safety measures are required.
1.2.7
If dangers to machinery and systems arising from faults or malfunctions in open- and closed-loop control, monitoring and measuring systems cannot be ruled out, protective devices or protective measures are required.
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1.2.8
Where mechanical systems or equipment are either completely or partly replaced by electric/ electronic equipment, the requirements relating to mechanical systems and equipment according to Propulsion Plants
Ch.2
shall be met accordingly.
1.2.9
In case of special tasks for a naval ship the possibility of switching-off all audible alarms in advance for a certain time may be provided, if requested by the Naval Administration. This “silent ship condition” has to be specially indicated by signal lights, announcements on monitors, etc.
1.2.10
Systems have to be intelligible and user-friendly and have to follow ergonomic principles.
1.3 Design and construction
1.3.1
Machinery alarm systems, protection and safety systems, together with open- and closed-loop control systems for essential equipment shall be constructed in such a way that faults and malfunctions affect only the function directly involved. This also applies to measuring facilities.
1.3.2
For machinery and systems which are controlled remotely or automatically, suitable control and monitoring facilities shall be provided to permit manual operation.
1.3.3
In the event of disturbances, plants switched off automatically shall not be released for restarting until they have been manually unlocked.
1.3.4
For the design of safety devices, safety systems, and of open- and closed-loop control and alarm systems, see Automation Ch.4
.
1.3.5
For the use of fire resistant cables, see Sec.12 [4.15].
1.4 Application of computer systems
If computer systems are used for tasks essential to the safety of the ship or its crew, they shall conform to the requirements for hardware and software according to Sec.10
.
1.5 Maintenance
1.5.1
For maintenance purposes all remote and automation functions for a machinery or system shall be safely disabled by hardware switching.
1.5.2
Access shall be provided to all systems to allow measurements and repairs to be carried out. Facilities such as simulation circuits, test jacks, pilot lamps, test software, etc. shall be provided to allow functional checks to be carried out and faults to be located.
1.5.3
The operational capability of other systems shall not be impaired as a result of maintenance procedures.
1.5.4
Where the replacement of circuit boards in equipment which is switched on may result in the failure of components or in a critical condition of systems, a warning sign shall be fitted to indicate the risk.
1.5.5
Circuit boards and plug-in connections have to be protected against unintentional mixing-up.
Alternatively, they are to be clearly marked to show where they belong to.
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2 Machinery control and monitoring installations
2.1 Safety devices
2.1.1
The design of safety devices shall be as simple as possible and shall be reliable and inevitable in operation. Proven safety devices which are not depending on a power source are to be preferred.
2.1.2
The suitability and function of safety devices shall be demonstrated in the given application.
2.1.3
Safety devices shall be designed so that potential faults such as, for example, loss of voltage or a broken wire shall not create a hazard to human life, ship or machinery.
These faults and also the tripping of safety devices shall be signalled by an alarm.
2.1.4
For preference, safety devices shall be designed in conventional technology (hard wired). Alternative technical solutions shall be agreed with DNV GL.
2.1.5
The adjustment facilities for safety devices shall be designed so that the last setting can be detected.
2.1.6
Where auxiliary energy is needed for the function of safety devices, this has to be monitored and a failure has to be alarmed.
2.1.7
Security equipment like short circuit monitoring of generators as well as overspeed monitoring of diesel engines shall run independently from automatic power control system, to ensure that the equipment can continue operating manually in case of a breakdown.
2.1.8
Safety devices are subject to mandatory type approval.
2.2 Safety systems
2.2.1
Safety systems shall be independent of open- and closed-loop control and alarm systems. Faults in one system shall not affect other systems.
Deviations from this requirement may be allowed for redundant equipment with the agreement of DNV GL where this would entail no risk to human life and where ship safety would not be compromised.
2.2.2
Safety systems shall be assigned to systems which need protection.
2.2.3
Where safety systems are provided with overriding arrangements, these shall be protected against unintentional operation. Provision to override a safety system shall only be fitted when approved by the Naval
Administration that the loss of the equipment avoids a greater hazard for ship and crew. The actuation of overriding arrangements shall be indicated and recorded.
2.2.4
The monitored open-circuit principle shall be used for safety systems. Alternatively, the closed circuit principle shall be applied where the provisions of national regulations demand it. (e.g. boiler and oilfired systems). Equivalent monitoring principles are permitted. Faults and also the tripping of safety systems shall be indicated by an alarm and recorded.
2.2.5
Safety systems shall be designed for preference using conventional technology (hard wired).
Alternative technical solutions shall be agreed with DNV GL.
2.2.6
The power supply shall be monitored and loss of power shall be indicated by an alarm and recorded.
2.2.7
Safety systems are subject to mandatory type approval.
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2.3 Manual emergency stop
2.3.1
Manual emergency stops are to be protected against unintentional activation.
2.3.2
The manual emergency stop shall not be automatically cancelled.
2.3.3
It shall be recognizable which manual emergency stop has been activated.
2.3.4
Manual emergency stops shall be designed according to the monitored open-circuit principle.
2.4 Open-loop control
2.4.1
Main engines and essential equipment shall be provided with effective means for the control of its operation. All controls for essential equipment shall be independent or so designed that failure of one system does not impair the performance of other systems, see also [1.2.4] , [2.8] and [2.9] .
2.4.2
Control equipment shall have built-in protection features where incorrect operation would result in serious damage or in the loss of essential functions.
2.4.3
The consequences of control commands shall be indicated at the respective control station.
2.4.4
Controls shall correspond with regard to their position and direction of operation to the system being controlled resp. to the direction of motion of the ship.
2.4.5
It shall be possible to control the essential equipment at or near to the equipment concerned.
2.4.6
Where controls are possible from several control stations, the following shall be observed:
— Competitive commands shall be prevented by suitable interlocks. The control station in operation shall be recognizable as such.
— Taking over of command shall only be possible with the authorization of the user of the control station which is in operation.
— Precautions shall be taken to prevent changes to desired values due to a change-over in control station.
— Open-loop control for speed and power of internal combustion engines (main and auxiliary engines) and electrical actuators are subject to mandatory type approval.
2.5 Closed-loop control
2.5.1
Closed-loop control shall keep the process variables under normal conditions within the specified limits.
2.5.2
Closed-loop controls shall maintain the specified reaction over the full control range. Anticipated variations of the parameters shall be considered during the planning.
2.5.3
Defects in a control loop shall not impair the function of operationally essential control loops.
2.5.4
The power supply of operationally essential control loops shall be monitored and power failure shall be signalled by an alarm.
2.5.5
Closed-loop control for speed and power of internal combustion engines (main and auxiliary engines) and electrical actuators are subject to mandatory type approval.
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2.6 Alarm systems
2.6.1
Alarm systems shall indicate unacceptable deviations from operating figures optically and audibly.
2.6.2
Alarm delays shall be kept within such time limits that any risk to the monitored system is prevented if the limit value is exceeded.
2.6.3
Optical signals shall be individually indicated. The meaning of the individual indications shall be clearly identifiable by text or symbols.
If a fault is indicated, the optical signal shall remain visible until the fault has been eliminated. It shall be possible to distinguish between an optical signal which has been acknowledged and one that has not been acknowledged.
2.6.4
It shall be possible to acknowledge audible signals.
The acknowledgement of an alarm shall not inhibit an alarm which has been generated by new causes.
Alarms shall be discernible under all operating conditions. Where this cannot be achieved, for example due to the noise level, additional optical signals, e.g. flashing lights shall be installed.
2.6.5
In individual cases, DNV GL may approve collective alarms from essential, stand-alone systems which are signalled to the machinery alarm system.
2.6.5.1 Each new single alarm, which will not lead to stop, has to retrigger the collective alarm.
2.6.5.2 The individual alarms have to be recognisable at the concerned system.
2.6.6
Transient faults which are self-correcting without intervention shall be memorized and indicated by optical signals which shall only disappear when the alarm has been acknowledged.
2.6.7
Alarm systems shall be designed according to the closed-circuit principle or the monitored open-circuit principle. Equivalent monitoring principles are permitted.
2.6.8
The power supply shall be monitored and a failure shall cause an alarm.
2.7 Operational devices for main- and auxiliary engines
Operational devices required for local machinery control stations in accordance with Propulsion Plants Ch.2
Sec.3 [8] for:
— speed/direction of rotation of main engine/propeller shafting
— lubricating oil pressure
— starting air pressure, if applicable
— control air pressure, if applicable
— fuel pressure shall be electrically independent of other systems, like remote control.
2.8 Speed/output controls of diesel engines
2.8.1 General
2.8.1.1 The governor and the actuator shall be suitable for controlling the engine under the operating conditions laid down in the Rules for Construction and shall be also in line with the requirements specified by the engine manufacturer, see Propulsion Plants Ch.2 Sec. 3 [6]
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2.8.1.2 Electrical governors and the associated actuators are subject to mandatory type approval.
2.8.1.3 In the event of faults in the governor system, the operating condition of the engine shall not become dangerous.
Faults in the governor system shall cause an alarm.
In the case of main propulsion engines, engine speed and power shall not increase.
In the case of auxiliary engines, in the event of faults in the governor system, the fuel admission in the injection pumps shall be set to “0”.
2.8.2 Power supply to the control systems of main propulsion engines
2.8.2.1 Control systems with an independent back-up system shall be supplied from the same source of electrical power.
2.8.2.2 Where main propulsion engines can be operated without a supply of electrical power (pumps driven from the main engine), their control systems (if they have no back-up system) shall be supplied from the same source of electrical power with battery backup for at least 30 minutes.
The automation battery, if of sufficient capacity, may be used for this purpose.
2.8.2.3 Where main propulsion engines can only be operated with a supply of electrical power (electrically driven pumps), their control systems shall be fed from the main source of electrical power.
2.8.2.4 Dedicated power supplies shall be provided for each control system of plants comprising a number of main propulsion engines.
2.8.2.5 Batteries shall not be discharged by the control system following an engine shut-down.
2.8.3 Power supply to the control systems of generator sets
2.8.3.1 Each control system shall be provided with a separate supply from the respective source of electrical power with battery back-up for at least 30 minutes.
2.8.3.2 If there are more than two auxiliary engines, a total of two back-up batteries is sufficient.
2.8.3.3 If the auxiliary engines are started electrically, a combination of the back-up battery with the starter battery is permissible.
The automation battery may be used as a second back-up battery to boost the input voltage.
2.8.3.4 No supply or battery back-up is required for a control system with its own power source.
2.8.3.5 No battery back-up is needed if a back-up system is provided.
2.8.3.6 Batteries shall not be discharged by the control system following an engine shut-down.
2.9 Integration of systems for essential equipment
2.9.1
The integration of functions of independent equipment shall not decrease the reliability of the single equipment.
2.9.2
A defect in one of the subsystems (individual module, unit or subsystem) of the integrated system shall not affect the function of other subsystems.
2.9.3
Any failure in the transfer of data of autonomous subsystems which are linked together shall not impair their independent function.
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2.9.4
Essential equipment shall also be capable of being operated independently of integrated systems.
3 Ship control systems
3.1 Remote control of the main engine
Where the remote control of the main engine from the bridge is envisaged, the requirements according to
Automation Ch.4 Sec.5 [1] shall be observed.
3.2 Engine telegraph systems
3.2.1 General requirements
3.2.1.1 Two independent means shall be provided for communicating orders from the navigation bridge to the position in the machinery space or in the control centre from which main propulsion is normally controlled.
One of these means shall be an engine telegraph. A further means according to [3.2.3] or [3.5.1] could be provided.
3.2.1.2 Engine telegraphs shall be of the two-way systems type in which the signal given by the receiver is also immediately discernible at the transmitter.
3.2.1.3 In the case of installations with several control positions the acknowledged command shall be indicated at all control positions. Where control positions are selected by switching, additionally indication shall be provided of which one is in use.
3.2.1.4 Transmitters and receivers shall be equipped with call-up devices which remain activated from the start of the command transmission until it is correctly acknowledged.
3.2.1.5 The audible signal shall be hearable at all points in the engine room. If necessary, optical signals shall be provided in addition to the audible signals.
3.2.1.6 Power supply shall be provided from the main source of electrical power.
3.2.2 Main engine telegraph system
3.2.2.1 The controls of the transmitters and receivers must be safeguarded by suitable means, e.g. notching, against inadvertent movement.
3.2.2.2 Engine telegraphs shall be of the two-way type in which the signal given by the receiver is also immediately discernible at the transmitter.
3.2.2.3 In the case of installations with several control positions, the acknowledged command shall be indicated at all control positions. Where control positions are selected by switching, additional indication shall be provided of which one is in use.
3.2.2.4 Transmitters and receivers shall be equipped with call-up devices which remain in operation from the start of the command transmission until it is correctly acknowledged. The audible signal shall be hearable at all points in the engine room. If necessary, optical signals shall be provided in addition to the acoustic signals.
3.2.2.5 Power shall be supplied from the at least one source of electrical power.
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3.2.3 Emergency engine telegraph system
3.2.3.1 The function of the emergency engine telegraph system shall conform to that of the main system in accordance with [3.2.2.1] and [3.2.2.2] .
Power shall be supplied from the transitional source of electrical power.
3.2.3.2 Instead of the emergency engine telegraph system, a further means according to [3.5.1] could be provided.
3.3 Indicators on the bridge
3.3.1
All instruments and indicators important to navigate the ship shall be legible at all times.
3.3.2
All indicators and illuminations for instruments shall be provided with dimmers.
3.3.3
All illumination and lighting of instruments shall be adjustable down to zero, except the lighting of warning and alarm indicators and the control of the dimmers which shall remain readable.
3.3.4
Each instrument shall be fitted with an individual light adjustment. In addition, groups of instruments normally working together may be equipped with common light adjustment.
3.4 Rudder angle indicators
3.4.1
The ship's main control station shall be equipped with a rudder angle indicator whose transmitter is actuated by the rudderstock.
3.4.2
All the equipment forming part of the rudder angle indicator system shall be independent of the steering gear control.
3.4.3
The rudder angle indicator shall be legible from all control stations on the bridge. The display shall be continuous.
3.4.4
If the rudder angle is not clearly apparent at the emergency manual steering-gear control position in the steering gear compartment, an additional rudder angle indicator shall be fitted.
3.4.5
The above requirements also apply, as and where appropriate, to rudder propeller systems. The indicators shall be so designed that they indicate the direction of motion of the ship.
3.4.6
The electrical supply to the indicators shall be the same as for the steering gear, see Sec.7 [1.2.2].
3.5 Voice communication and signalling systems
3.5.1 Important voice communications (intercommunication systems and talk-back systems)
3.5.1.1 The voice communications specified below shall be designed to ensure satisfactory vocal intercommunication under all operating conditions.
The systems shall be designed to provide individual links, although this feature may be dispensed with if it is ensured that the bridge can cut into existing conversations at all times.
3.5.1.2 The following voice communications are required:
This may be a telephone system, an intercommunication system or a public address system, provided that the bridge can in any event cut into existing communications.
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3.5.1.2.1 Bridge - radio room. This link is not required if communications can be made without recourse to equipment.
3.5.1.2.2 Bridge - machinery control centre (MCC)
3.5.1.2.3 Bridge - machinery rooms. Required is a two-way call-up and intercommunication system between the bridge and all the control positions in the machinery rooms from which the main propulsion plant can be controlled. The call-up devices in the engine room shall be so designed that they are discernible from any position in the engine room, even when operating at full power. Additional optical means may be used for this purpose.
This voice communication is not required if a main and emergency telegraph is available; see [3.2.1].
3.5.1.2.4 Bridge - steering gear compartment. An intercommunication system is required between the bridge and the steering gear control position in the steering gear compartment.
3.5.1.2.5 Bridge - combat information centre (CIC).
3.5.1.2.6 Communications from CIC and MCC to other important locations, like damage control centre
(DCC), etc. should be considered.
3.5.1.3 If the voice communication system requires an electrical power supply, this supply shall be from at least two independent sources of electrical power.
3.5.2 Voice communications in an emergency
3.5.2.1 An intercommunication system shall be provided which enables commands to be transmitted between strategically important locations, the assembly points, the emergency control stations, the muster stations and the launching stations of lifesaving equipment.
3.5.2.2 This system may consist of portable or permanently installed devices and shall also be operable in the event of the failure of the electrical power generating plants.
3.5.3 Technical officer's alarm (Engineers' call)
From the engine room or from the machinery control centre it shall be possible to transmit an alarm into the accommodation area of the technical officers or the crew members responsible for the machinery.
For ships with automated machinery, Automation Ch.4 Sec.4 [2] is to be observed additionally.
3.5.4 CO
2
alarm systems
For the general design and construction of CO
Systems Ch.5 Sec.9
.
2
alarm systems, see Ship Operation Installations and Auxiliary
3.5.4.1 For machinery spaces, boiler, fuel pump rooms and similar spaces audible alarms of horn or siren sound is to be provided which shall be independent of the discharge of CO
2
. The audible warning is to be automatically actuated at a suitable time before flooding occurs and is to be clearly distinguishable from all other alarm signals.
The period of time necessary to evacuate the space to be flooded shall be considered as adequate, but not less than 20 s. The system is to be designed such that flooding is not possible before this period of time has elapsed.
The emission of audible and optical alarms shall continue as long as the flooding valves are open.
The automatic actuation of the CO
2 the release station.
alarm in the protected space may be realized by e.g. opening the door of
The alarm shall continue to sound as long as the flooding valves are open. A visual alarm is also to be installed where necessary.
An automatically trip of emergency shut-down facilities by the CO
2
alarm is not permitted.
3.5.4.2 Where adjoining and interconnecting spaces, e.g. machinery space, purifier room, machinery control room, have separate flooding systems, any danger to persons shall be excluded by suitable alarms in the adjoining spaces.
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3.5.4.3 Audible and optical alarms (pre-discharge alarms as defined in [3.5.4.1] ) are also to be provided in ro-ro cargo spaces, spaces for the transport of special containers and other spaces where personnel can be expected to enter and where the access is therefore facilitated by doors or manway hatches. In small spaces, e.g. small compressor rooms, paint stores, etc., alarms may be dispensed.
3.5.4.4 If the alarm is operated pneumatically, a permanent supply of compressed air for the alarm system is to be ensured.
3.5.4.5 In the event of failure of the main source of electrical power, the CO
2 from another independent source of electrical power.
alarm system shall be supplied
3.5.5 Lift alarm
3.5.5.1 Lifts for military vehicles, aircraft, supplies, etc. with internal controls shall be equipped with an audible emergency calling device which can be actuated from the lift cabin. The alarm shall be transferred to a permanently manned location.
3.5.5.2 The emergency calling system and the telephone shall be supplied from the transitional source of electrical power and shall be independent of the power and control system.
3.5.6 Refrigerating compartment closure alarm
A closure alarm shall be provided to a permanently manned location. The system shall initiate an alarm immediately. Illuminated switches situated near the access doors of each refrigerated space shall be installed.
3.5.7 Monitoring devices for military use
For military use monitoring warning devices should be provided e.g. for:
— diver in water
— helicopter in operation
— shoot warning
— citadel in operation
— hospital call
— NBC alarm
4 Ship safety systems
4.1 General emergency alarm
4.1.1
An alarm system shall be provided to alert the crew or to call them to the assembly points. It shall be possible to release the alarm from the bridge, the combat information centre (CIC) and from other strategical important locations.
4.1.2
Means for alarm announcement shall be provided in a sufficient number and loudness to ensure that all persons inside the ship and on deck are alerted.
Note:
Regarding the required sound pressure level the IMO LSA Code may be observed.
4.1.3
In areas with high noise levels, additional optical means of alarm may be required.
4.1.4
Once released, the alarm shall sound continuously until it is switched off manually or is temporarily interrupted for an announcement through the public address system. At least 2 signal generators are to be provided.
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4.1.5
If the respective source of electrical power fails, the general emergency alarm system shall be powered by the transitional power supply of electrical power, see Sec.3 [4] .
4.1.6
Cables for general emergency alarm installations and for loudspeaker systems shall be according to
Sec.12 [4.15] .
4.2 Public address system
4.2.1
In addition to the general emergency alarm system, a public address system is required which can be operated from the bridge, the CIC, the DCC, and other strategic locations. The public address system shall be audible throughout the accommodation area, at the crew's normal working places, at the stations manned during combat and at the strategically important locations.
4.2.2
If the public address system is used to announce the general emergency alarm, the following requirements shall be fulfilled:
4.2.2.1 The requirements for the general emergency alarm shall be fulfilled.
4.2.2.2 The system shall be so arranged to minimize the effect of a single failure, by the use of at least 2 amplifiers, segregated supply with fuse protection, segregated cable routes and segregated arrangement.
4.2.2.3 At least two loudspeaker circuits, supplied from separate amplifiers, shall be installed in each watertight compartment.
The loudspeaker circuits shall be so arranged that an announcement at a reduced acoustic irradiation is maintained in the event of a failure of an amplifier or loudspeaker circuit.
4.2.2.4 Where loudspeakers with built-in volume controls are used, the volume controls shall be disabled by the release of the alarm signal.
4.2.2.5 It shall be possible to transmit the undistorted and clearly audible alarm signal at all times. Other simultaneous transmissions shall be automatically interrupted.
4.2.2.6 It shall be possible to operate all loudspeakers at the same time.
4.2.2.7 Short-circuits in loudspeakers shall not lead to a failure of the entire loudspeaker circuit.
This requirement is deemed to have been met if the individual loudspeakers are supplied via transformers and a short-circuit on the secondary side of the transformer does not impair the function of the other loudspeakers.
4.2.2.8 If the main source of electrical power fails, the loudspeaker system shall be powered by the uninterruptible power supply of electrical power, see Sec.3 [4] .
4.2.2.9 The loudspeaker system shall be designed under observance of the minimum required sound level.
In case of an emergency the announcements in all areas shall be understandable and above the ambient noise.
Announcement via microphone shall be free of acoustic feedback and other distortions.
4.3 Fire detection and fire alarm systems
4.3.1 General requirements
4.3.1.1 For general requirements see Ship Operation Installations and Auxiliary Systems Ch.5 Sec.9
and for scope of use also Ch.4
.
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4.3.1.2 Fire detection and fire alarm systems are subject to mandatory type approval.
4.3.2 System design and indication
4.3.2.1 The central fire alarm panel shall be located on the bridge or in the main fire control station.
One indicating unit shall be placed on the bridge if the central fire alarm panel is not located there.
4.3.2.2 Identification of devices, central fire alarm panel or fire indicator board shall indicate the section in which a fire detector has been activated. At least one indicating unit shall be so located that it is at all times accessible to responsible crew members.
4.3.2.3 On the fire indicating units or on the central fire alarm panel, clear information shall be provided showing which rooms are monitored, and where the individual sections are located.
4.3.2.4 The fire detection system shall be self-monitored. Faults, such as a supply failure, short circuit or wire break in detection loops, the removal of a detector from its base and earth fault in detection loops with allpole insulation shall be optically and audibly signalled at the central fire alarm panel. Fault alarms shall be acknowledgeable and distinguishable from a fire alarm.
4.3.2.5 Short-circuit or disconnection of the signal transfer between the fire detection system and the controller of fire safety systems, fire alarm systems or alarm devices shall be provided.
4.3.2.6 The emission of audible and optical alarms shall continue until they are acknowledged at the central fire alarm panel. Is only a repeater installed on the bridge, the acknowledgement of the audible alarm on the fire indicating unit shall be independent from the central fire alarm panel. Acknowledgement shall not disconnect the detection loop, nor shall it suppress further alarm signals in other detection loops.
The control panel shall clearly distinguish between normal, alarm, acknowledged alarm, fault and silenced conditions.
4.3.2.7 The fixed fire detection and fire alarm systems shall be arranged to automatically reset to the normal operating condition after alarm and fault conditions are cleared.
4.3.2.8 The central station shall be provided with means for testing and disconnecting of individual detectors or detector loops. When a particular detector/detector loop is disconnected, this shall be clearly recognizable.
Means for such recognition shall be provided for each loop.
The failure or disconnection of one detector loop shall not affect the operation of another detector loop.
The simultaneous response of detectors shall not impair the operation of the system.
4.3.2.9 The fire alarm shall be audible and optical recognized on the fire control panel, on the indicating units and by a responsible engineer officer without any time delay. If a fire alarm is not acknowledged within two minutes, an audible alarm shall be automatically released in all crew accommodation areas, service rooms, control stations and category A machinery spaces. This alarm system need not to be integrated into the fire detection system. The general emergency alarm signalling appliances may be used for this purpose.
4.3.2.10 Fire detection systems shall not be used for other purposes, except for the automatic closure of fire doors, shut-off fans, closure of fire dampers, sprinkler systems, smoke extraction systems, low-location lighting systems, fixed local application fire-extinguishing systems, CCTV systems, paging systems, fire alarm, public address systems or other fire safety systems.
Automatic stopping of engine room fans and appropriate flaps is not permitted.
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4.3.3 Fire detectors
4.3.3.1 Automatic fire detectors shall respond to heat, smoke or other combustion products, flames or a combination of these factors. Detectors which are activated by other factors may be approved, provided they are not less sensitive than the aforementioned detectors.
4.3.3.2 Smoke detectors required in all stairways, corridors and escape routes within accommodation spaces shall be certified to operate before the smoke density exceeds 12.5% obscuration per metre, but not until the smoke density exceeds 2% obscuration per metre.
4.3.3.3 Heat detectors shall be actuated at a temperature of between 54°C and 78°C when the temperature rises to those limits at a rate of rise less than 1°C per minute. In case of a faster temperature rise a higher threshold value may be permitted by agreement with DNV GL.
4.3.3.4 In rooms with specially high ambient temperatures (e.g. drying rooms), the operation temperature of heat detectors may be up to 130°C, and up to 140°C in saunas.
4.3.3.5 If the fire detection system is not designed for remote and individual identification of detectors, it is not permitted that one zone may monitor more than one deck within the accommodation, service rooms and control stations, except of a zone which monitors closed staircases. To avoid delay to locate the fire, the number of closed rooms monitored in any one zone is limited to a maximum of 50.
If the fire detection system is designed for remote and individual identification of detectors, the zones may monitor several decks and any number of closed rooms.
4.3.3.6 A section of fire detectors and manually operated call points shall not be situated in more than one main vertical zone.
4.3.3.7 Smoke detectors shall be used in passageways, stairways and escape routes.
Detectors in stairways shall be located at least at the top level of the stair and at every second level beneath.
4.3.3.8 Heat detectors shall be used as the sole detector only in accommodation areas.
4.3.3.9 Flame detectors shall only be used in addition to the mandatory detectors.
4.3.3.10 All the fire detectors shall be so designed that they remain serviceable, without the replacement of components, when passed regular testing.
4.3.3.11 If it is not recognizable at the central fire alarm panel which detector has responded, an optical indication shall be provided on each detector itself. This indication shall remain displayed until the loop has been reset on the central fire alarm panel.
4.3.3.12 The detectors shall be mounted in such a way that they can operate properly. Mounting places near ventilators, where the operation of detectors may be impaired or where mechanical damage may be expected, shall be avoided.
Detectors mounted on the ceiling shall generally be placed at least 0.5 m away from bulkheads, except in corridors, lockers and stairways.
In general, the maximum monitored area, and the maximum distance between detectors, shall not exceed the following values:
— for heat detectors 37 m2 or a distance of not more than 9 m
— for smoke detectors 74 m2 or a distance of not more than 11 m
The distance from bulkheads shall not exceed:
— 4.5 m for heat detectors
— 5.5 m for smoke detectors
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4.3.3.13 Manually operated call points shall be provided in the accommodation area, the service areas, control station.
A manually operated call point shall be fitted at every exit. Manually operated call points are not required to be installed for each exit at the navigation bridge, in case, where the fire alarm panel is located at the navigation bridge.
Manually operated call points shall be readily accessible on every deck in the passageways, i.e. no part of the passageway shall be more than 20 m far from a manually operated call point. Service spaces and control stations which have only one access, leading directly to the open deck, shall have a manually operated call point not more than 20 m (measured along the access route using the deck, stairs and/or corridors) from the exit.
4.3.3.14 A section of fire detectors which covers a control station, a service space or an accommodation space shall not simultaneously include a machinery space of category A or a ro-ro space. A section of fire detectors which covers a ro-ro space shall not include a machinery space of category A.
4.3.3.15 If manually operated call points are not sufficiently recognizable with the aid of a replacement emergency lighting arrangement installed nearby, they are to be provided with an illuminated sign.
4.3.3.16 Fire detectors for use in critical environments, can be fitted with appropriate filters, provided that evidence of their suitability is given.
4.3.4 Installation
4.3.4.1 Within each damage control zone the fire detectors shall form one separate loop or autonomous fire detection system.
4.3.4.2 The detector loop shall be so arranged within a damage control zone that in the event of damage, e.g. wire break, a short-circuit or a fire, only a part of the loop becomes faulty.
4.3.4.3 Cables forming part of the fire detection system shall be so arranged as to avoid direct contact to galleys, category A machinery spaces and other closed spaces with a high fire risk, except if it is necessary to transmit a fire signal from these spaces, to initiate a fire alarm in these spaces, or to make the connection to the appropriate source of electrical power.
Fire detection systems with a loop-wise indication shall be so designed that
— a loop cannot be damaged at more than one point by a fire
— equipment is available which ensures that a fault in the loop (e.g. wire break, short-circuit, earth fault) does not cause failure of the entire control unit
— all possible precautions have been taken to allow the function of the system to be restored in the event of a failure (electrical, electronic, affecting data processing)
— the first fire alarm indicated does not prevent the indication of further alarms by other fire detectors in other loops.
4.3.4.4 A monitoring loop covering a control station or a service area or an accommodation area shall not simultaneously monitor a category A machinery space.
4.3.5 Power supply
4.3.5.1 The fire alarm system shall be supplied from at least two sources of electrical power. Should one supply fail, automatic changeover to the other power supply shall take place in, or close to, the central fire alarm panel. The changeover shall be signalled optically and audibly.
4.3.5.2 Continuity of power supply
4.3.5.2.1 Operation of the automatic changeover switch or a failure of one of the power supplies shall not result in permanent or temporary degradation of the fire detection and fire alarm system.
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4.3.5.2.2 Where the fire detection and fire alarm system would be degraded by the momentary loss of power, a transitional source of stored energy having adequate capacity shall be provided to ensure the continuous operation during changeover between power supplies.
4.3.5.2.3 The arrangement of electrical power supplies to an automatic changeover switch shall be such that a fault will not result in the loss of all supplies to the automatic changeover switch.
4.3.5.2.4 There shall be sufficient power to permit the continued operation of the system with all detectors activated, but not more than 100 if the total exceeds this figure.
4.3.5.3 Transitional supply
The fire detection and fire alarm system emergency power is to be supplied by an accumulator battery (or from the emergency switchboard). For an accumulator battery, the arrangements are to comply with the following requirements:
— the accumulator battery shall have the capacity to operate the fire detection system under normal and alarm conditions during the period required by Sec.[3] and Sec.3 [4] .
— the rating of the charge unit, on restoration of the input power, shall be sufficient to recharge the batteries while maintaining the output supply to the fire detection system
— the accumulator batteries shall be within the fire detection and fire alarm panel or situated in another location suitable to provide a supply in the event of an emergency
Guidance note:
Requirements for Storage Batteries, Chargers and Uninterruptible Power Supplies (UPS) see Sec.14 [5] .
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4.3.6 Fire detection systems with remotely and individually identified detectors
4.3.6.1 The fire detection system shall meet the requirements set out in [4.3.1] correspondingly.
4.3.6.2 Where addressable detectors are used, each such detector shall be indicated at the central fire alarm panel, and the audible alarm according to regulations shall be initiated.
4.3.6.3 Where the detectors in the alarm mode are not all simultaneously indicated at the central fire alarm panel, the central panel shall have the means of scanning all the detectors which have responded in order to establish clearly whether other detectors are in the alarm mode besides the one indicated.
4.3.6.4 A detection loop shall comprise not more than one fire zone or one watertight division.
4.3.6.5 If the fire detection system comprises remotely and individually identified detectors the loops may monitor several decks and any number of closed rooms.
4.3.6.6 The detector loop shall be so arranged within a fire section/part of a fire zone that in the event of damage, e.g. wire break, a short circuit or a fire, only the affected deck becomes faulty.
The spatial arrangement of the loops shall be submitted for approval.
4.3.7 Fire detection and alarm systems on ships with water spray systems (Sprinkler)
Sprinkler systems with automatic release are normally not used for naval ships. If such a system is required by the Naval Administration, Ship Operation Installations and Auxiliary Systems Ch.5, Sec.9
, Ch.5, Sec.10
shall be observed.
4.3.7.1 Ships which shall be equipped with an automatic water spray system (Sprinkler) shall be additionally provided with a fire detection and alarm system with automatic smoke detectors and manually operated call points with displays on the navigating bridge in accordance with [4.3.1] .
4.3.7.2 Where the accommodation and public rooms are fitted with sprinkler systems, the alarm devices shall meet the following requirements:
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Each section of sprinklers shall include means of releasing automatically a visual and audible alarm signal at one or more indicating units whenever sprinkler comes into operation. Such units shall indicate in which section a sprinkler has come to operation and shall be centralized on the navigation bridge and in addition, visible and audible alarms from the unit shall be located in a position other than on the navigation bridge, e.g. in the MCC, so as to ensure that the indication of the fire is immediately received by the crew.
With regard to self-monitoring and to the electrical power supply, the alarm system shall be designed corresponding to a fire detection system according to [4.3.1] .
4.3.8 Fire detection and alarm systems for unattended machinery spaces
4.3.8.1 For unmanned machinery spaces of category A in accordance with the Legacy Rules for Automation
Ch.4, an automatic fire detection system shall be provided which detects a fire already in its initial stage, e.g.
systems with smoke detectors.
General requirements see [4.3.1] and [4.3.2] .
4.3.8.2 The fire alarm shall be optical and audible recognized on the bridge, in the accommodation and mess areas of the engineer officers or the crew member responsible for the machinery plant and also in the machinery space and it shall be distinguishable from other alarms. The fire alarm shall be executed in the machinery space without any time delay.
4.4 Fixed water-based local application firefighting systems (FWBLAFFS)
4.4.1
Ship Operation Installations and Auxiliary Systems Ch.5 Sec.9 10.2
shall be observed.
Flame detectors, remotely controlled valves, control electronics and fire detection systems used for
FWBLAFFS are subject to mandatory type approval.
4.4.2
The fire detection system shall be selfmonitored. Faults, such as a supply failure, short-circuit or wire break in detection loops, the removal of a detector from its base and earth fault in detection loops with allpole insulation shall be optically and audibly signalled at the central fire alarm panel. Fault alarms shall be acknowledgeable and, wherever possible, distinguishable from a fire alarm.
The emission of audible and optical alarms shall continue until they are acknowledged at the central fire alarms panel. Acknowledgement of the audible fire alarm shall be made before acknowledgement of the optical fire alarm. The acknowledgements of audible and optical fire alarm signals shall be independent of each other. Acknowledgement shall not disconnect the detection loop, nor shall it suppress further alarm signals in other detection loops.
In case the evaluation unit is part of the ship's main fire alarm panel, detectors and control units shall be separated from the main fire alarm system by using separate loops only for the purpose of FWBLAFFS.
4.4.3
In case of periodically unattended machinery space the FWBLAFFS shall have both automatic and manual release capabilities.
The automatic release shall have a manual stop function in case of a spurious release. The manual release shall be independent from the fire alarm panel.
For continuously manned machinery space only a manual release capability is required.
4.4.4
The manual release shall be located at easily accessible positions, adjacent to the protected area.
Additional to this local release it shall be possible to release the FWBLAFFS from a safe position outside the engine room.
The installation inside the space should not be liable to be cut off by a fire in the protected areas.
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Figure 1 Space protected by a FWBLAFFS
Definitions:
Protected space: Is a machinery space where a FWBLAFFS is installed.
Protected areas: Areas within a protected space which is required to be protected by FWBLAFFS.
Adjacent areas: Areas, other than protected areas, exposed to direct spray or areas, other than those defined above, where water may extend.
Where it is necessary to install equipment within FWBLAFFS protected areas, the following precautions are to be taken:
4.4.5 Detector initiating philosophy
4.4.5.1 Fire detectors shall be flame detectors. The viewing angle shall be adjusted to the monitored area only.
4.4.5.2 For each monitored area two detectors are needed to detect a fire before initiating the release.
Activation of a single detector shall cause an alarm. The detectors shall operate with a maximum delay time of 10 seconds.
4.4.5.3 Other configuration of detectors concerning type and release philosophy shall be agreed with DNV GL.
4.4.6
The outputs, which activate the valves, shall be designed so that potential faults such as loss of voltage or a broken wire for example shall not create a spurious release.
4.4.7
Activation of any local application system shall give a visual and distinct audible alarm in the machinery space and at a continuously manned station (e.g. MCC). This alarm shall indicate the specific system activated.
4.4.8 Ingress protection
4.4.8.1 Operation controls and other electrical and electronic equipment enclosures located in reach of the
FWBLAFFS in the protected area and those within adjacent areas exposed to direct spray shall have as a minimum the degree of protection IP44, expect where evidence of suitability is submitted to and approved by
DNV GL.
4.4.8.2 IP-degree lower than IP44 for the mentioned electrical and electronic equipment within adjacent areas not exposed to direct spray may be approved with suitable evidence taking into account the design and equipment layout, e.g. position of inlet ventilation openings. The cooling airflow for the equipment is to be assured.
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4.4.8.3 The electrical components of the pressure source for the system shall have a minimum IP-grade of
IP54.
4.4.9
Components of the system such as pumps and valves requiring an external power source shall be supplied by the main power source.
4.4.10
The FWBLAFFS shall provide means for testing the automatic release without delivering water into the protected areas. Each protected area shall be periodically tested.
4.4.11
Operating and maintenance instructions for the system and the cleaning interval for the optical parts of the detectors shall be displayed at each operating position and verified in practical operation.
4.5 Watertight door control systems
For watertight doors and openings relevant to the stability of the ship in the damaged state, control and monitoring devices shall be provided as follows:
4.5.1
For bulkhead doors the Rules for Hull Structures and Ship Equipment Pt.1 Ch.1, Sec.9 [1] shall be observed. For bow doors, side shell and stern doors, see Hull Structures and Ship Equipment Ch.1 Sec.22 [2] and Ch.1 Sec.22 [3] .
4.5.2
Optical indicators showing whether the door is closed or open shall be provided at the remote control position. Closing of the door shall be announced on the spot by an audible signal.
4.5.3
Access doors and access hatch covers normally closed at sea shall be provided with means of monitoring. Indicators shall show, locally and at a permanently manned station, whether these doors or hatch covers are open or closed.
4.5.4
Indicators shall be provided at the remote control position to signal a failure of the control system optically and acoustically.
4.5.5
The operating console on the bridge or at the damage control centre (DCC) shall be provided with a schematic system showing the arrangement of the watertight doors in the ship.
4.6 Bilge level monitoring
For the extent and design of the bilge level monitoring see Propulsion Plants Ch.2 Sec.2 [9.5]
4.7 Voyage data recorder (VDR)
4.7.1
If a voyage data recorder is specified in the building specification, the VDR should be supplied from the main and transitional power supply, see Sec.4 [8.11.1] and Sec.4 [8.12] .
4.7.2
Data or alarms for the Voyage Data Recorder have to be free of reactive effects to ship operation.
4.8 Ballast water treatment plants
4.8.1
The Naval Administration has to decide, if a ballast water treatment plant shall be provided, especially if class notation CLEAN – Operational emmissions and discharges respectively BWM – Ballast Water
Management is intended.
Ballast water treatment plants (BWTS) are to be approved by a flag administration acc. to IMO Resolution
MEPC.174(58), MEPC.169(57) respectively.
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The need to install a ballast water treatment plant depends on the ballast water capacity and keel laying date of the ship. Refer to International Convention For The Control And Management of Ship’s Ballast Water and
Sediments, 2004 – Regulation B-3.
4.8.2
For BWTS these Rules are to be observed and the Rules for Automation Ch.4
, if applicable.
BWTS shall in addition comply with Ship Operation Installations and Auxiliary Systems Ch.5, Sec.8
and Ch.5,
Sec.16
4.8.3
For the electrical appliances the following documentation to be submitted for approval for each project:
— System description with technical data's,
— wiring diagrams,
— power balance, and
— further documents necessary for the review of the construction.
4.8.4
On manufacturer’s application, DNV GL may issue an approval certificate confirming compliance with
DNV GL Rules as referred above.
4.8.5
In case of BWTS for which compliance with DNV GL Rules have already been confirmed within the DNV
GL approval certificate, the typical documentation do not need to be submitted for approval again. Ships related documentation for the individual installation may be necessary for review.
4.8.6
For a DNV GL approval of a BWTS evidence is to be provided, that the components are designed to withstand the environmental strength.
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SECTION 10 COMPUTER SYSTEMS
1 General
1.1 Scope
These Rules apply additionally if computer systems are used for tasks essential to the safety of the ship, cargo, crew or embarked troops and are subject to Classification. They are not applicable for weapon and tactical command systems.
1.2 References to other rules and regulations
IEC publication 60092-504 "Electrical Installations in Ships" Part 504: Special features – Control and
instrumentation.
1.3 Requirements applicable to computer systems
1.3.1
When alternative design or arrangements deviating from DNV GL Rules are proposed, an engineering analysis, evaluation and approval of the design and arrangements shall be carried out in accordance with a relevant International and/or National Standard acceptable to DNV GL, see also SOLAS Ch.II-1 / F, Reg. 55.
In such cases, details are to be submitted for consideration.
1.3.2
Computer systems shall fulfil the requirements of the process under normal and abnormal operating conditions. The following shall be considered:
— danger to persons
— environmental impact
— endangering of technical equipment
— usability of computer systems
— operability of all equipment and systems in the process
1.3.3
If process times for important functions of the system to be supervised are shorter than the reaction times of a supervisor and therefore damage cannot be prevented by manual intervention, means of automatic intervention shall be provided.
1.3.4
Computer systems shall be designed in such a way that they can be used without special computer knowledge. Otherwise, appropriate assistance shall be provided for the user.
2 Requirement classes
2.1 General requirements
2.1.1
Computer systems are assigned, on the basis of a risk analysis, to requirement classes as shown in
Table 1 . This assignment shall be accepted by DNV GL. Table 2 gives examples for such an assignment.
2.1.2
The assignment is divided into five classes considering the extent of the damage caused by an event.
2.1.3
Only the extent of the damage directly caused by the event is considered, but not any consequential damage.
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2.1.4
The assignment of a computer system to the corresponding requirement class is made under consideration of the maximum possible extent of direct damage to be expected.
2.1.5
In addition to the technical measures stated in this Section, organizational measures may be required if the risk increases. These measures shall be agreed with DNV GL.
2.2 Risk parameters
2.2.1
The following aspects may lead to assignment to a different requirement class; see Table 1 .
2.2.1.1 Dependence on type and size of ship
— concept of operations (ConOps)
— transportation of dangerous goods
— number of persons endangered
— ship's speed
2.2.1.2 Presence of persons in the endangered area with regard to duration respectively frequency
— rarely
— often
— very often
— at all times
2.2.1.3 Averting of danger
To evaluate the possibility of averting danger, the following criteria shall be considered:
2.2.1.3.1 Operation of the technical equipment with or without supervision by a person.
2.2.1.3.2 Temporal investigation into the processing of a condition able to cause damage, the alarming of the danger and the possibilities of averting the danger, e.g. damage control.
2.2.1.4 Probability of occurrence of the dangerous condition
This assessment is made without considering the available protection devices.
Probability of occurrence:
— very low
— low
— relatively high
2.2.1.5 Complexity of the system
— integration of various systems
— linking of functionalities
2.2.2
The assignment of a system into the appropriate requirement class shall be agreed on principle with
DNV GL.
2.3 Measures required to comply with the requirement class
2.3.1
The measures needed to comply with the requirements of classes 4 and 5 may require separation of the computer equipment from conventional equipment or a redundant, diversified design for the computer equipment.
Note:
As a failure of a requirement class 3, 4 and 5 system may lead to an accident from significant to catastrophic severity, the use of unconventional technology for such applications will only be permitted exceptionally in
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cases where evidence is presented that demonstrates acceptable and reliable system performance to the satisfaction of DNV GL.
2.3.2 Protection against modification of programs and data
2.3.2.1 The measures required depend on the requirement class and the system configuration, see Table 3 .
2.3.2.2 Computer systems shall be protected against unintentional or unauthorized modification of programs and data.
2.3.2.3 For large operating systems and programs, other storage media, such as hard disks, may be used by agreement.
2.3.2.4 Significant modifications of program contents and system-specific data, as well as a change of version, shall be documented and shall be retraceable.
Note:
A significant modification is a modification which influences the functionality and/or safety of the system.
2.3.2.5 For systems of requirement class 4 and 5, all modifications, even the modifications of parameters, shall be submitted for approval.
2.3.2.6 The examples of program and data protection shown in Table 3 may be supplemented and supported by additional measures in the software and hardware, for example:
— user name, identification number
— code word for validity checking, key switch
— assignment of authorizations in the case of common use of data / withdrawal of authorizations for the change or erasing of data
— coding of data and restriction of access to data, virus protection measures
— recording of workflow and access operations
3 System configuration
3.1 General requirements
3.1.1
The technical design of a computer system is given by its assignment to a requirement class. The measures listed below for example, graded according to the requirements of the respective requirement class, shall be ensured.
3.1.2
For functional units, evidence shall be proved that the design is self-contained and produces no feedback.
3.1.3
The computer systems shall be fast enough to perform autonomous control operations and to inform the user correctly and carry out his instructions at the correct time under all operating conditions.
3.1.4
Computer systems shall monitor the program execution and the data flow automatically and cyclically, e.g. by means of plausibility tests or monitoring of the program and data flow over time.
3.1.5
In the event of failure and restarting of computer systems, the process shall be protected against undefined and critical states.
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Table 1 Definition of requirement classes
Requirement class
1
2
3
4
5
Effects on persons
none slight injury serious, irreversible injury loss of human life high loss of human life
Extent of damage
Effects on the environment
none insignificant significant critical catastrophic
Technical damage
insignificant minor fairly serious considerable loss
Table 2 Examples of assignment into requirement classes
Requirement class
1
2
3
4
5
Examples
Supporting systems for maintenance Systems for general administrative tasks
Information and diagnostic systems
“Offline” loading computers Navigation instruments Machinery alarm and monitoring systems
Measuring equipment for bunker, tank and cell capacity
Controls for essential equipment Machinery protection systems/equipment Speed governors
Remote control for main propulsion Fire detection systems Citadel pressure monitor, radiation contamination unit, chemical agent warning system, gunshot warning system NBC protection and defence functions Fire extinguishing systems Bilge drainage systems Integrated monitoring and control systems Control systems for tank, ballast and fuel transfer Rudder control systems
Navigational systems Course control systems for propulsion and steering Ballast water treatment systems
Electronic injection systems Burner control systems for boilers
Systems where manual invention to avert danger in the event of failure or malfunction is no longer possible and the extent of damage under requirement class 5 can be reached
Table 3 Program and data protection measures in relation to the requirement class (examples)
Requirement class
1
2
3
4
5
Program/Data memory
Protection measures are recommended
Protection against unintentional/unauthorised modification
Protection against unintentional/unauthorised modification and loss of data
No modifications by the user possible
No modifications possible
3.2 Power supply
3.2.1
The power supply shall be monitored and failures shall be indicated by an alarm.
3.2.2
Redundant systems shall be separately protected against short circuits and overloads and shall be selectively fed.
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3.3 Hardware
3.3.1
The design of the hardware shall be clear. Easy access to interchangeable parts shall be provided for repairs and maintenance.
3.3.2
Plug-in cards and plug-in connections shall be appropriately marked to protect against unintentional transposition or, if inserted in an incorrect position, shall not be destroyed and shall not cause any malfunctions which might lead to danger.
3.3.3
For integrated systems, it is recommended that subsystems be electrically isolated from each other.
3.3.4
Computer systems shall preferably be designed without forced ventilation. If forced ventilation of the computers is necessary, it shall be ensured that an alarm is given in the event of an unacceptable rise in temperature.
3.4 Software
3.4.1
Examples of software are:
— operating systems
— application software
— executable code
— database contents and structures
— bitmaps for graphics displays
— logic programs in PALs (Programmable Application Logics)
— microcode for communication controllers
3.4.2
The manufacturer shall prove that a systematic procedure is followed during all the phases of software development.
3.4.3
After drafting the specification, the test scheduling shall be made (listing of the test cases and establishment of the software to be tested and the scope of testing). The test schedule lays down when, how and in what depth testing shall be performed.
3.4.4
The quality assurance measures and tests for the production of software and the punctual preparation of the documentation and tests shall be retraceable.
3.4.5
The version of the software with the relevant date and release shall be documented, and the assignment to the particular requirement class shall be recognizable.
3.5 Data communication links
3.5.1
The reliability of data transmission shall be suitable for the particular application and the requirement class, and shall be specified accordingly.
3.5.2
The architecture and the configuration of a network shall be suitable for the particular requirement class.
3.5.3
The data communication link shall be continuously self-checking for detection of failures in the link itself and of data communication failure on the nodes connected to the link. Detected failures shall initiate an alarm.
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3.5.4
System self-checking capabilities shall be arranged to initiate transition to the least hazardous state for the complete installation in the event of data communication failure.
3.5.5
The characteristics of the data communication link shall be such as to transmit that all necessary information in adequate time and overloading is prevented.
3.5.6
When the same data communication link is used for two or more essential functions, this link shall be redundant.
3.5.7
Means are to be provided to ensure protect the integrity of data and provide timely recovery of corrupted or invalid data.
3.5.8
Switching between redundant links shall not disturb data communication or continuous operation of functions.
3.5.9
To ensure that data can be exchanged between various systems, standardized interfaces shall be used.
Synchronization of time is to be considered.
3.5.10
If approved systems are extended, proof of trouble-free operation of the complete system shall be provided.
3.6 Additional requirements for wireless data links
3.6.1
These requirements are in addition to the requirements of 5. Data communication links apply to requirement class 2 using wireless data communication links to transfer data between distributed programmable electronic equipment or systems. For requirement class 3, 4 and 5, the use of wireless data communication links is to be in accordance with [1.3.1] .
3.6.2
Functions that are required to operate continuously to provide essential services dependant on wireless data communication links shall have an alternative means of control that can be brought in action within an acceptable period of time.
3.6.3
Wireless data communication shall employ recognised international wireless communication system protocols that incorporate the following:
— Message integrity: Fault prevention, detection, diagnosis, and correction so that the received message is not corrupted or altered when compared to the transmitted message;
— Configuration and device authentication: Shall only permit connection of devices that are included in the system design;
— Message encryption. Protection of the confidentiality and or criticality the data content;
— Security management. Protection of network assets, prevention of unauthorised access to network assets.
Guidance note:
The wireless system shall comply with the radio frequency and power level requirements of International Telecommunications Union and flag state requirements. Consideration should be given to system operation in the event of national local port regulations.
In addition the requirements of the Naval Administration are to be observed.
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3.7 Integration of systems
3.7.1
The integration of functions belonging to independent systems shall not decrease the reliability of a single system.
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3.7.2
A defect in one of the subsystems of the integrated system shall not affect the functions of other subsystems.
3.7.3
A failure in the transfer of data between connected autarkic subsystems shall not impair their independent function.
3.8 User interface
3.8.1
The handling of a system shall be designed for ease of understanding and user-friendliness and shall follow ergonomic standards.
3.8.2
The status of the computer system shall be recognizable.
3.8.3
Failure or shutdown of subsystems or functional units shall be indicated by an alarm and displayed at every operator station.
3.8.4
For using computer systems, a generally comprehensible user guide shall be provided.
3.9 Input devices
3.9.1
The feedback of control commands shall be indicated.
3.9.2
Dedicated function keys shall be provided for frequently recurring commands. If multiple functions are assigned to keys, it shall be possible to recognize which of the assigned functions are active.
3.9.3
Operator panels located on the bridge shall be individually illuminated. The lighting shall be adapted to the prevailing ambient conditions in a manner which excludes glare.
3.9.4
Where equipment operations or functions may be changed via keyboards, appropriate measures shall be taken to prevent an unintentional operation of the control devices.
3.9.5
If the operation of a key is able to cause dangerous operating conditions, measures shall be taken to prevent its execution by a single action only, such as:
— use of a special key lock
— use of two or more keys
3.9.6
Competitive control interventions shall be prevented by means of interlocks. The control station in operation shall be indicated as such.
3.9.7
With regard to their position and direction of operation, control elements shall correspond to the controlled equipment.
3.10 Output devices
3.10.1
The size, colour and density of text, graphic information and alarm signals displayed on a visual display unit shall be such that it may be easily read from the normal operator position under all lighting conditions.
3.10.2
Alarms and information shall be displayed in a logical priority. The meaning of the individual indications shall be clearly identifiable by text or symbols.
3.10.3
If alarm messages are displayed on colour monitors, the distinctions in the alarm status shall be ensured even in the event of failure of a primary colour.
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3.11 Graphical user interface
3.11.1
Information shall be presented clearly and intelligibly according to its functional significance and association. Screen contents shall be logically structured and their representation shall be restricted to the data which are directly relevant for the user.
3.11.2
When general-purpose graphical user interfaces are employed, only the functions and information necessary for the respective process shall be available.
3.11.3
Alarms shall be visually and audibly presented with priority over other information in every operating mode of the system; they shall be clearly distinguishable from other information.
3.12 Remote access
3.12.1
Remote access during a voyage of a ship shall be used for monitoring purpose and the prior acknowledgment by the ships responsible crew member only.
3.12.2
If remote software maintenance is arranged for on board, the installation of software requires the below items and or actions to be fulfilled:
— no modification shall be possible without the acceptance and acknowledgement by the ships responsible crew member (for example the commanding officer) and shall be carried out in a harbour only;
— any revision which may affect compliance with the rules shall be approved by DNV GL and evidence of such shall be available on board;
— an installation procedure shall be available;
— the security of the installation process and integrity of the changed software shall be verified after the software update is complete;
— a test program for verification of correct installation and correct functions shall be available;
— evidence for the reason for updating a software shall be documented in a software release note;
— in case that the changed software has not been successfully installed, the previous version of the system shall be available for re-installation and re-testing.
4 Documents to be submitted
4.1
For the evaluation of programmable electronic systems of requirement class 2 and higher, documents according to IEC 60092-504 paragraph 10.11 shall be submitted.
4.2
When alternative design or arrangement is intended to be used, an engineering analysis is to be submitted in addition.
4.3
Documents for wireless data communication the following data communication equipment shall be submitted in addition:
— Details of manufacturers recommended installation and maintenance practices;
— Network plan with arrangement and type of antennas and identification of location;
— Specification of wireless communication system protocols and management functions; see [3.6.3] ;
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— Details of radio frequency and power levels;
— Evidence of type testing;
— On-board test schedule, see [5.8]
5 Testing of computer systems
5.1
Computer systems of requirement class 2 or higher are subject to mandatory type approval, see Sec.17 [5] .
5.2
Evidence, tests and assessments of computer systems shall be obtained and carried out in accordance with the requirement class.
The level of tests and witnessing by DNV GL for systems regarding alternative design or arrangements will be determined during assessment required by [1.3.1].
5.3
By the use of demonstrably service-proven systems and components, the extent of the evidence and tests required may be adapted by agreement.
5.4
If other proofs and tests are provided by the manufacturer, which are of an equivalent nature, they may be recognized.
5.5
The test schedule for system tests shall be specified and submitted before the hardware and software tests are carried out.
5.6
Modifications after completed tests which have any influence on the functionality and/or the safety of the system shall be documented and retested in accordance with the requirement class.
5.7 Tests in the manufacturer's works
DNV GL reserves the right to demand tests for systems which have safety implications or in case of extensive computer systems or where individual systems are integrated. This might be a factory acceptance test (FAT) with presence of DNV GL, where
— function tests
— simulation of the operating conditions
— fault simulation
— simulation of the application environment will be conducted.
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5.8 Tests on board
5.8.1
Complete system tests
5.8.2
Integration tests
5.8.3
For wireless data communication equipment, tests during harbour and sea trials are to be conducted to demonstrate that radio-frequency transmission does not cause failure of any equipment and does not its self fail as a result of external electromagnetic interference during expected operating conditions.
Guidance note:
Where electromagnetic interference caused by wireless data communication equipment is found to be causing failure of equipment required for requirement class 3, 4 and 5 systems, the layout and / or equipment shall be changed to prevent further failures occurring.
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SECTION 11 LIGHTING AND SOCKET-OUTLETS
1 General
1.1
The design and construction of lighting installations and socket-outlets are also required to conform to Sec.1
,
Sec.3
, Sec.4
and Sec.14
.
1.2
The use of lighting fixtures and socket-outlets currently employed ashore is permitted in accommodation spaces, day rooms and service rooms.
However, they shall conform to the fundamental requirements set out in Sec.1
and Sec.14
.
1.3
The lighting system is to be arranged such that a single fault will not cause total loss of illumination in any compartment.
2 Lighting installations
2.1 General requirements
Lighting installations are differentiated as follows:
2.1.1
Primary lighting (Main lighting), see [2.2]
2.1.2
Secondary lighting (Reserve lighting), see [2.3] .
2.1.3
Transitional lighting, see [2.4] .
2.1.4
Escape, evacuation and rescue lighting (Escape route lighting), see [2.5].
2.1.5
Portable lighting (Auxiliary lighting), see [2.6]
2.1.6
Operational lighting (Special lighting), see [2.7]
2.2 Primary lighting (Main lighting)
2.2.1
Primary lighting includes all permanently installed illumination facilities supplied via at least two main groups.
This lighting is used to illuminate all ship spaces and all decks around to provide safe access. This lighting serves also for carrying out operations at control stations.
2.2.2
The rated illumination intensity for different spaces in the ship is mentioned in Table 1 .
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2.3 Secondary lighting (Reserve lighting)
2.3.1
Secondary lighting shall remain active in the event of failure of the corresponding primary lighting and is supplied by a source of electrical power independent from primary lighting.
This lighting should permit the following functions:
— continuation of ships operation
— execution of damage control and repair measures
— illumination of the passageways, escape routes and embarkation stations for survival craft on deck and along the ship's sides in this area
Switches shall only be arranged locally if the possibility of switching off or adjusting the brightness is required, e.g. on the bridge.
2.3.2
The standard values for illumination intensity for different space in the ship is mentioned in Table 2 .
2.3.3
In the areas of command positions relevant to safety, such as
— control stations, control positions and combat stations
— radio transmission posts in radio rooms
— auxiliary control positions for ship safety the lighting fixtures shall be so mounted that they provide adequate illumination for the relevant workplace.
2.3.4
For the operating stations in the helicopter hangar, a secondary lighting with a workplace orientation shall be provided. This shall be designed for the operating mode "hangar door opened". Except for those illuminating the passageways within the hangar, the lighting fixtures shall be provided with switches.
2.3.5
For the medical area, the following requirements shall be observed:
2.3.5.1 In medical treatment rooms, a brightly illuminated zone shall be provided in the operating area around the operating lamp.
2.3.5.2 In patients' rooms, the secondary lighting is to be provided with switches. Here it shall be ensured that, in the event of failure of the primary lighting, the secondary lighting is switched on automatically. The functional readiness of the lighting fixtures is to be indicated at all times.
2.3.5.3 If crew spaces are also intended for use as dressing stations, the secondary lighting in these rooms is to be designed as for patients' rooms.
2.3.6
In ship control stations with monitor workplaces, the secondary lighting shall be designed to meet the requirements of the operational deployment.
2.3.7
If the primary lighting can be operated at maximum brightness during the operational deployment, the secondary lighting is to be designed as for command positions, see [2.3.3] .
2.3.8
If the primary lighting of the ship command position, e.g. CIC, is not switched on during the operational deployment or is operated at reduced brightness, the following shall be provided:
— orientation lighting for passageways and fringe areas below the working level
— lighting fixtures for marking the escape routes at exits and emergency exits
— workplace-oriented lighting fixtures shall be provided at all workplaces or equipment which shall be monitored and operated even if the primary lighting fails.
2.3.9
Secondary lighting fixtures are to be marked as such for easy identification.
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2.4 Transitional lighting
Transitional lighting is a fixed lighting provided upon loss of primary lighting and prior to operation or instead of the secondary lighting, where a level of continuous illumination has to be maintained for operational purposes.
If the transitional lighting is applied as secondary lighting, the operating time is to be agreed with the Naval
Administration, but should be at least 1 hour.
2.5 Escape, evacuation and rescue lighting (Escape route lighting)
2.5.1
For the illumination and marking of escape routes and passageways, including the marking of the exits from accommodation areas and from ship command positions with monitor workplaces, e.g. CIC, in which the main illumination is switched off during operational deployment, an additional red-light system or equivalent shall be provided.
2.5.2
This system is to be supplied by an independent source of electrical power with an operating time of at least 3 hours.
2.6 Portable lighting (Auxiliary lighting)
2.6.1
Portable lighting consists of portable handheld lamps (powered by storage batteries and mounted on walls and bulkheads if not in use) that are switched on automatically on failure of the primary lighting.
2.6.2
The charging units for the battery-powered handheld lamps are supplied from the primary lighting installation.
2.6.3
All alleyways, day rooms and all working spaces normally occupied, including all rooms/places occupied during combat, shall each be provided with a portable handheld lamp which can be recharged.
2.6.4
Where provided, portable lighting shall be appropriate for the hazardous zone classification of the compartment in which it will be used.
2.7 Operational lighting (Special lighting)
Operational lighting shall be provided in areas where there is an operational requirement for different levels of illumination from that provided by the primary system.
2.7.1 Door operated lighting
Lighting fixtures whose light can shine outside when doors are opened, including container doors, hatchcovers or hangar doors, shall be controlled via door switches or so mounted, screened or darkened that no disturbing light can shine onto the upper deck.
2.7.2 Maintenance lighting
For ship control stations in which the primary lighting is only switched on for maintenance purposes, the switches shall be protected against unintentional actuation by means of switch covers.
2.7.3 Adaption areas lighting
2.7.3.1 Visually critical zones should be constructed as adaptation areas. These include:
— passageways and spaces with direct access to the upper deck or aircraft hangar
— corridors to spaces darkened during normal operation
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— ready rooms for personnel standing by for missions at night on the upper deck, e.g. underway replenishment
— corridors between the CIC (combat information centre) and steering position
— passageways within the aircraft hangars
2.7.3.2 The type of illumination required in each case is to be controlled by means of a day/night switch. If required this switch-over should be made centrally at the steering position, if required.
2.8 Scope of the lighting installation
2.8.1
The lighting fixtures shall be arranged in sufficient quantity to achieve a good level of illumination.
Values recommended for primary lighting are contained in Table 1 .
For the areas mentioned below, special requirements shall be met:
2.8.2
Lighting is to be provided for external launching facilities and the area on deck in which persons embark or disembark.
2.8.3
Launching equipment for boats shall be provided with lighting so that the boat deck and the operating station are uniformly illuminated.
2.8.4
Gangways shall be so provided with lighting that an adequate illumination intensity is ensured for the walking surface.
2.8.5
Workplaces on the upper deck which are subject to special demands regarding safety, e.g.:
— replenishment at sea platforms/-stations
— pilot transfer
— scrambling nets
— rescue slings
— aircraft refuelling stations shall be adequately illuminated.
The lighting fixtures shall be so mounted that the personnel on the bridge and at the workplaces are not dazzled. It shall be possible to switch the lighting fixtures from the bridge, with separate arrangements for the various working areas.
2.8.6
In the ship's hospital, an operating theatre lamp shall be provided at each operating position. This lamp is to be supplied from two incoming feeders. The main feeder shall be taken from the power supply for the hospital, whilst the stand-by feeder is to be taken from another independent source of electrical power, e.g. UPS. If the main supply fails, the switch-over to the stand-by supply shall take place automatically.
2.8.7
Ships for the carriage of motor vehicles need additional luminaires according to Sec.15 [6].
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2.9 Design of the lighting installation
2.9.1
If autonomous compartments are stipulated, then at least one group distribution panel shall be installed for the lighting in these compartments.
In all other cases, at least one group distribution panel is required for the lighting of each compartment containing control stations and/or vital service spaces.
2.9.2
Subgroups for the lighting can be installed as required in each case. They are to be supplied from a group distribution panel, and shall only be arranged in the same compartment as the group distribution panel.
2.9.3
The number of lighting points (lamps) connected to one final circuit shall not exceed:
— 10 lamps for voltages up to 55 V
— 14 lamps for voltages over 55 V
— 24 lamps for voltages over 125 V
For the permissible load of final subcircuits, see Sec.12 [3.1]
Single-pole switching of final circuits for lighting in systems is permitted only in the accommodation area.
2.9.4
In the areas listed below, the lighting is to be supplied by at least two separately fused circuits.
Table 1 Recommended rated illumination intensities for primary lighting
Space
— Medical treatment rooms (with the operating lamp switched off)
— Galleys
— Patients' rooms
— CIC, MCC, DCC, FCC (maintenance lighting)
— Navigation and detecting rooms
— (maintenance lighting)
— Radio rooms, control stations and control positions
— Working spaces, in front of switchboards and watch stations
— Office rooms
— NBC locks
— Workshops
— Hangars
— Service rooms (excluding galleys)
— Messrooms, lecture rooms
— Accommodation, cabins
— Chart rooms
— Main passageways
— Stairs in main passageways
— Steering positions (maintenance lighting)
— Working spaces
— Machinery spaces
— Well decks
Rated illumination intensities (E)
N
[Lux]
500
250
200
150
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Space
— Alleyways
— Storerooms (or equivalent)
— Washrooms and shower rooms
— Compass rooms
— Marshalling areas
— Stowage areas (or equivalent)
— Toilet rooms
— Bilges
— Shower cubicles
— Upper deck
Rated illumination intensities (E)
N
[Lux]
100
80
40
10
The lighting fixtures shall be so arranged that sufficient illumination for orientation is maintained should one circuit fail.
2.9.4.1 In main engine rooms, service spaces, workshops, safety stations and control stations
2.9.4.2 in ammunition rooms
2.9.4.3 in the combat information centre (CIC), machinery control centre (MCC), damage control centre
(DCC), flight control centre (FCC)
2.9.4.4 in large galleys
2.9.4.5 in passageways
2.9.4.6 at stairways leading to the boat deck
2.9.4.7 in day rooms and messrooms
2.9.4.8 in the ship's hospital
2.9.5
The passageways on the upper deck are to be illuminated. It shall be possible to control the lamps from the navigation bridge.
The lighting fixtures shall be provided with shades to prevent direct radiation of light upwards and to the side past the deck.
2.9.6
Doors, hatchways, hangar doors and emergency exits shall be so illuminated that closing and locking devices, indications of whether the doors are open or closed, actuation instructions and safety risks, e.g.
coamings, can be distinguished clearly.
2.9.7
Rooms darkened during operation, e.g. steering position, CIC, are to be provided with dedicated workplace lighting, i.e. with:
— screens to limit the light cone and to prevent direct and indirect dazzle
— brightness controls to adjust the brightness to the visual environment
2.9.8
Lighting fixtures selected for a particular compartment shall be appropriate for the hazardous zone classification of the compartment.
For lighting fixtures in ammunition rooms, see Sec.1 [10.3.11].
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The lighting in rooms potentially endangered by explosive materials shall be switched outside these rooms.
Such switches shall have a lamp indicating the operating state and are to be protected against unintentional switching.
2.9.9
All lighting fixtures shall be so mounted that combustible parts are not ignited by the heat generated, and that they themselves are not exposed to damage. The minimum distances indicated on the lighting fixtures shall be observed.
Where no minimum distances are specified, the minimum distances in the direction of radiation indicated in
Table 2 shall be applied for lighting fixtures in accordance with IEC publication 60598-1 "Luminaires, Part 1:
General Requirements and Tests".
Table 2 Minimum distances for the mounting of lighting fixtures
Rated power [W]
up to and incl. 100 over 100 up to and incl. 300 over 300 up to and incl. 500
Minimum distance [m]
0.5
0.8
1.0
3 Socket-outlets
3.1 General requirements
3.1.1
The supply for socket-outlets in the accommodation, day rooms and service rooms (250 V) shall be run from lighting groups / subgroups. The maximum fuse rating for a circuit is 16 A.
3.1.2
In the bridge area, at least one socket-outlet shall be provided on the port side as well as at least one on the starboard side for connecting handheld signalling lamps.
3.1.3
If boats are fitted with an engine that is started electrically, a socket-outlet shall be mounted near the boat launching equipment for connecting a transportable battery charger unit to charge the starter batteries.
This socket-outlet is to be connected to a separate supply circuit and fused at 16 A.
3.1.4
For socket-outlets of distribution systems with different voltages and/or frequencies, noninterchangeable plugs and socket-outlets shall be used.
3.1.5
Socket-outlets outside the accommodation area are to be connected to separate circuits.
When calculating the permissible connected load, one socket shall be deemed equivalent to two lighting points, see [2.9.3].
3.1.6
Plug-in connections shall not be installed below the floor in engine rooms and boiler rooms.
3.1.7
Socket-outlets for power circuits over 16 A AC or 10 A DC are to be interlocked in such a way that the plug can be neither inserted nor withdrawn when the socket contacts are live.
3.2 Socket-outlets for showers and bathrooms
For the permissible arrangement of socket-outlets, in shower and bathrooms see IEC publication
60364-7-701.
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3.3 Socket-outlets for holds with military cargo
Sockets in holds for military cargo shall be installed only in locations with sufficient protection against mechanical damage.
3.4 Socket-outlets for containers
In case of navy-specific containers used for temporary purposes aboard the following is valid:
3.4.1
For the plug-in connections in containers, see Sec.7 [7]
3.4.2
Several socket-outlets may be grouped together for common supply via one power cable, provided that the individual connections are protected at site against over-current and short-circuit, and the supply cable is rated for the total power demand. For details see Sec.12 [3]
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SECTION 12 CABLE NETWORK
1 Choice of cables and wires
1.1 General requirements
Cables and conductors shall conform to the requirements stated in Sec.14 [7]
1.2 Rated voltage
The rated voltage of a cable shall be not less than the operating voltage of the relevant circuit.
In insulated distribution systems, the outer conductor voltage of the system shall be deemed to be the rated voltage of the cable between a conductor and the ship's hull.
1.3 Temperatures
At places where higher ambient temperatures are expected, cables shall be used whose permissible temperature is at least 10 K above the maximum anticipated ambient temperature.
A correction of the permissible current rating shall be made in accordance with Table 1 .
Cables on diesel engines, turbines, etc., where there is danger of excessive heating, shall be so routed that they are protected against inadmissible external heating stress, or cables are to be used which are approved for the maximum arising ambient temperature.
1.4 Mechanical protection
The choice of cables shall consider the mechanical stressing, see [4] , Installation.
1.5 Flexibility
1.5.1
Machines or equipment mounted on vibration absorbers and shock absorbing elements (rubber or springs) shall be connected with cables or wires of sufficient flexibility and provided with compensating bends.
1.5.2
For flexible parts of installations supplied via scissor-type cable supports, suspended loops, festoon systems, etc., the use of suitable, flexible cables is required.
1.6 Mobility
Mobile equipment shall be connected via flexible cables, e.g. of type HO7RNF, CENELEC HD 22 or equivalent.
For voltages above 50 V, flexible connecting cables or connecting wires intended for equipment without double insulation shall also include an earthing conductor.
The earthing conductor shall have a green/ yellow coloured marking.
1.7 Selection of cables. routing and electromagnetic compatibility
Cables and wires shall be applied according to Table 2 . For EMC aspects see [3.6] .
Guidance note:
The application and routing of the cables as well as the EMC requirements should be taken into consideration when selecting the cables.
The application categories are mentioned in the type approval certificates for cables.
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2 Determination of conductor cross-sections
2.1 Rating method on the basis of maximum current-carrying capacity
2.1.1
Conductor cross-sections are to be determined on the basis of load with due regard to the requirements of [3.1] to [3.3]
The calculated current shall be equal to, or smaller than, the permissible current for the chosen conductor cross section.
2.1.2
The permissible current-carrying capacities of cables listed in Tables 5 to Table 9 apply to an ambient temperature of 45°C and to the stated permissible operating temperature of the cables or wires.
2.1.3
The current-carrying capacities listed in Tables 5 to 9 apply to flat cable configurations containing not more than 6 cables laid side by side, or to groupings of not more than 3 cables or insulated wires, as follows:
Table 1 Correction factors for rating capacity of conductor cross sectional areas
Permissible operating temperature
85
90
95
[°C]
60
75
80
Table
12.6
12.6
12.7
12.7, 12.8
12.9
12.9
35
1.29
1.15
1.13
1.12
1.10
1.10
45 40
1.15
1.08
1.07
1.06
1.05
1.05
50
1.0
1.0
1,0
1.0
1.0
1.0
55
0.82
0.91
0.93
0.94
0.94
0.95
Ambient temperature [°C]
60 65 70
Correction factor
–
0.82
0.85
–
0.71
0.76
–
0.58
0.65
0.87
0.88
0.89
0.79
0.82
0.84
0.71
0.74
0.77
75
–
–
0.53
0.61
0.67
0.71
Table 2 Application of power, control and communication cables
80
0.50
0.58
0.63
–
–
–
85
–
0.47
0.55
–
–
–
Range of application
within the ship in all areas and on open deck within the ship in all areas, except where EMC requirements exist and not in hazardous areas only in crew and troop accommodation/ day rooms, for final supply circuits of lighting, sockets and space heating at diesel engines, turbines, boilers and other devices with higher temperatures other application areas
Remarks
cables with shielding and outer sheath cables without shielding cables without shielding, with single-wire (solid) conductors up to 4 mm
2 heat-resistant cables (wires) see type test certificate
Flat arrangement:
–
–
0.45
–
–
–
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Groupings of not more than 3 cables:
The triple groups shall be laid in each direction with a spacing corresponding to at least one outer diameter of the largest cable or largest insulated wire.
2.1.4
If the specified configurations cannot be adhered to, or the passage of cooling air is not assured, the current-carrying capacity shall be reduced to 85% of the values given in the tables, and the over-current protection must be modified accordingly.
Exceptions are made for bundles of cables and insulated wires which are not part of the same circuit and/or which will not be loaded with their rated currents simultaneously.
2.1.5
For the laying of single-core cables and wires in single-phase and three-phase alternating current systems, see [4.7]
2.1.6
Cables whose maximum permissible conductor temperatures differ from each other by more than 5 K may be bundled together only if the permissible current-carrying capacity of the lowest capacity type is taken as the rating basis for all cables.
2.1.7
Parallel cables are permitted only with conductor cross sections of 10 mm
2
(AWG 7) and over.
Only cables of the same length and having the same conductor cross section may be installed as parallel cables. Equal current distribution shall be ensured.
Parallel cables may be loaded to the sum of their individual current carrying capacities, and shall be common fused.
2.2 Rating on the basis of voltage drop
2.2.1
For ships within NATO, or when stipulated in the building specification, the voltage drop may comply with the requirements of STANAG 1008.
2.2.2
Under normal service conditions, the voltage drop between the busbars (main/emergency switchboard) and the consumers shall not exceed 6%, or 10% in the case of battery-supplied networks of 50 V or less.
Navigation lights are subject to the requirements of Sec.4 [8.8]
2.2.3
Where short-term peak loads are possible, for instance due to starting processes, it is to ensure that the voltage drop in the cable does not cause malfunctions.
2.2.4
For cables in 400 Hz systems, the increase of the reactance by the factor of 400 : 60 = 6.7 in relation to 60 Hz systems shall be given due consideration. Furthermore, increased voltage losses due to larger effective components shall be considered, i.e. skin effect, proximity effect and eddy-current losses. For cross sections greater than 16 mm , an allowance of approx. 10% shall be added to the voltage drop determined for the 60 Hz system. Cables ≥ 35 mm
2
should not be used.
2.3 Consideration of current peaks
The cross section shall be so chosen that the conductor temperatures do not exceed the maximum limits specified below, neither under shortcircuit nor under start-up conditions: for PVC (60°C) 150°C
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for PVC for EPR (EPM or EPDM) for XLPE (VPE) for silicone (95°C) according to specification
(75°C) 150°C
(85°C) 200°C
(85°C) 250°C
The figures in brackets are the permissible operating temperatures at the conductor in continuous operation.
2.4 Minimum cross sectional areas and their current-carrying capacity
2.4.1
The conductor cross-sections indicated in Table 3 are the minimum cross-sections for external cabling or, if applicable, for internal wiring, e.g. of switchgear and consoles.
2.4.2
The maximum current-carrying capacity of conductor cross-sections for external cabling is indicated in Table 5 to Table 9 . For cables and wires in telecommunication systems the values listed in Table 4 are applicable.
A maximum permissible current of 1.0 A is applicable to the 0.2 mm
2 regardless of the number of cores.
(AWG 24) conductor cross-section
2.4.3
In accommodation and day rooms, flexible cables with a conductor cross-section of not less than
0.75 mm
2
(AWG 18) may also be used for the connection of movable equipment with a current consumption of up to 6 A.
2.4.4
For the cross-sections for earthing conductors, see Sec.1 [10.2.4] .
2.4.5
In special cases neutral conductors in three-phase distribution systems shall be in cross-section equal to at least half the cross-section of the outer conductors. If the outer conductor cross-section is 16 mm²
(AWG 5) or less, the cross-section of the neutral conductor shall be the same as that of the outer conductors.
2.4.6
Exciter equalizer cables for three-phase generators in parallel operation shall be rated for half the nominal exciter current of the largest generator.
3 Rating, protection and installation of circuits
3.1 Individual consumers and rating of final subcircuits
3.1.1
Cables shall be rated according to the expected operating load based on the connected load and the mode of operation of the consumers. The values shown on the name plate of a consumer are valid.
3.1.2
The following loads are to be assumed for up to 250 AC lighting circuits and socket-outlet circuits:
— for each lighting point, at least 100 W
— for each socket-outlet, at least 200 W
3.2 Consideration of a diversity factor for group supply cables
3.2.1
If all the connected consumers in a part of the system are not simultaneously in operation, a diversity factor may be used for determining the cross section.
A diversity factor is the ratio of the highest operating load expected under normal operating conditions to the sum of the rated loads of all the connected consumers.
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3.2.2
The load ascertained by the application of a diversity factor shall be deemed to be the continuous load for the determination of the cross-section.
3.2.3
The diversity factors shown in Table 5 may be applied to the rating of cables used to supply- groups of winches.
The values given in the Table 5 shall be related to the rated motor current, or, in the case of motors with several different outputs, to the current corresponding to the highest output.
3.2.4
Group supply feeders for hydraulic winches shall be rated for the installed power without the application of a diversity factor.
3.2.5
The cross-section of group supply feeders for cargo cranes shall be determined in the same way as for cargo winches.
3.2.6
For shipboard cranes with one drive motor, the supply cable shall be rated according to the current rating of the maximum load capacity.
3.2.7
Where shipboard cranes have more than one motor, the feeder cable to an individual crane can be rated as follows:
The value of the current used for cross-section determination shall be equal to 100% of the output of the lifting motors plus 50% of the output of all the other motors. With this calculated current the cross-section of the cable shall be selected for continuous operation.
3.2.8
If current diagrams for the various operating conditions of cranes or groups of winches have been ascertained, the average current based on the diagram may be used instead of application of a diversity factor.
Table 3 Minimum cross sectional areas
power, heating and lighting systems control circuits for power plants control circuits in general, safety systems in accordance with Sec.9
telecommunication equipment in general, automation equipment telephone and bell installations, not relevant for the safety of the ship or crew call installations data bus and data cables
Nominal cross-section external wiring international
1.0 mm
2
1.0 mm
2
AWG
17
17
international
1.0 mm
1.0 mm
internal wiring
2
2
AWG
17
17
0.75 mm
2
18 0.5 mm
2
20
0.5 mm
2
0.2 mm
2
0.2 mm
2
20
24
24
0.1 mm
2
0.1 mm
2
0.1 mm
2
28
28
28
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Table 4 Rating of telecommunication and control cables
Number of core pairs[2 cores]
Number of cores
Nominal cross-section 0.5 mm
Permissible load
[A]max.
2
(AWG 20)
Rated fuse current
[A]
Nominal cross-section
0.75 mm
2
(AWG 18)
Permissible load
[A]max.
Rated fuse current
1 × 2
2 × 2
4 × 2
7 × 2
10 × 2
14 × 2
19 × 2
24 × 2
48 × 2
2
4
8
14
20
28
38
48
96
–
5
4
3.5
3
3
3
2
2
–
6
4
4
4
2
2
2
2
10.5
7.5
6
4.5
4
3.5
3.5
3
–
The values in the table relate to an ambient temperature of 45°C and a conductor temperature of 85°C.
[A]
10
6
6
4
4
4
4
2
–
Table 5 Diversity factors during operations with winches
Number of winches
2
3
4
5
6 and more
The following values shall be used for determining the cable cross-section
Winches with DC motors Winches with induction motors
100% of the largest motor + 30% of the second motor, or, with identical motors, 65% of their combined full current
100% of the largest motor + 25% of the remaining motors, or, with identical motors,
50% of their combined full current
100% of the largest motor + 20% of the remaining motors, or, with identical motors,
40% of their combined full current
100% of the largest motor + 20% of the remaining motors, or, with identical motors,
36% of their combined full current
33% of the combined full load current
100% of the largest motor + 50% of the second motor, or, with identical motors, 75% of their combined full current
100% of the largest motor + 50% of the remaining motors, or, with identical motors,
67% of their combined full current
100% of the largest motor + 50% of the remaining motors, or, with identical motors,
62% of their combined full current
100% of the largest motor + 50% of the remaining motors, or, with identical motors,
60% of their combined full current
58% of the combined full load current
3.3 Overload protection of cables
3.3.1
Cables shall be protected against short-circuit and over-current.
3.3.2
Rating and setting of the protection devices shall be in compliance with the requirements in Sec.4
.
3.3.3
Cables protected against over-current at the consumers side require only short-circuit protection on the supply side.
For steering gear, see Sec.7 [1] .
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3.3.4
Exciter cables for DC motors and DC generators operating in parallel shall not be fused.
Exciter cables for individually connected DC generators and synchronous threephase alternators shall be fused only if there are special reasons for it, e.g. where the cables are passing through various compartments of the ship.
3.4 Separation of circuits / cables
3.4.1
A separate cable shall normally be provided for each circuit having its own over-current- and shortcircuit protection. Deviating from this requirement the following may be combined in a common cable:
3.4.1.1 A main circuit and its control circuits which have their tapping off after the main switch.
3.4.1.2 Various control circuits laid separately from the main circuits.
3.4.1.3 Various main circuits and their control circuits belonging to a common system, e.g. for several drives of an air-conditioning system, if all the cores of the cable can be centrally disconnected from the supply.
3.4.2
Separate cables shall be provided for safety extra-low voltage circuits.
3.4.3
Separate cables shall be provided for intrinsically safe circuits.
3.4.4
Cables for medium-voltage installations shall be run at a distance of at least 50 mm from low-voltage cables and marked appropriately.
3.5 Cable laying for circuits
3.5.1
For single-phase and three-phase AC systems, multi-core cables are to be used wherever possible.
3.5.2
Should it be necessary to lay single-core cables for the carriage of more than 10 A in single-phase or three-phase AC circuits, the special requirements of [4.7] shall be fulfilled.
3.5.3
In three-phase systems without hull return, three-core cables shall be used for three-phase connections; four-core cables are required for circuits with loaded neutral point.
3.5.4
In DC systems without hull return multi-core cables shall be provided in all cases of smaller cross sections.
Where single-core cables are used for large cross sections, the outgoing and return cables shall be laid as close as possible to each other over their entire length to avoid magnetic stray fields.
3.5.5
The generator cables, all cables run from the switchboards of the electrical power generation plants, main group switchboards or group switchboards, and all interconnecting cables for essential equipment, shall be laid as far as possible uninterrupted in length to the distribution panels or to the equipment.
3.5.6
The cables of intrinsically safe circuits shall be laid at a distance of at least 50 mm separated from the cables of non-intrinsically safe circuits. The laying of intrinsically safe circuits together with non-intrinsically safe circuits in a pipe is not permitted.
Cables of intrinsically safe circuits shall be marked.
3.6 Electro-magnetic compatibility
3.6.1
For basic requirements concerning electro-magnetic compatibility see also Sec.1 [10.5] .
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3.6.2
The EMC aspect has to be taken into account for the laying of cables and the assignment of cables to cable bundles or cable trays, see IEC publication 60533 and Sec.1 [10.5] .
3.6.3
If Class Notation EMC is assigned:
— all cables are to be shielded
— the laying of the cables has to be specially checked by the DNV GL Surveyor.
4 Installation
4.1 Routing of cables
4.1.1
The routes of cables shall be such that cables are laid as straight as possible and are not exposed to mechanical damage.
4.1.2
For bends, the minimum bending radius permitted by the manufacturer shall be observed. Unless specified otherwise, the radius shall be not smaller than 6 times of the outer diameters of the cables.
4.1.3
Heat sources such as boilers, hot pipes, etc. must be bypassed, so that the cables are not subjected to additional heating. If this is not possible, the cables are to be shielded from thermal radiation.
4.1.4
The tensile stress of the cables at long cable runs caused by thermal expansion and/or movement of ship structure shall not damage the cables, cable runs or cable penetration systems.
In positions where unacceptable tensile stresses are liable to occur, precautions shall be taken to distribute the expansion movement uniformly over a cable loop provided for such purpose, so that there is no damaging of the cables, cable runs or cable penetration systems.
The diameter of the cable loop shall be at least 12 times the diameter of the thickest cable. In each division should be provided at least one cable loop.
4.1.5
Cables shall not be laid within room insulations.
Exceptions are permitted for lighting, socket-outlets and control circuits in accommodation and refrigerated rooms, provided that the maximum loading of the cables does not exceed 70 % of their current-carrying capacity.
4.1.6
Where, for safety reasons, distribution groups, essential equipment and other consumers are required to have duplicated incoming feeders, the routes of the supply cables and control cables shall be placed as far apart as possible, and special attention shall be paid to maintaining the combat survivability in the event of a condition able to cause damage.
The same measures shall be observed for cables running through watertight compartments and for cables serving essential equipment and other consumers. If necessary, additional mechanical protection must be provided.
4.1.7
Cables for supply of essential equipment and emergency consumers, e.g. lighting and important communication and signalling systems shall, wherever possible, bypass galleys, laundries, category A engine rooms and their casings and any areas with a high fire risk.
On ships whose construction or small size precludes fulfilment of these requirements, measures are to be taken to ensure the effective protection of these cables where they have to be run through the rooms mentioned above, e.g. by the use of fire-resistant cables or by flame-retardant coating. Such an installation requires approval by DNV GL.
4.1.8
Supply cables for essential equipment and emergency consumers shall not be run through fire zones containing the main source of electrical power and associated facilities, as well as galleys, laundries, category
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A machinery spaces and their casings. Exceptions are made for cables for supply of emergency consumers located within such areas.
4.1.9
The electrical cables to the emergency fire pump shell not pass through the machinery spaces containing the main fire pumps and their sources of power and prime movers. They shall be of fire-resistant type in accordance with IEC publication 60331.
4.1.10
With a view to increasing the combat survivability and fire safety, all cables for essential equipment
(including their power supply) whose function is also to be safeguarded for a certain time, even in case of fire, shall be of fire-resistant construction wherever they pass through areas with a high fire risk outside of the installation space of the units to be supplied or through other compartments.
4.1.10.1 In general this applies to:
— fire alarm and general emergency alarm system
— fire-extinguishing systems and their alarm devices
— flood pumps
— power supply, control and status indicators of fire doors and watertight bulkhead doors
— emergency lighting / stand-by lighting
— public address (PA) systems
4.1.10.2 For systems that are self-monitoring or fail-safe or are duplicated as per 1.6 with cable runs sufficiently separated from each other.
4.2 Fastening of cables and wires
4.2.1
Cable trays and cableways shall preferably be made of metallic materials which are protected against corrosion.
Cables and wires should preferably be fastened with corrosion-resistant metal clips or metallic bindings.
Exceptions are made for cables which are laid in pipes or cable ducts. Metallic bindings should be shrouded with a flame-retardant, halogen free or low-halogen plastic (at least in areas attended by the crew in action stations), or shall only be used together with separating layers made of an equivalent plastic material.
For the fastening of cables, halogen-free or low-halogen plastic clips/straps can also be used.
4.2.2
Where suspended cables are fastened by the use of plastic clips or straps, metallic cable fixing devices, spaced not more than 1 m apart, shall be used additionally in the following areas:
— generally in escape routes and emergency exits, and on the open deck
— holds for military cargo, machinery rooms, control rooms and service rooms where bunched cables are fastened on riser cable trays or under the cable trays
4.2.3
Only suitable materials shall be placed together when fastening cables to aluminium walls.
Clips for mineral-insulated cables with copper sheaths shall be made of copper alloy if they are in electrical contact with the latter.
4.2.4
Single-core cables shall be fastened in such a manner that they are able to withstand the electrodynamic forces occurring in the event of short-circuits.
4.2.5
The distances between the supports for cable racks and the fastenings used shall be selected with due regard to the cable type, cross-section and number of cables concerned.
4.2.6
Cable trays/protective casings made from plastics shall be tightened in such a way that in case of fire they do not obstruct the escape routes by cables hanging down.
The suitability of cable trays shall be proved, see [4.2.2] and also. Sec.17 [5.5.1.1] d).
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4.2.7
It is recommended that cables and cable bunches shall not be painted.
If they still would be painted the following is to be observed:
— the paint shall compatible with the material of the cables, and
— the flame-retardant properties of the cables and cable bunches are to be maintained.
4.2.8
For ship sections made of light alloys, special attention has to be paid to proper selection of the fastening materials, particularly with regard to corrosion protection.
4.3 Stress relief
Cables shall be so installed that any tensile stresses which may occur remain within the permitted limits. This shall be particularly observed for cables on vertical runs or in vertical conduits.
4.4 Protection against mechanical damage
4.4.1
Cables on open decks and at positions where they are exposed to a particularly high risk of mechanical damage shall be protected by pipes, covers or closed cable ducts.
4.4.2
Cables passing through decks shall be protected against damage by pipe sockets or casings extending to a height of about 200 mm over deck.
4.5 Installation of cables and wires in metallic pipes, conduits or closed metal ducts
4.5.1
If cables are installed in pipes or ducts, attention shall be ensured that the heat from the cables can be dissipated into the environment.
4.5.2
The inside of the pipes or ducts shall be smooth, and their ends shaped in such a way as to avoid damage to the cable sheath.
They shall be effectively protected inside against corrosion. The accumulation of condensation water shall be avoided.
4.5.3
The clear width and any bends shall be such that the cables can be drawn through without difficulty.
The bending radius of the pipe is to be equivalent to at least 9 times the outer cable diameter.
4.5.4
Where pipes or ducts passing through areas where panting is expected, suitable means of compensation shall be provided.
4.5.5
Not more than 40 % of the clear cross section of pipes and ducts shall be filled with cables. The total cross-section of the cables is deemed to be the sum of their individual cross sections based on their outside diameters.
4.5.6
Pipes and ducts shall be earthed.
4.5.7
Single-core cables of single and three-phase AC systems shall be provided with plastic outer sheaths if they are installed in metallic pipes or ducts.
4.5.8
Long cable ducts and pipes shall be provided with a sufficient number of inspection and pull boxes.
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4.6 Installation in non-metallic pipes and ducts
4.6.1
Cable trays/protective casings made of plastic materials are to be type tested in accordance with IACS
UR E 16, see Sec.17
, also Sec.17 [5.5.1.1] d).
Note:
"Plastics" means both thermoplastic and thermosetting plastic materials with or without reinforcement, such as polyvinyl chloride
(PVC) and fibre reinforced plastics (FRP).
"Protective casing" means a closed cover in the form of a pipe or other closed ducts of non-circular shape.
Applicable for pipes with a diameter of more than 80 mm.
---e-n-d---of---n-o-t-e---
4.6.2
Non-metallic pipes or cable ducts shall be made of flame-retardant material.
4.6.3
Cable trays/protective casings made of plastic materials are to be supplemented by metallic fixing and straps such that in the event of a fire they, and the cables affixed, spaced not more than 1 m apart are prevented from falling and causing an injury to personnel and/or an obstruction to any escape route.
Guidance note:
When plastic cable trays/protective casings are used on open deck, they are additionally to be protected against UV light.
---e-n-d---of---g-u-i-d-a-n-c-e---n-o-t-e---
4.6.4
The load on the cable trays/protective casings is to be within the Safe Working Load (SWL). The support spacing is not to be greater than the manufacturer's recommendation nor in excess of spacing at the
SWL test. In general the spacing is not to exceed 1 meter.
Note:
The selection and spacing of cable tray/protective casing supports are to take into account:
— cable trays/protective casings’ dimensions
— mechanical and physical properties of their material
— mass of cable trays/protective casings
— loads due to weight of cables, external forces, thrust forces and vibrations
— maximum accelerations to which the system may be subjected
— combination of loads
4.6.5
The sum of the cables' total cross-sectional area, based on the cables' external diameter, is not to exceed 40% of the protective casing's internal cross-sectional area. This does not apply to a single cable in a protective casing.
4.7 Laying of single-core cables and wires in single-phase and three-phase
AC systems
4.7.1
In cases where use of multi-core cables is not possible, single-core cables and -wires may be permitted for installation if the following provisions are made and the requirements of IEC publication 60092-352 are observed.
4.7.2
The cables shall not be armoured or shrouded with magnetic material.
4.7.3
All conductors belonging to one circuit shall be run together in the same pipe or duct, or clamped by common clamps, unless the clamps are made of non-magnetic materials
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4.7.4
The cables forming a circuit shall be laid immediately beside of each other and preferably in triangular configuration. If spacings between the cables cannot be avoided, the spacings shall not exceed one cable diameter.
4.7.5
No magnetic material shall be placed between single-core cables passing through steel walls. No magnetic materials shall be located between the cables of deck and bulkhead penetrations. Care shall be taken to ensure that the distance between the cables and the steel wall is at least 75 mm, unless the cables belonging to the same AC circuit are installed in trefoil formation, see [4.7.4] .
For the installation of single core parallel cables between the cable groups these measures are not necessary, if the cable groups are arranged in trefoil formation.
4.7.6
Single-core parallel cables shall be of the same length and cross-section. Furthermore, to avoid unequal division of the current, the cables of one phase shall be laid, as far as is practicable, alternatively with the cables of the other phases, e.g. in the case of two cables for each phase:
L1, L2, L3, L3, L2, L1 or or L3, L1, L2
L2, L1, L3 or
L1, L2, L3
L3, L2, L1
L2, L3, L1
L1, L3, L2
4.7.7
To balance the impedance of the circuit in single-core cables more than 30 m long and with a cable cross-section of more than 150 mm , the phases are to be alternated at intervals of not more than 15 m.
4.7.8
For single-core cables, metallic sheaths are to be insulated from each other and from the ship's hull for their entire length. They shall be earthed at one end only, except earthing is required at both ends for technical reasons, e.g. for medium voltage cables. In such cases, the cables shall be laid in triangular configuration along their entire length.
4.7.9
In 400 Hz networks, no single-core cables shall be used (except as protective earthing conductors). For this purpose, only cables with a core cross- section of up to 35 mm are permissible.
4.8 Bulkhead and deck penetrations
4.8.1
Cable penetrations shall not impair the mechanical strength or watertightness of the bulkhead and are to be type approved by DNV GL.
4.8.2
Bulkhead and deck penetrations shall be type-approved.
4.8.3
The cables shall not occupy more than 40 % of the cross-section of a penetration.
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4.8.4
Vertical cable ducts shall be so constructed that a fire on one deck cannot spread through the duct to the next higher or lower deck. See also [4.14.2.2].
4.8.5
Where EMC measures are required, the shields and/or the coaxial outer conductors of cables routed through metallic bulkheads and decks separating EMC zones shall be connected conductively all around with the shielding at the point of penetration. For EMC measures, an electro-conductive casting compound (or, in the case of packing systems, conductive separating layers) shall be used wherever necessary.
4.9 Cables in the vicinity of radio-communication and -navigation equipment
4.9.1
Except where laid in metallic pipes or ducts, cables and wires with metal sheaths or metal braiding shall be used above the uppermost metallic deck and in positions where the cables and wires are not separated by metallic bulkheads or decks from aerials, aerial downleads, the radio room, direction finder or other radio navigation or receiving equipment. The metallic sheaths and shields are to be earthed.
4.9.2
Only cables required in the radio room shall be laid there. If cables without a braid shielding have to be run through a radio room, they shall be installed in a continuous metallic pipe or duct which is earthed at the entrance to and exit from the room.
4.9.3
Single-core cables are not permitted in the radio room.
4.9.4
If the radio equipment is installed on the bridge, the requirements stated above are to be complied with, as and where applicable.
4.10 Magnetic compass zone
All electrical cables, wires, machines and apparatuses shall be laid, installed or magnetically shielded in order to avoid inadmissible interference, i.e. deviation of more than 0.5° with the magnetic compass.
4.11 Cable installation in refrigeration spaces
4.11.1
Only cables with outer sheaths that are corrosion-resistant and cold resistant shall be laid in refrigerated rooms.
4.11.2
Where cables are led through the thermal insulation, the requirements of [4.1.5] shall be observed.
4.12 Earthing of the braided screens of cable network and accessories
4.12.1
Metallic cable sheaths, armouring and shields in power installations shall be electrically connected to the ship's hull at each end; single-core cables shall be earthed at one end only.
In the case of cables and wires for electronic equipment, the manufacturer's recommendations shall be observed; earthing at one end only is recommended.
4.12.2
Electrical continuity of all metallic cable coverings shall also be maintained inside of cable junction boxes and connection boxes.
4.12.3
Metallic cable sheaths, armouring and shields shall be earthed, preferably by the use of standard cable gland fittings designed for that purpose, or by suitable equivalent clips or joints.
4.12.4
Metallic cable sheaths, armourings and shields shall in no case be deemed to constitute earthing conductors for the protective earthing of the connected electrical equipment.
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4.13 Cable joints and branches
4.13.1
Cables shall be extended only with the approval of DNV GL. The used material shall maintain the flame-retardant and where required the fire-resistant properties of the cables.
4.13.2
Junction and distribution boxes shall be accessible and marked for identification.
4.13.3
Cables for safety low voltage shall not pass a junction box or distribution box together with cables for higher voltage systems.
4.13.4
The terminals for different types of systems, especially such of differently operating voltages, shall be separated.
4.14 Measures for limitation of the propagation of fire along cable- and wire bundles
4.14.1
All cables shall be so installed that the original flame-retardant properties of the individual cables are not impaired. This requirement can be considered to be fulfilled if:
— the bundled cables are individually flame-retardant and have been successfully passed the bundle fire test in accordance with IEC publication 60332-3 category A/F
— suitable measures have been taken during the installation, e.g. by providing of fire stops or application of flameproof coatings
4.14.2
For cable bundles consisting of cables which have not been subjected to a bundle fire test, the following precautions shall be taken to limit the fire propagation:
4.14.2.1 Fire stops shall be provided: a) at main- and emergency switchboards b) at cable entries to engine control rooms c) at central control panels and -consoles for the main propulsion plant and for important auxiliaries
4.14.2.2 In closed- and semi-enclosed rooms, fire stops shall be provided at the following locations:
— at each entry- and exit point of cable runs in enclosed metallic installation shafts
— for open vertical cable runs, at least for every second deck, limited to a maximum interval of 6 m
— every 14 m for open horizontal cable runs
4.14.3 Exceptions
Fire stops in accordance with [4.14.2.1] a) and c) can be omitted if the switchboards or consoles are installed in separate rooms and measures have already been taken at the cable entrances to these rooms, in holds for military cargo and in under-deck service passageways in the zone of the holds. Fire stops shall be provided only for the boundaries of these rooms.
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4.14.4 Versions of fire stops
The flame propagation of cables passing through fire stops shall fulfil the SOLAS requirements for B-0 partitions.
Fire stops may, for example, be formed by existing partitions or by a steel plate (min. 3 mm in thickness) together with a B-0 penetration in each case.
The steel plate shall be so formed that it extends around the cables as specified below:
— twice the maximum dimension of the cable run with vertically laid cables
— the maximum dimension of the cable run with horizontally laid cables
The steel plates, however, need not to be extended through upper covers, decks, bulkheads or trunk walls.
4.14.5 Application of flameproof coatings
Instead of the fire stops prescribed in 4.14.4, installed cable bundles may be provided with (DNV GL type approved) flameproof coatings as follows:
— on horizontal cable runs for every 14 m, a length of 1 m
— on vertical cable runs over the entire length
Other distances for the coatings may be approved after special testing.
4.14.6 Alternative methods
Other methods which have been proved to be equivalent to the measures stated in [4.14.4] and [4.14.5] may be accepted.
4.14.7 Explanatory sketches
Explanatory notes to the installation provisions described above are given in Figure 1 to Figure 4 .
4.15 Application of fire-resistant cables
4.15.1 Scope of installations
4.15.1.1 Where cables specified in Sec.14 [7.1.3] for services (see [4.15.1.3]) including their power supplies pass through high fire risk areas, and main vertical fire zones, other than those which they serve, they are to be so arranged that a fire in any of these areas or zones does not affect the operation of the service in any other area or zone. This may be achieved by either of the following measures: a) Cables being of a fire resistant type complying with IEC publication 60331-21, 60331-23, 60331- 25, or
60331-1 for cables of greater than 20 mm overall diameter, are installed and run continuous to keep the fire integrity within the high fire risk area, see Figure 5 .
b) At least two-loops/radial distributions run as widely apart as is practicable and so arranged that in the event of damage by fire at least one of the loops/radial distributions remains operational.
4.15.1.2 Systems that are self monitoring, fail safe or duplicated with cable runs as widely separated as is practicable may be exempted provided their functionality can be maintained.
Notes: a) The definition for “high fire risk areas” is the following:
— machinery spaces as defined in Chap. II-2/Reg. 3.30 of SOLAS
— spaces containing fuel treatment equipment and other highly flammable substances
— galley and pantries containing cooking appliances
— laundry containing drying equipment b) fire-resistant type cables shall be easily distinguishable.
c) for special cables, requirements in the following standards may be used:
— IEC60331-23: Procedures and requirements – Electric data cables
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— IEC60331-25: Procedures and requirements – Optical fibre cables
4.15.1.3 Services required to be operable under fire conditions on the cables include:
— fire and general alarm system
— fire-extinguishing systems and fire-extinguishing medium alarms
— fire detection system
— control and power systems to power operated fire doors and status indication for all fire doors
— control and power systems to power operated watertight doors and their status indication
— secondary lighting
— public address system
— escape, evacuation and rescue lighting
— at least one fire pump
— remote emergency stop/shut-down arrangements for systems which may support the propagation of fire and/or explosion.
4.15.2 Installation
For installation of fire-resistant cables the following shall be observed:
4.15.2.1 The cables shall be arranged in such a way as to minimise the loss of operational availability as a result of a limited fire in any area.
4.15.2.2 The cables shall be installed as straight as possible and with strict observance of special installation requirements, e.g. permitted bending radii.
5 Requirements for busbar trunking systems intended for the electrical supply of distribution panels and single consumers
5.1 Scope
The additional requirements listed below are valid for the design and the installation of busbar trunking systems that are installed outside of switchboards and are intended for the supply of distribution boards or single consumers.
Busbar systems shall not be used in areas potentially endangered by explosion or by explosive materials and on the open deck.
5.2 Components of the busbar trunking system
A busbar trunking system consists of the following components:
— electrical conductors including neutral and protective conductors, their insulation and the encasement of the busbar trunking system
— connecting elements
— separation units
— insulators and fixing elements
— arc barriers
— tap-off units
— bulkhead and deck penetrations
— protection devices.
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5.3 Requirements
5.3.1 Basic requirements
The safety standard and availability of ship mains networks designed to include busbar trunking systems shall be at least equivalent to those of conventionally cabled ship mains, even in case of failure.
Busbar trunking systems shall comply with the requirements of IEC publication 60439-1 and IEC publication
60439-2.
5.3.2 Requirements for components
5.3.2.1 Degree of protection
The design of the busbar trunking system shall comply with the following minimum degrees of protection:
— dry spaces, e.g. accommodation – IP 54
— wet spaces, e.g. engine rooms – IP 56
The operational readiness of the busbar trunking system shall be not impaired by condensed moisture.
Where required, means for automatic draining shall be provided.
Busbar trunking systems shall be protected against mechanical damage.
5.3.2.2 Bulkhead and deck penetrations, fire protection
The materials used shall be halogen-free and shall be flame-retardant according to IEC publication 60695-2.
With regard to flame spread, the whole busbar trunking system shall meet the test requirements of IEC publication 60332-3, category A/F.
Bulkhead and deck penetrations for busbar trunking systems shall not impair the mechanical strength and the watertightness of bulkheads and decks.
The propagation of smoke via the busbar trunking system must be effectively prevented.
5.3.3 System requirements
5.3.3.1 System configuration
The design of busbar trunking systems shall be such that in case of a single failure the supply to redundant essential equipment continues. Redundant essential equipment shall be supplied via separate busbar trunking systems.
Where a busbar trunking system is arranged below the uppermost continuous deck, the ship's manoeuvrability and the operation of all installations necessary for the main purpose of the ship, as well as the safety of the crew and embarked troops shall not be impaired in the event of one or more watertight compartments outside the engine room being flooded.
Where busbar trunking systems are led through several watertight sections, means for separation at the supply-side of the transitions shall be provided. The units for separation shall be approachable, marked for identification and secured against unauthorized uncovering.
5.3.3.2 Protection equipment
Busbar trunking systems shall be protected against overload and short-circuit.
Switchgear of the busbar trunking system shall be arranged with regard to selectivity.
The propagation of electric arcs along the busbar trunking system shall be prevented by arc barriers or other means. If current-limiting circuit breakers are used, these means are not required.
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5.4 Tests
5.4.1 Tests on board
On the basis of approved documentation, a shipboard test of the completed installation shall be conducted.
This includes the functional testing of the busbar trunking system and the check of settings for protection devices.
5.4.2 Type-approval
Busbar trunking systems are subject to mandatory type-approval.
6 Degaussing
6.1 Class Notation
If the ship is equipped with an active degaussing system as follows, the Notation DEG is affixed to the
Character of Classification, see Pt.1 Ch.3 Sec.3
6.2 System configuration
6.2.1 Basic procedure
The signature requirements of a naval ship will determine the special technical requirements for the degaussing system and its elements. This applies in particular to the determination of the geometry and the electrical dimensioning of the degaussing windings system.
The magnetic field induced by the degaussing system shall be capable of a real-time compensation of the permanent, the induced and the eddy-current-generated magnetizations of the ship’s hull.
6.2.2 System elements
In general degaussing systems have to include the following system elements:
— central control unit
— winding amplifier
— degaussing probe
— winding system
The detailed requirements for these elements are specified in the following.
6.3 Control unit
6.3.1
The control and monitoring unit has to be protected against data losses, even in the case of failing of the main power supply.
6.3.2
The task of the control unit is the time and motion-related control of the currents in the windings of the degaussing system.
6.3.3
As the induced interference magnetic field and the interference field caused by eddy currents depend on the earth magnetic field and the eddy-current field depends additionally on the rolling and pitching of the ship, the complete field has to be determined. This should be possible in three operation modes:
— measuring with a ship-mounted triaxial geomagnetic sensor, see degaussing probe in [6.5]
— Determination by a computer based geomagnetic data model in the control unit which calculates the earth magnetic field values corresponding to the actual position and the own motion of the ship
— emergency operating mode for manual input of the position and heading of the ship
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6.3.4
To compensate the magnetic interference effects the degaussing system has on the magnetic compass of the ship, the control unit should be equipped with a facility to generate suitable correcting currents, which can be fed into the electrical compass compensation windings of the magnetic compass.
6.3.5
System malfunctions shall be signalled by an optical and an acoustic alarm, error messages shall be recorded at the control unit.
6.4 Winding amplifiers
6.4.1
The task of the winding amplifiers is to supply the degaussing windings with a total current consisting of three portions, to be able to compensate each of the three interference field portions (permanent, induced and eddy-current fields) in a timely and amplitude-related manner.
6.4.2
The coil amplifiers triggered by the central control unit shall be designed as static transformers. They have to provide the necessary supply voltage individually for each winding and shall be equipped with an internal control of the winding current determined by the central control unit.
6.4.3
Winding amplifiers may be integrated in the ship in the following ways:
— decentral location, near to the related degaussing windings
— central location of all amplifiers in a common space
— partially decentral location, i.e. several amplifiers distributed over the ship
6.4.4
High-frequency interference signals from the shipboard electrical power generation plants are to be prevented from being coupled into the winding amplifiers to avoid wide-ranging radiation of these interference signals via the degaussing windings system and, vice versa, their influence on other ship components. One point of the shielding of the cable should be connected to the ship’s hull.
6.5 Degaussing probe
6.5.1
The system for measuring the earth magnetic field has to include the degaussing probe usually to be installed on a mast as well as the related electronic triggering and evaluation equipment (magnetometer).
6.5.2
The mast shall be manufactured of a low-magnetic material. In general, the immediate vicinity of the degaussing probe shall be free of ferromagnetic materials within a radius of abt. 2 m.
6.5.3
It shall be possible to adjust the degaussing probe with the main axes of the ship by a mechanical adjusting device.
6.6 Windings system
6.6.1 General requirements
6.6.1.1 The number and orientation of the windings in the ship, the number of cables belonging to a winding, the cable type, the cross section as well as the number of cores shall be stipulated by the Naval
Administration.
A degaussing winding diagram containing the winding geometry as well as the required electric data of each winding has to be established and submitted.
6.6.1.2 Unless stipulated otherwise in the building specification, the orientation of windings in the ship is differentiated as follows:
6.6.1.2.1 V windings: windings laid horizontally, i.e. the effective magnetic direction is VERTICAL
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6.6.1.2.2 A windings: windings laid parallel to the longitudinal direction of the ship, i.e. the effective magnetic direction is ATHWART
6.6.1.2.3 L windings: windings laid parallel to the transverse bulkheads, i.e. the effective magnetic direction is LONGITUDINAL
Guidance note:
In each winding layer, there are I (induced), P (permanent) and E (eddy-current) windings, resulting in the following six winding circuits in total:
VI, AI, LI, VP, AP and LP.
As an alternative to the winding circuits mentioned, the winding circuits can be limited to the V, A and L circuits in the case of systems designed according to the net current principle. For the net current principle, there is no separation of the windings into P and I components. The parameters for the required current components P and I are formed by summation in the control section (computer) of the system, so that only a net current flows for each winding.
---e-n-d---of---g-u-i-d-a-n-c-e---n-o-t-e---
6.6.2 Installation
6.6.2.1 Degaussing windings shall be run along separate cable trays or cable racks, the construction of which shall be in compliance with [4] .
6.6.2.2 All cable routes should be selected so that the windings run precisely in the stipulated layer.
6.6.2.3 Partial lengths of adjacent A and V windings running athwartships or vertically shall be routed through a penetration only on one side of the corresponding bulkhead.
6.6.2.4 If not otherwise specified, it is recommended to keep the distance between the degaussing windings and the ship’s shell between 100 and 200 mm.
6.6.2.5 In bunkers, tanks and cells, the magnetic self-protection windings shall be routed in continuous cable conduits. The ends of the conduits shall be run approx. 1 m above the bunker, tank or cell ceiling.
6.6.2.6 The cables should not be bundled, and shall be laid in one layer, if possible with a spacing between each other. If two layers become necessary, the second layer shall be run on a separate cable tray with a spacing to the first layer.
Cables in pipes, if these are necessary for technical reasons, e.g. when passing through tanks, are exempted from this requirement.
6.7 Testing
The degaussing system shall be tested in accordance with the requirements agreed for the respective naval ship. A test program for basic functions (qualitative) is to be submitted to DNV GL.
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Figure 1 Fire stops, all steel plates at least 3 mm thick
Figure 2 Partly enclosed ducts, vertical
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Figure 3 Partly enclosed ducts, horizontal
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Figure 4 Open cable runs
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Figure 5 Installation of fire resistant cables through high fire risk areas
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Table 6 Current-carrying capacity of cables, max. permissible conductor operating temperature of
60°C and 75°C
Nominal cross-section
[mm
2
]
35
50
70
95
10
16
25
1.0
1.5
2.5
4
6
120
150
185
240
300
1.0
1.5
2.5
4
6
10
16
25
AWG/MCM
*
2
0
2/0
4/0
7
5
3
17
15
13
11
9
250
300
400
500
600
17
15
13
11
9
7
5
3
7
10
14
19
25
34
46
60
40
54
71
87
105
135
165
8
12
17
22
29
190
220
250
290
335
Current-carrying capacity based on a maximum conductor operating temperature of
60°C 75°C
S 1 cont.
operation
[A] max.
S 2- 30 min
[A] max.
S 2- 60 min
[A] max.
Single core cables
S 1 cont.
operation
[A] max.
S 2- 30 min
[A] max.
S 2- 60 min
[A] max.
8
13
18
23
31
42
57
76
94
114
150
186
220
260
305
365
439
2-core cables
7
11
15
21
27
38
52
71
3- or 4-core cables
7
11
15
20
27
36
49
65
42
57
75
92
111
143
177
8
13
18
23
31
203
238
273
322
379
57
76
100
125
150
190
230
13
17
24
32
41
270
310
350
415
475
11
14
20
27
35
48
65
85
60
81
107
135
164
211
260
14
18
25
34
43
313
366
427
523
622
12
15
21
29
38
53
73
101
60
81
106
133
159
201
246
14
18
25
34
43
289
335
382
461
537
12
15
21
29
37
51
70
92
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Nominal cross-section
[mm
2
]
35
50
70
10
16
25
95
120
1.0
1.5
2.5
4
6
Multi-core cables
AWG/MCM
*
2
0
2/0
7
5
3
4/0
250
17
15
13
11
9
5 × 1.5
7 × 1.5
10 × 1.5
12 × 1.5
14 × 1.5
16 × 1.5
19 × 1.5
24 × 1.5
5 × 15
7 × 15
10 × 15
12 × 15
14 × 15
16 × 15
19 × 15
24 × 15
* AWG: American Wire Gauge
MCM: Mille Circular Mil
Current-carrying capacity based on a maximum conductor operating temperature of
60°C 75°C
S 1 cont.
operation
[A] max.
S 2- 30 min
[A] max.
S 2- 60 min
[A] max.
S 1 cont.
operation
[A] max.
S 2- 30 min
[A] max.
S 2- 60 min
[A] max.
61
73
94
28
38
50
115
133
6
8
12
15
20
31
43
60
76
95
129
165
200
6
9
13
16
22
30
41
55
67
82
108
137
162
6
8
13
16
21
40
53
70
87
105
133
161
189
9
12
17
22
29
45
60
84
108
137
182
232
284
10
13
18
24
32
42
57
76
96
118
153
192
231
10
13
18
23
31
7
6
6
5
5
5
4
4
10
9
8
7
7
7
6
6
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Table 7 Current-carrying capacity of cables, max. permissible conductor operating temperature of
80°C and 85°C
Nominal cross-section
[mm
2
]
35
50
70
95
10
16
25
1.0
1.5
2.5
4
6
120
150
185
240
300
1.0
1.5
2.5
4
6
10
16
25
AWG/MCM
*
2
0
2/0
4/0
7
5
3
17
15
13
11
9
250
300
400
500
600
17
15
13
11
9
7
5
3
13
16
22
30
38
53
71
93
63
84
110
140
165
215
260
15
19
26
35
45
300
340
390
460
530
Current-carrying based on a maximum conductor operating temperature of
80°C 85°C
S 1 cont.
operation
[A] max.
S 2- 30 min
[A] max.
S 2- 60 min
[A] max.
Single-core cables
S 1 cont.
operation
[A] max.
S 2- 30 min
[A] max.
S 2- 60 min
[A] max.
16
20
28
37
48
67
89
118
151
180
239
294
348
401
476
580
694
2-core cables
13
17
24
32
41
59
80
111
3- or 4-core cables
13
17
23
32
40
56
76
100
67
89
117
148
175
228
278
16
20
28
37
43
321
367
425
511
599
67
90
120
145
180
225
275
16
20
28
38
48
320
365
415
490
560
14
17
24
32
41
57
76
102
71
95
128
157
196
250
311
17
21
30
40
51
371
431
506
617
734
14
18
26
35
45
63
86
121
71
95
127
154
191
239
294
17
21
30
40
51
342
394
452
544
633
14
18
25
34
43
60
81
110
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Nominal cross-section
[mm
2
]
35
50
70
10
16
25
95
120
1.0
1.5
2.5
4
6
AWG/MCM
2
0
2/0
7
5
3
4/0
250
17
15
13
11
9
*
5 x 1.5
7 x 1.5
10 x 1.5
12 x 1.5
14 x 1.5
16 x 1.5
19 x 1.5
24 x 1.5
5 x 15
7 x 15
10 x 15
12 x 15
14 x 15
16 x 15
19 x 15
24 x 15
* AWG : American Wire Gauge
MCM: Mille Circular Mil
7
7
8
7
11
11
9
8
Current-carrying based on a maximum conductor operating temperature of
80°C 85°C
S 1 cont.
operation
[A] max.
S 2- 30 min
[A] max.
S 2- 60 min
[A] max.
S 1 cont.
operation
[A] max.
S 2- 30 min
[A] max.
S 2- 60 min
[A] max.
44
59
77
98
115
150
182
210
10
13
18
24
31
11
14
19
26
34
49
67
92
122
150
206
262
315
11
14
19
25
33
47
63
84
108
129
173
217
256
Multi-core cables
47
63
84
101
126
157
192
224
11
14
20
27
34
53
72
101
125
164
215
276
336
12
15
22
29
37
50
67
92
111
141
181
228
273
12
15
21
29
36
7
7
8
8
12
10
9
9
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1.25
2.0
3.5
5.5
8.0
14.0
22.0
30.0
38.0
50.0
60.0
80.0
100.0
125.0
150.0
200.0
250.0
Table 8 Current-carrying capacity of cables according to JIS *, max. permissible conductor operating temperature of 85°C
Nominal cross-section
[mm
2
]
1.25
2.0
3.5
5.5
8.0
14.0
22.0
30.0
18
25
35
46
59
83
110
135
155
185
205
245
285
325
365
440
505
Current-carrying capacity based on a maximum conductor operating temperature of 85°C
S 1 continuous operation S 2 - 30 min S 2 - 60 min
[A] max.
[A] max.
Single-core cables
[A] max.
19
26
37
49
63
88
117
144
167
202
228
277
331
384
445
554
662
19
26
37
49
63
88
117
143
164
196
217
262
305
351
398
488
571
2-core cables
50
71
94
115
16
21
30
39
55
79
106
137
17
22
32
42
53
75
101
124
17
22
32
41
3-core cables
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Nominal cross-section
[mm
2
1.25
2.0
3.5
5.5
8.0
14.0
22.0
30.0
38.0
50.0
60.0
80.0
100.0
]
5 x 1.25
7 x 1.25
9 x 1.25
12 x 1.25
16 x 1.25
19 x 1.25
23 x 1.25
27 x 1.25
* Japanese industrial standard
Current-carrying capacity based on a maximum conductor operating temperature of 85°C
S 1 continuous operation
[A] max.
58
77
94
110
130
145
175
200
13
17
25
32
41
S 2 - 30 min
[A] max.
14
18
27
35
45
65
88
113
136
169
199
252
300
S 2 - 60 min
[A] max.
14
18
27
34
43
61
82
102
121
146
167
208
244
Multi-core cables
6
6
7
6
11
10
9
8
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Table 9 Current-carrying capacity of cables, max. permissible conductor operating temperature of
90°C and 95°C
Nominal cross-section
[mm
2
]
35
50
70
95
10
16
25
120
150
185
1.0
1.5
2.5
4
6
6
10
16
25
1.0
1.5
2.5
4
AWG/MCM
*
2
0
2/0
4/0
7
5
3
250
300
400
17
15
13
11
9
9
7
5
3
17
15
13
11
44
61
82
108
20
26
34
S 1 cont.
operation
[A] max
Current-carrying based on a maximum conductor operating temperature
90°C 95°C
S 2- 30 min S 2- 60 min
S 1 cont.
operation
[A] max.
S 2- 30 min
[A] max
S 2- 60 min
[A] max.
72
96
127
157
196
242
293
339
389
444
18
23
40
51
52
[A] max [A] max
Single-core cables
77
102
135
170
214
269
331
390
459
541
19
24
43
54
55
77
102
134
167
208
257
314
362
420
484
19
24
43
54
55
20
24
32
42
55
75
100
135
165
200
255
310
360
410
470
21
25
34
45
58
80
106
144
178
218
283
350
410
484
573
80
106
143
175
212
270
332
385
443
512
21
25
34
45
58
48
68
93
128
21
28
37
2-core cables
46
65
88
116
21
28
36
3- or 4-core cables
17
20
27
36
47
64
85
115
18
21
29
39
51
71
96
137
50
68
91
124
18
21
29
38
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Nominal cross-section
[mm
2
]
1.0
1.5
2.5
4
6
10
16
25
35
50
7095120
AWG/MCM
2
0
2/0
7
5
3
4/0
250
17
15
13
11
9
*
5 × 1.5
7 × 1.5
10 × 1.5
12 × 1.5
14 × 1.5
16 × 1.5
19 × 1.5
24 × 1.5
5 × 15
7 × 15
10 × 15
12 × 15
14 × 15
16 × 15
19 × 15
24 × 15
*
AWG: American Wire Gauge
MCM: Mille Circular Mil
S 1 cont.
operation
[A] max
Current-carrying based on a maximum conductor operating temperature
90°C 95°C
S 2- 30 min
[A] max
S 2- 60 min
[A] max
S 1 cont.
operation
[A] max.
S 2- 30 min
[A] max
S 2- 60 min
[A] max.
50
67
89
110
137
169
205
237
16
21
28
36
17
23
30
39
56
77
107
136
178
232
295
356
17
22
30
38
53
72
97
121
153
195
244
289
Multi-core cables
52
70
94
115
140
178
217
252
14
17
22
29
38
58
80
113
143
182
244
312
378
15
18
24
32
42
55
75
102
127
157
205
258
307
15
18
23
31
40
10
9
9
8
14
13
11
10
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SECTION 13 ADDITIONAL RULES FOR ELECTRICAL MAIN
PROPULSION PLANTS
1 General
1.1 Basic requirements
1.1.1
A ship has an electrical main propulsion plant if the main propulsion is produced by at least one electrical propulsion motor, or if this motor provides temporarily the entire propulsive power.
1.1.2
Auxiliary propulsion plants are additional propulsion systems.
1.1.3
As the minimum requirement for an electrical main propulsion plant, the following requirements apply:
— At least two mutually independent static converters shall be provided, with mutually independent cooling systems, regulating systems, reference value inputs, actual-value acquisition, etc.
— The supply of the power circuits are to be provided by separate cables from different sections of the propulsion switchboard.
1.1.4
The engines driving the generators for the electrical propulsion plant are main engines, the motors driving the propeller shaft or the thrusters are propulsion motors.
1.1.5
If electrical main propulsion plants are supplied from the ship’s low or medium voltage network the
Rules in this Section apply also to the generators and the associated switchgear.
1.1.6
The static converters shall be easily accessible for inspection, repair and maintenance.
1.1.7
Equipment shall be provided to support the fault diagnosis process.
1.1.8
IEC publication 60092-501: “Special features – Electric propulsion plant” shall be considered.
1.1.9 Number of propulsion plants
The main propulsion plant shall consist of at least two independent propulsion systems.
The design of the electrical propulsion system has to ensure that the ship at least remains manoeuvrable after a single failure in the mechanical or electrical part of the main propulsion plant.
1.1.10 Redundant propulsion
For more stringent requirements concerning the propulsion plant see Propulsion Plants Ch.2 Sec.2 [11] and
SHIP Pt.6 Ch.2 Sec.7
.
1.1.11 Azimuthing Propulsors
For electrical requirements of azimuthing propulsors see also Propulsion Plants Ch.2 Sec.9 [7] .
2 Drives
2.1 Basis for dimensioning
2.1.1
The electrical machinery and plants shall, in accordance with their service and operating conditions, be designed for short periods of overload and for the effect of manoeuvres and the state of sea.
2.1.2
The lubrication of machinery and shafting shall be designed to be adequate for the entire speed range of rotation in both directions including towing.
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2.1.3
Each shaft shall be fitted with an adequately dimensioned locking device that permits towing of the ship, or the operation of other propulsion systems, without rotation of the locked, non-driven shaft.
The remaining drives may be operated at reduced power, provided that sufficient manoeuvring capability is ensured.
2.2 Main engines
The main engines shall also conform to the requirements of Propulsion Plants Ch.2 Sec.3
or Ch.2 Sec.4
2.2.1
The diesel governors shall ensure safe operation under all running and manoeuvring conditions, this for both single operation and parallel operation.
2.2.2
The response on different reduction alarms shall be agreed with DNV GL.
2.3 Propulsion motors
The propulsion motors shall also conform to the requirements of Sec.14 [2] .
2.3.1
The effects of the harmonics of currents and voltages shall be taken into consideration for the design of the propulsion motors.
2.3.2
The winding insulation shall be designed to withstand the over-voltages which may arise from manoeuvres, switching operations, converter operation and earth faults.
2.3.3
Separately cooled machines shall be so dimensioned that, in case of failure of the separate cooling, limited operation is still possible. Versions deviating from this principle require the agreement of DNV GL.
2.3.3.1 It shall be possible to check the function of the cooling system by means of local temperature indicators (e.g. water: inlet and outlet; air: intake and discharge).
If it is not possible to install local, directly measuring thermometers, external indicators which are independent from other systems shall be provided.
It shall be ensured that water due to leakage or condensation is kept away from the windings.
2.3.4
Electrical propulsion motors shall be able to withstand without damage a short-circuit at their terminals and in the system under rated operating conditions until the protection devices respond.
2.3.5
All stator winding ends shall be routed to terminals in the terminal box and to be connected only there.
3 Static converter installations
3.1 General
3.1.1
Power-electronic equipment shall also conform to the requirements of Sec.6
.
3.1.2
Static converters shall be designed for all operating and manoeuvring conditions including overload.
3.1.3
For the design of the static converter cabinets, the requirements for main switchboards shall be applied as and where appropriate.
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3.2 Converter assemblies
3.2.1
For separately cooled static converters, independent cooling systems shall be provided for each converter.
If static converters are separately cooled, it shall be possible to continue operation of the plant at reduced power in the event of failure of its cooling system.
Failure of the cooling system shall be signalled by an alarm.
The temperature of the converter cabinet as well as the temperature of the power semiconductors or of the heat sinks shall be monitored.
3.2.2
If limited operation of liquid cooled static converters is not possible after failure of the separate cooling system, then two coolant pumps with the corresponding stand-by circuits shall be provided.
3.2.3
For liquid-cooled static converters, the following monitoring arrangements shall be provided in addition:
— coolant flow or differential pressure
— coolant leakage
— coolant pressure
— coolant conductivity
— coolant temperature
— failure of the coolant pumps/fans
— stand-by alarm of the coolant pumps
3.2.4
For the components of the DC link, the following monitoring arrangements shall be provided:
— temperature monitoring of the DC link reactor
— under-voltage and over-voltage monitoring
— current monitoring
— short-circuit monitoring
— current monitoring of the braking resistor
3.2.5
The input supply shall be provided with the following monitoring arrangements:
— failure of the supply
— over-voltage
— under-voltage
— underfrequency
These values shall be coordinated with the mains supply protection and the generator protection.
3.2.6
The following internal monitoring equipment shall be provided for the static converter:
— semiconductor failure
— semiconductor fuse failure
— firing pulse error
— control deviation
— system error of the control system
— actual speed / rotor position encoder failure
— current actual value failure
— faulty setpoint input
— power supply failure
— failure in the bus system
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3.3 Main and exciter power circuits
3.3.1
The circuits for main power supply and exciters shall be supplied directly from the switchboard and shall be separate for each motor respectively each winding system.
The exciter shall be supplied from the dedicated section of the main- or propulsion switchboard supplying the main circuit. This applies also to other auxiliary systems.
DC motors and separately excited machines designed as a single drive shall be fitted with two exciter devices.
3.3.2
The main circuits shall be supplied through remotely actuated circuit-breakers.
3.3.3
In the supply of exciter circuits, only short-circuit protection shall be provided.
3.3.4
In the event of failure of the excitation, the corresponding power component shall also be switched-off.
Failure of the excitation system shall be signalled by an alarm.
3.4 Installation according to IEC 60533
3.4.1
Plants that do not meet the requirements set out in RU SHIP Pt.4 Ch.8
relating to the stray radiation from the housing and/or the conducted interference shall be installed in separate spaces.
3.4.1.1 The supply lines, and the cables to the propulsion motor, shall be run separately from each other and from other cables.
3.4.1.2 Such plants shall be supplied via transformers.
3.5 Filter circuits
3.5.1
If filter circuits are used to reduce the harmonics, these circuits are to be protected against overload and short-circuit.
3.5.2
Filters shall be monitored for failure.
3.5.3
The operating instructions shall document which propulsion settings and generator combinations are admissible after failure of one or all of the filters. This shall be verified by means of a THD measurement.
3.5.4
Filters shall function properly in all propulsion settings and grid configurations and shall not lead to increases in voltage or current. This shall be verified through measurements during the sea trial.
4 Control stations
Control equipment shall conform to the Rules for Automation Pt. 3 Ch.4
as and where appropriate.
Additionally, the following Rules apply:
4.1
Where the propulsion main control station is located on the bridge, provisions shall be made for the control of the propulsion plant also from the engine room and the machinery control centre.
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4.2
For any arbitrary fault of the automatic remote control and the propulsion main control stations, local operation shall be possible from the local control station.
4.2.1
Change-over shall be possible within a reasonably short time. The local control station shall receive the highest priority, and it shall be possible to select this control station locally.
This control station shall be connected directly to the corresponding static converter.
It shall be ensured that control is only possible from one control station at any time. Transfer of command from one control station to another shall only be possible when the respective control levers are in the same position and when a signal to accept the transfer is given from the selected control station.
The loss of control at the concerned control station is to be signalled optically and audibly.
4.2.2
Ships with Class Notations RSA (50) and RSA (SW) may, with the consent of DNV GL, have only one propulsion main control station on the bridge and a local control station.
4.2.3
It shall be possible to acknowledge all malfunctions at the local control station.
4.2.4
At the propulsion main control station, it shall be possible to acknowledge at least all those malfunctions that are caused by the auxiliary services or by the supply network. After a black-out, it shall be possible to restart the propulsion at the propulsion main control station.
4.3
The propulsion main control stations on the bridge and in the machinery control centre as well as the local control station shall be provided with an emergency stop device that is independent of the main control system. The emergency stop device in the machinery control centre shall be provided even if only control positions according to [4.2.2] exists.
4.4
All operating functions shall be made logical and simple, to prevent maloperation. The operating equipment shall be clearly arranged and marked accordingly.
4.5
A malfunction in a system for synchronising or in a position equalisation device for controlling the operating levers of several control stations shall not result in the failure of the remote control from the main control position.
5 Ships' network
5.1
It shall be possible to connect and disconnect generators without interrupting the propeller drive.
5.2
If a power management system is used, the automatic stop of main engines during manoeuvring shall be prevented.
5.2.1
During estuary operation, each main busbar section shall be supplied by at least one generating set.
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5.3 Propulsion switchboards
The propulsion switchboard mainly distributes the energy to the propulsion system.
5.3.1
If the total installed power of the main generator exceeds 3 MW, the propulsion switchboard shall be provided with a circuit-breaker for sectionalising the plant.
5.3.2
Propulsion switchboards shall meet the requirements for switchboards of electrical power generation plants as and where appropriate.
6 Control and regulating
6.1
Generally the control and regulating functions of the propulsion plant shall be completely independent of other systems. In normal operation computers and bus systems shall be permanently assigned to the corresponding drive train. The failure of other control and monitoring equipment shall not lead to malfunctions in the propulsion plant.
6.2
If alarms are passed on to the machinery alarm system by means of collective alarms, it shall be considered that each additional new single alarm will retrigger this collective alarm; see also Sec.9 [2.6] and the Rules for Automation Pt. 3 Ch.4.
6.3
An automatic power limitation and reduction of the propulsion plant shall ensure that the ship mains and propulsion network are not loaded inadmissibly.
6.4
In the event of over-current, under-voltage, underfrequency, reverse power and overload, the propulsion shall be limited or reduced accordingly.
6.5
Upon failure of a generator or a bus tie breaker, the resulting load surge shall be limited to the admissible values by the drives.
6.6
The reverse power applied during reversing or speed-reducing manoeuvres shall be limited to the acceptable maximum values.
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7 Protection of the plant
7.1 General
7.1.1
Automatic tripping of the propulsion plant, such that it impairs the ship’s manoeuvring capability, shall be limited to such malfunctions which would result in serious damage within the plant.
7.1.2
The actuation of protection, reducing and alarm devices shall be indicated optically and audibly. The alarm condition shall remain recognisable even after switching-off. A limitation of the running-up of the propulsion plant that is caused by generators reaching their maximum output should not be signalled as an alarm.
7.1.3
The protection concept for the propulsion motor shall be described and agreed with DNV GL.
7.1.4
The settings of the protection devices for the generators, transformers and propulsion motors shall be coordinated with the settings of the power management system and those of the propulsion plant’s converters. Any protection devices in the exciter circuits shall be deactivated or adjusted so that they respond subsequently.
7.2
Protection devices shall be set to such values that they do not respond to overload occurring under normal service condition, e.g. while manoeuvring or in heavy seas.
7.3
Defects in reducing and stopping devices shall not impair the remaining manoeuvrability in accordance with
[1.1.9] .
7.4
In the event of failure of an actual or reference value, it shall be ensured that the propeller speed does not increase unacceptably, that the propulsion is not reversed, or that dangerous operating conditions can arise.
The same applies to failure of the power supply for the control and regulating functions.
7.5
The following additional protection equipment shall be provided:
— Where drives can be mechanically blocked in an uncontrolled manner, they shall be provided with monitoring equipment which prevents damage to the plant.
— overspeed protection
— protection against over-current and short-circuit
— earth fault monitoring of stator and exciter windings
— protection device which detects internal faults of the motor (e.g. differential protection) for propulsion motors with an output of more than 1500 kW
— Following an internal fault in the motor or a short-circuit in the output circuit, various measures may be necessary, depending on the location of the damage and the motor type. Error indication shall make it possible to identify the damaged parts of the plant. The feeder breakers and the disconnector shall open automatically, insofar as they serve to limit the damage.
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7.6 Permanently excited motors
7.6.1
For Permanently excited motors and motors with several stator windings, a disconnector shall be arranged between the motor terminals and the static converter.
7.6.2
In the case of a fault below the disconnector of permanently excited motors, the ship shall be stopped as soon as possible and the corresponding shaft shall be locked. The corresponding alarm shall be provided at the control station. The installation shall be so designed that it is able to carry the short-circuit current of the motor for the stopping time. The disconnector shall have a corresponding switching capacity. In the event of faults in the output circuit of the static converter, this disconnector shall open automatically.
7.7 Separately excited motors
7.7.1
For separately excited motors the disconnectors in the main circuit shall open and the exciter devices shall be switch off in the event of faults in the output circuit.
7.8 Asynchronous motors
7.8.1
For asynchronous motors, it is sufficient to switch off the static converter and, if applicable, to open disconnecting devices for single windings.
7.9
The transformers of propulsion plants shall be protected against over current and short-circuit. Mediumvoltage transformers of propulsion plants shall be equipped with an earthed shield winding. Propulsion transformers shall be monitored for over temperature. Propulsion transformers with an output of more than
1500 kVA shall be equipped with differential protection.
8 Measuring, indicating, monitoring and operating equipment
8.1
Faults in measuring, indicating, monitoring and operating equipment shall not cause any failure of the control and regulating functions.
8.2 Measuring equipment and indicators
Main propulsion plants shall be provided with at least the following measuring equipment and indicators at control stations:
8.2.1 At a local control station:
— ammeter and voltmeter for each supply and each load component
— ammeter and voltmeter for each exciter circuit
— revolution indicator for each shaft
— pitch indicator for plants with variable-pitch propellers
— indication of the available power for propulsion or alternatively load indication of the generators used for propulsion
— on/off pushbuttons for each static converter
— on/off signals for each static converter
— selected static converter
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— plant ready for switching on
— plant ready for operation
— plant disturbance
— control from machinery control centre (MCC)
— control from the bridge
— control from the local control station
— reduced power and pushbutton “override reduction” or “request for reduction”
— system-dependent alarms
8.2.2 At the propulsion main control station in the machinery control centre (MCC):
— power meter
— revolution indicator for each shaft
— pitch indicator for plants with variable-pitch propellers
— indication of the available reserve power for propulsion or alternatively load indication of the generators used for propulsion
— on/off pushbuttons for each static converter
— on/off signals for each static converter
— plant ready for switching on
— plant ready for operation
— plant disturbance
— reduced power and pushbutton “override reduction” or “request for reduction”
— control from engine control room
— control from the bridge
— control from the local control station
— indication of the generators used for propulsion
— change-over switch for different operating conditions (e.g. in-port readiness, manoeuvring, transit, etc.)
— system-dependent alarms
8.2.3 Propulsion main control station on the bridge:
— revolution indicator for each shaft
— pitch indicator for plants with variable-pitch propellers
— indication of the available power reserve for propulsion or alternatively load indication of the generators used for propulsion
— on/off pushbuttons for each static converter
— on/off signals for each static converter
— plant ready for switching on
— plant ready for operation
— plant disturbance
— reduced power and pushbutton “override reduction” or “request for reduction”
— control from engine control room
— control from the bridge
— control from the local control station
— system-dependent alarms
8.3 Monitoring equipment
The actuation of the following monitoring equipment shall be signalled optically and audibly:
8.3.1
Monitoring of the ventilators and temperatures of the cooling air for forced ventilation of machines and transformers.
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8.3.2
Monitoring of the flow rate and leakage of coolants for machines and transformers with closed cooling systems.
In the secondary cycle, at least the inlet temperature shall be registered. The separate cooling system shall be monitored for failure.
8.3.3
For generators above 500 kVA and for motors and transformers, winding-temperature monitoring shall be provided.
8.3.4
Bearing-temperature monitoring shall be provided for generators above 1500 kVA and for propulsion motors. A thermometer shall be installed locally for monitoring purposes. If the bearings are inaccessible, the temperature measurement system shall be designed to provide redundancy.
8.3.5
Bearings with external lubrication shall be monitored for adequate lubrication under all operating conditions (e.g. pressure, flow rate, filling level).
The oil temperature shall be monitored.
A sight glass shall be provided for manual inspection. If the bearings are inaccessible, the lubrication monitoring system shall be designed to provide redundancy.
See also Sec.14 [2.1.6] .
8.3.6
Both end positions of the shaft locking device (locked and released) shall be monitored. An alarm shall be triggered if the locking device is in an inadmissible position.
8.3.7
In the case isolated networks or sub-networks, the insulation resistance shall be monitored.
8.4 Alarm coordination
Generally a pre-alarm should be triggered, wherever possible, before shut-down or reduction of the propulsion plant.
8.5 Start blocking
The start-up process of the propulsion plant shall be interlocked that starting is impossible if existing malfunctions would trigger a shut-down or if the start-up process itself would cause damage to the propulsion plant.
8.5.1 Start-blockings:
— shaft locking device not released
— no cooling of static converter (overridable)
— no cooling of propulsion motor (overridable)
— no cooling of propulsion transformer (overridable)
— malfunction in exciter device
— malfunction in static converter
— converter control: shut-down activated
— propulsion switchboard switch-off active
— emergency stop actuated
— setpoint not equal to zero
— bearings: lubrication oil pressure too low
— conductivity of the cooling medium too high
— protection triggered
— circuit-breaker malfunction
— missing enabling signal from variable-pitch propeller
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8.5.2
The pilot light “plant ready for switching on” may only be activated when all the prerequisites for startup have been met.
8.5.3
The pilot light “plant ready for operation” may only be activated if the propulsion plant would respond to set point setting.
9 Cables and cable installation
The cable network for electrical propulsion plants shall comply with the requirements of Sec.12
.
If there is more than one propulsion unit, the cables of any one unit shall, as far as is practicable, be run over their entire length separately from the cables of the other units.
10 Construction supervision, testing and trials
10.1 Supervision during construction
Propulsion motors, generators, static converters and switchgear as part of the main propulsion plant are subject to supervision during construction by DNV GL.
To allow supervision during construction, a quality assurance plan shall be submitted to DNV GL.
The quality assurance plan shall contain the planned internal receiving, in-process and final inspections/tests, together with the relevant test instructions and the planned test records. The hold points with participation of
DNV GL will be determined on the basis of the quality assurance plan.
10.2 Testing and the manufacturer’s works
The following additional tests shall be carried out:
10.2.1
Tests of machines, static converters, switchgear, equipment and cables shall be carried out at the manufacturer’s works in accordance with Sec.14
and Sec.17
.
10.2.1.1 Testing of the static converters
10.2.1.1.1 These tests shall meet the requirements of Sec.6
as and where appropriate. All alarms of the categories “Stop” and “Reduction” shall be documented with their limit values and tested. In the case of type-approved static converters, this is only necessary for the project-specific parameters.
10.2.1.1.2 For type-approved static converters, the function of the general alarms shall be verified by spot checks. For static converters that are not type-approved, a complete test is required for the first converter of each series.
10.2.1.1.3 Faults such as the failure of reference and actual value signals, power supply failure, ventilator failure, inadequate pressure and leakage of coolant, failure of miniature circuit-breakers, communication error, etc. shall be listed together with their effects on the system and shall then be tested.
10.2.1.1.4 The scope of tests for the first static converter of a series and for the subsequent converters shall be agreed with DNV GL in each case.
10.2.1.2 Testing of the propulsion switchboard
A complete test of the protection devices, interlocks, etc. shall be carried out in accordance with the test requirements for main switchboards.
10.2.1.3 Testing of the remote control
For the first vessel of a series the remote control shall be set up with all control stations and tested.
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10.2.1.4 Testing of the transformers
A complete type and routine test shall be carried out according to IEC publication 60076 or verification thereof submitted. For the temperature-rise test, the effect of the harmonics shall be considered; see Sec.14
[2] .
10.2.1.5 Testing of the motors
A complete type and routine test shall be carried out according to IEC publication 60034. For the temperature-rise test, the effect of the harmonics shall be considered; see Sec.14 [2] .
10.2.1.6 Testing the power management system
The power management systems shall be subject to a functional test (software FAT) in the manufacturer’s works. Joint testing with the propulsion switchboard is recommended.
A test specification shall be defined and agreed with DNV GL.
10.2.2 Testing of the shaft material for generators and propulsion motors
Proof of compliance with RU SHIP Pt.2 Ch.2
shall be provided by means of a shaft material test as for ship’s shafting.
10.2.3
The testing of other important forgings and castings for electrical main propulsion plants, e.g. rotors and pole shoe bolts, shall be agreed with DNV GL.
10.2.4
DNV GL reserves the right to request additional tests.
10.3 Tests after installation
Newly-constructed or enlarged plants require testing and trials on board.
The scope of the trials shall be agreed with DNV GL.
10.3.1 Dock trial
Functioning of the propulsion plant shall be proved by a dock trial before sea trials.
At least the following trials/measurements shall be carried out in the presence of a DNV GL Surveyor:
— start-up, loading and unloading of the main and propulsion motors in accordance with the design of the plant and a check of regulation, control and switchgear as far as possible.
— verification of propeller speed variation and all associated equipment
— verification of protection, monitoring and indicating/alarm equipment including the interlocks for proper function
— verification of the reannunciation of collective alarms
— verification of the insulation condition of the main propulsion circuits
— for testing the ship mains, the main engines and the propulsion plant, a trial with a zero-thrust propeller or comparable equipment is recommended.
10.3.2 Sea trial
The trial programme shall at least include:
10.3.2.1 Continuous operation of the ship at full propulsion load until the entire propulsion plant has reached steady-state temperatures.
The trials shall be carried out at rated engine speed and with an unchanged closed loop controls setting:
— at least 4 hours at 100 % power output (rated power), and at least 2 hours at the continuous power output normally used at sea.
— 10 minutes with the propeller running astern during the dock trial or during the sea trial at a minimum speed of at least 70 % of the rated propeller speed.
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10.3.2.2 Reversal of the plant out of the steady-state condition from full power ahead to full power astern and maintaining of this setting at least until the ship has lost all speed. Characteristic values, such as speed, system currents and voltages, and the load sharing of the generators, shall be recorded. If necessary, oscillograms shall be made.
10.3.2.3 Performance of manoeuvres typically occurring in estuary trading .
10.3.2.4 Checking of the machinery and plant in all operating conditions.
10.3.2.5 Checking of the grid quality in the ship’s propulsion network and mains:
— measurement at various propulsion speeds in normal operation.
— measurements with which the most unfavourable mains and propulsion plant configuration is determined.
— measurement at various propulsion speeds in most unfavourable mains and propulsion plant configuration
— Repeat measurement without THD filter as far as possible; see also [3.5.3] .
The measurement results shall be recorded.
10.3.2.6 Upon completion of the sea trial, a visual inspection of the components of the propulsion plant shall be performed. The insulation resistances of the propulsion transformers, propulsion motors and generators shall be determined and recorded.
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SECTION 14 ELECTRICAL EQUIPMENT
1 General
1.1
Depending on the application and deployment profile of the naval ship the naval administration may request additional requirements concerning the electrical equipment, which are beyond the normal scope of
Classification.
Such additional requirements may be asked for e.g. in the fields of shock resistance, vibration resistance, noise and others and may be subject to additional class notations.
In these cases special designs and tests have to be determined and verified for electrical equipment and assemblies under consideration of the ambient conditions, see Sec.1 [5] .
1.2
The required tests shall be subjected to a quality assurance system, documented and the test reports submitted to DNV GL on request, see also Sec.17
.
2 Electrical machinery
2.1 Generators and motors
2.1.1 General
Electrical machines shall conform to IEC publication 60034 or an equivalent standard.
For medium-voltage machines, see Sec.8
.
2.1.2 Materials
Materials for the construction of electrical machines shall conform to the requirements set out in Sec.1 [9] .
For shaft materials, see [2.1.5].
2.1.3 Degree of protection
Protection against electric shock through accidental contact and against the entry of foreign bodies and water shall conform to Sec.1 [10] . The degree of required protection shall be assured when the equipment is installed and in operation.
2.1.4 Ventilation and cooling
2.1.4.1 The construction of machines with coolants other than air is subject to DNV GL approval, with due consideration of the operating conditions.
2.1.4.2 Heat exchanger/cooler
Cooling units shall comply with Ship Operation Installations and Auxiliary Systems Ch.5 Sec.16
. Cooling units with the operating medium water, a design pressure p c correspond to pressure vessel class III.
≤ 16 bar and a design temperature t ≤ 200°C
2.1.4.3 Draught ventilation
The supply air to draught-ventilated machines shall, as far as practicable, be free of moisture, oil vapours and dust. If required, filters shall be provided.
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2.1.4.4 Enclosed air cooling circuit
Where heat exchangers are used in the air circuit, they shall be designed and mounted in such a way that condensation or leakage water from the exchanger system is kept away from the machine windings.
Leakage monitoring is required. The water supply-lines and recirculating lines of each heat exchanger shall be fitted with shut-off valves. The air ducts shall be provided with inspection holes for visual observation of the heat exchanger.
A failure of cooling (air filters, fan flaps, forced ventilation, recooling) shall trigger an alarm, e.g. by monitoring of the cooling air temperature.
Electrical propulsion motors with heat-exchange arrangements have to remain operable in the event of a failure of the heat exchanger. In this case the degree of protection need not be preserved.
Machines for electric propulsion plants shall be equipped with monitoring devices in accordance with Sec.13
.
Machines fitted with brushes shall be ventilated in such a direction that fines from the brushes do not enter the inside of the machine.
2.1.4.5 Surface cooling
Surface-cooled machines on the open deck shall have external fans only if they are fully protected against icing.
2.1.5 Construction of shafts
The materials for the shafts of:
2.1.5.1 motors of electric propulsion plants,
2.1.5.2 main generators supplying the motors of electric propulsion plants, and
2.1.5.3 shaft generators or supplementary electrical drives if their shafts form part of the ship's main shafting shall conform to Propulsion Plants Ch.2 Sec.5
.
Proof shall take the form of a DNV GL acceptance test certificate, similar to that for propeller shafts.
Welds on shafts and rotors shall comply with SHIP Pt.2
.
2.1.6 Bearings and bearing lubrication
2.1.6.1 Plain bearings
Bearing shells shall be easily replaceable. Provision shall be made for checking the bearing lubrication.
Adequate lubrication shall be assured even in inclined positions in accordance with Sec.1 Table 2 . No lubricant shall flow out and penetrate into the machine.
In the case of bearings with forced lubrication, failure of the oil supply and the attainment of excessive bearing temperatures shall cause an alarm.
Two-part bearings shall be fitted with thermometers indicating, wherever possible, the temperature of the lower bearing shell.
Turbo-generators and propulsion motors shall be equipped with devices which, in the event of a failure of the normal lubricant supply, provide adequate lubrication until the machine has come to standstill.
2.1.6.2 Prevention of bearing currents
To avoid damage to bearings, it is essential to ensure that no harmful currents can flow between bearing and shaft.
2.1.7 Standstill heating system
Generators and main propulsion motors with an output ≥ 500 kVA/kW and all bow thruster motors shall be equipped with an electric heating designed to maintain the temperature inside the machine at about 3 K above ambient temperature.
An indicator shall show when the standstill heating system is in operation.
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2.1.8 Accessibility for inspection, repairs and maintenance
Commutators, slip rings, carbon brushes and regulators for example shall be accessible for inspection, repairs and maintenance.
For larger machines with plain bearings, provision must be made for the direct or indirect measurement of the air gap.
2.1.9 Windings
In interaction with the specified protection devices, machines shall be able to withstand the dynamic and thermal stresses likely to result from a short-circuit.
Machines shall be designed and rated in such a way that the permissible temperature rises listed in Table 3 are not exceeded.
All windings shall be effectively protected against the effects of oil vapours and air laden with moisture or salt.
2.1.10 Air gaps
Machines with only one internal bearing shall have a minimum air gap of 1.5 mm.
Where generators are intended for incorporation in the line shafting, the design of the generator and its foundations shall ensure faultless operation of the propulsion plant even in heavy seas, and regardless of the loading condition of the ship. In consideration of the special service conditions, the generator air gap shall not be less than 6 mm.
2.1.11 Brush rocker
The operation position of the brush rocker shall be clearly marked.
2.1.12 Terminal boxes
Terminal boxes should be made of metallic materials especially for application on open deck. They shall be located in accessible positions.
Separate terminal boxes are required for terminals with service voltages above 1000 V AC or 1500 V DC.
Terminals shall be clearly marked.
The degree of protection for terminal boxes shall correspond to that of the machine, but shall in no case be less than IP 44.
2.1.13 Voltage regulators
Regulators shall withstand the loads expected at the place of installation, see Sec.1
.
The installation of regulators in terminal boxes is only permitted if the regulator units are mechanically separated so that they cannot be damaged during the mounting of the main cables.
Setpoint adjusters shall be so designed that it is impossible for them to shift by themselves, and they shall be adjustable from outside by use of a tool only.
2.1.14 Operation in networks with semiconductor converters
Electric machines operating in networks containing semiconductor converters shall be designed for the expected harmonics of the system. A sufficient reserve shall be considered for the temperature rise, related to a sinusoidal load, see Sec.1
and Sec.13
.
2.1.15 Rating plate
Machines shall be fitted with durable corrosion-resistant rating plates.
2.2 Magnetic brakes
The requirements stated in [2.1] shall be applied correspondingly.
The temperature rise of the windings shall not exceed the permitted values shown in Table 3 . Where windings are located in the immediate vicinity of the brake linings, the heat generated during braking shall be considered.
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2.3 Magnetic clutches
The requirements stated in [2.1] shall be applied correspondingly.
When engaged, the clutch shall take over the drive smoothly and reliably. The clutch shall exert no axial thrust.
2.4 Testing of electrical machinery
All electric machines shall be tested at the manufacturer’s work.
A Manufacturer Test Report shall be prepared covering the tests performed.
The tests shall be performed in accordance with IEC publication 60034-1. DNV GL reserves the right to stipulate additional tests in the case of new types of machines or where it is required for another particular reason.
Tests in the presence of a DNV GL Surveyor
2.4.1
The machines listed below are subject to testing in the manufacturer's works in the presence of a DNV
GL Surveyor:
2.4.1.1 Generators and motors for essential equipment with outputs of 50 kW or kVA and over.
2.4.1.2 Material test for the shafts of:
2.4.1.2.1 motors of electric propulsion plants,
2.4.1.2.2 main generators supplying the motors of electric propulsion plants, and
2.4.1.2.3 shaft generators or supplementary electrical drives if their shafts form part of the ship’s main shafting.
Manufacturer Test Reports
2.4.2
On request, Manufacturer Test Reports shall be presented for machines not tested in presence of a
DNV GL Surveyor.
Extent of tests
2.4.3
Regarding the scope of factory acceptance tests, see Table 1 . Depending on the application and deployment profile of the ship, additional environmental tests may be determined.
Table 1 Summary of tests to be carried out
No.
3
4
5
Operational test
Heat run test
Load test
Tests
1 Technical documentation check, visual inspection ×
2 Winding resistance measurement ×
×
×
×
AC generators
Type test
1
Routine test
2
×
×
×
6 Overload, over-current test
7 Short-circuit test
8 Overspeed test
×
×
×
×
× ×
×
×
×
×
×
×
Type test
1
Motors
Routine test
2
×
×
×
×
×
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No.
Tests
9 Winding test (High-voltage test)
10 Insulation resistance measurement
11 Degree of protection check
12 Bearing check
13 Test of voltage regulator, see Sec.3 [2.3]
3
1) test of the first machine of a series
2) test of all other machines of the series
3) test together with 5
×
×
×
×
×
AC generators
Type test
1
Routine test
2
×
×
×
×
×
×
×
Type test
1
Motors
Routine test
2
×
×
× ×
2.4.3.1 Documentation
The technical documentation shall be checked and a visual inspection be carried out.
2.4.3.2 Measurement of winding resistance
The winding resistances shall be measured and recorded.
2.4.3.3 Operational test
The fully assembled machines, including all control and supplementary elements, e.g. winding and bearing temperature sensors, current and voltage transformers, shall undergo functional tests.
Generators shall be tested with their excitation systems.
2.4.3.4 Heat test
2.4.3.4.1 A heat test shall be performed until the steady-state temperature corresponding to the required mode of operation is reached. The steady-state temperature is reached when the temperature rises by not more than 2 K per hour.
Machines with separate cooling fans, air filters and heat exchangers shall be tested together with this equipment.
The heat run shall be completed with the determination of the temperature rise; the maximum permissible values shown in Table 3 shall not be exceeded.
2.4.3.4.2 An extrapolation of the measured values to the disconnection time (t = 0) is not necessary if the reading takes place within the periods listed in Table 2 .
Table 2 Time limits for data acquisition
Rated power [kW/kVA]
up to 50 over 50 up to 200 over 200 up to 5000 over 5000
Time elapsed after disconnection [s]
30
90
120 by agreement
2.4.3.4.3 Heat tests on machines of identical construction made not more than 3 years previously can be recognized. The referenced temperature rise should be at least 10% below the values shown in Table 3 .
The following tests shall be carried out at approximately normal operating temperatures.
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2.4.3.5 Load characteristics
For generators the voltage, and for motors the speed, shall be checked as a function of the load.
2.4.3.6 Overload/over-current test
The overload test shall be performed
2.4.3.6.1 for generators at 1.5 times the rated current for two minutes;
2.4.3.6.2 for shaft generators, which are arranged in the main shafting and - due to their construction - could not be tested in the manufacturer’s works, at 1.1 times the rated current for 10 minutes;
2.4.3.6.3 for motors where no particular stipulations are made, at 1.6 times the rated torque for 15 seconds.
During the test, the motor speeds shall not deviate substantially from their rated speed; three phase motors shall not pull-out.
During the routine test the overload test can be replaced by the over-current test.
2.4.3.6.4 for anchor windlass motors, at 1.6 times the rated torque for two minutes. Overload tests already performed on motors of identical construction may be recognized.
The current of the operating stage corresponding to twice the rated torque shall be measured and indicated on the rating plate.
2.4.3.6.5 The overload/over-current test is not necessary, if a DNV GL type test for motors and generators is available.
2.4.3.7 Short-circuit test
2.4.3.7.1 On all synchronous generators, the steady short-circuit current shall be determined with the exciter unit in operation.
With a terminal short-circuit on three phases, the steady short-circuit current shall not be less than three times or not greater than three times the rated current. The generator and its exciter unit shall be capable of withstanding the steady short-circuit current for a period of two seconds without suffering damage.
2.4.3.7.2 A sudden short-circuit test may be demanded
— to determine the reactances
— if there is any concern regarding mechanical and electrical strength
Synchronous generators which have undergone a short-circuit withstand test shall be thoroughly examined after the test for any damage.
2.4.3.8 Overspeed test
As proof of mechanical strength, a two-minute overspeed test shall be carried out as follows:
2.4.3.8.1 for generators with their own drive, at 1.2 times the rated speed;
2.4.3.8.2 for generators coupled to the main propulsion plant and not arranged in the main shafting, at 1.25
times the rated speed;
2.4.3.8.3 for shaft generators arranged in the main shafting and whose construction makes testing impracticable, proof by computation of mechanical strength is required;
2.4.3.8.4 for motors with one nominal speed, at 1.2 times the no-load speed;
2.4.3.8.5 for variable-speed motors, at 1.2 times the maximum no-load speed;
2.4.3.8.6 for motors with series characteristics, at 1.2 times the maximum speed shown on the rating plate, but at least at 1.5 times the rated speed.
The overspeed test may be dispensed with in the case of squirrel-cage machines.
2.4.3.9 Winding test (high-voltage test)
2.4.3.9.1 The test voltage shall be as shown in Table 4 .
It shall be applied for one minute for each single test.
The voltage test shall be carried out between the windings and the machine housing, the machine housing being connected to the windings not involved in the test. This test shall be performed only on new, fully assembled machines fitted with all their working parts.
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The test voltage shall be a practically sinusoidal AC voltage at system frequency.
The maximum anticipated no-load voltage or the maximum system voltage shall be used as reference in determining the test voltage.
2.4.3.9.2 Any repetition of the voltage test which may be necessary shall be performed at only 80% of the nominal test voltage specified in Table 4 .
2.4.3.9.1 Electrical machines with voltage ratings according to Sec.8
shall be subjected to a lightning impulse withstand voltage test as per IEC publication 60034-15. The test shall be carried out for the coils as a random sample test.
2.4.3.10 Determination of insulation resistance
The insulation resistance measurement shall be carried out at the end of the test sequence, with the machine at operating temperature, if possible.
Minimum values of the measuring voltage and the insulation resistance shall be taken from Table 5 .
The maximum anticipated no-load voltage or the maximum system voltage shall be taken for the rated voltage.
2.4.3.11 Test of degree of protection
For the test of the degree of protection see also Sec.1 [10]
If special requirements for protection are requested, a test procedure shall be proposed by the manufacturer and agreed by DNV GL.
2.4.3.12 Bearing check
Plain bearings shall be opened and examined after the test.
2.4.3.13 Test of voltage regulator
For the requirements for testing of voltage regulators see Sec.3 [2.3]
Table 3 Permitted temperature rises of air-cooled machines at an ambient temperature of 45°C
(differential values [°K])
No.
1
2
3
4
5
Machinery component
AC windings of machines
Commutator windings
Field windings of AC and DC machines with DC excitation, other than those specified under 4 a) Field windings of synchronous machines with cylindrical rotors having DC excitation winding, embedded in slots except synchronous induction motors b) Stationary field windings of DC machines having more than on layer c) Low-resistance field windings of AC and DC machines and compensation windings of DC machines having more than one layer d) Single-layer field windings of AC and DC machines with exposed bare or varnished metal surfaces and singlelayer compensation windings of DC machines
Permanently short-circuited, insulated windings
Method of measurement
3
R
R
R
R
R
R
Th
R
Th
Th
A
55
55
55
–
55
55
60
55
Insulation class
B E F
1
H
1
70 75 100
70 75 100
70 75 100
–
70
70
75
70
85
75
75
85
75
105
100
95
105
95
120
120
120
125
120
115
125
115
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No.
6
7
Machinery component
Permanently short-circuited, uninsulated windings
Iron cores and other parts not in contact with windings
Method of measurement
3
A
Insulation class
B E F
1
H
1
The temperature rises of these parts shall in no case reach such values that there is a risk of damage to any insulation or other material on adjacent parts or to the item itself.
Th
Th
55
55
70
65
75
75
95
85
115
105
8
9
Iron cores and other parts in contact with windings
Commutators and slip rings, open or enclosed
10
11
Plain bearings
Roller bearings, Roller bearings with special grease measured in the lower bearing shell or in the oil sump after shut-down measured in the lubrication nipple bore or near the outer bearing seat
12 Surface temperature
45
45
75
Reference 35
2
1) These values may need correction in the case of high-voltage AC windings.
2) Higher temperature rises may be expected on electrical machines with insulation material for high temperatures; where parts of such machinery may be accidentally touched and there is a risk of burns (> 80°C), DNV GL reserves the right to request means of protection such as a handrail to prevent accidental contacts
3) R = resistance method, Th = thermometer method
Table 4 Test voltages for the winding test
No.
1
2
3
4
Machine or machinery component
Separately excited field windings of DC machines
Test voltage (r.m.s.) dependent on rated voltage U of the subject winding
Insulated windings of rotating machines of output less than 1 kW (kVA), and of rated voltages less than 100 V with the exception of those in items 4 to 8
Insulated windings of rotating machines of output less than 10000 kW (kVA), with the exception of those in item
1 and items 4 to 8
Insulated windings of rotating machines of output
10000 kW (kVA) or more with the exception of those in items 4 to 8 rated voltage up to 11000 V
2 U + 500 V
2 U + 1000 V, with a minimum of 1500 V
2 U + 1000 V
1000 V + twice the maximum excitation voltage but not less than 1500 V
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No.
5
6
7
Machine or machinery component
Field windings of synchronous generators, synchronous motors and rotary phase converters: a) rated field voltage up to 500 V over 500 V b) When a machine is intended to be started with the field winding short-circuited or connected across a resistance of value less than ten times the resistance of the winding.
c) When the machine is intended to be started either with the field winding connected across a resistance of value equal to, or more than, ten times the resistance of the winding, or with the field windings on open-circuit with or without a field dividing switch.
Secondary (usually rotor) windings of induction motors or synchronous induction motors if not permanently shortcircuited (e.g. if intended for rheostatic starting): a) for non-reversing motors or motors reversible from b) c) standstill only d) for motors to be reversed or braked by reversing the primary supply while the motor is running
Exciters (exception below) Exception 1:
Exciters of synchronous motors (including synchronous induction motors) if connected to earth or disconnected from the field windings during starting
Exception 2:
Separately excited field windings of exciters
Test voltage (r.m.s.) dependent on rated voltage U of the subject winding
10 times rated field voltage, with a minimum of 1500 V
4000 V + twice rated field voltage
10 times the rated field voltage, minimum 1500 V, maximum 3500 V
1000 V + twice the maximum value of the r.m.s.
voltage, which can occur under the specified starting conditions, between the terminals of the field winding, or in the case of a sectionalized field winding between the terminals of any section, with a minimum of 1500 V
1000 V + twice the open-circuit standstill voltage as measured between slip rings or secondary terminals with rated voltage applied to the primary windings
1000 V + four times the open-circuit secondary voltage as defined in item 6a) as for the windings to which they are connected twice rated exciter voltage + 1000 V,with a minimum of 1500 V as under item 4
8 Assembled group of machines and apparatuses
A repetition of the tests in items 1 to 7 above should be avoided if possible, but if a test on an assembled group of several pieces of new machines, each one of which has previously passed its highvoltage test, is made, the test voltage to be applied to such assembled group shall be 80% of the lowest test voltage appropriate for any part of the group.
1
1) Where a number of windings belonging to one or more machines are connected together, the test voltage is dictated by the maximum voltage to earth which can occur.
Table 5 Minimum values for measurement voltage and insulation resistance
Rated voltage [V]
U n
≤ 250
250 < U n
≤ 1000
Measurement voltage [V]
2 × U n
500
Insulation resistance [MΩ]
1
1
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Rated voltage [V] Measurement voltage [V] Insulation resistance [MΩ]
1000 < U n
≤ 7200 1000
7200 < U n
≤ 15000 5000
3 Transformers and reactance coils
3.1 General requirements
Transformers and Reactance Coils shall conform to IEC publication 60076, Power transformers or an equivalent standard.
For medium-voltage machines, see also Sec.8
.
3.1.1 Coolant
Preferably dry type transformers shall be used on board of ships.
For separately cooled transformers, the cooling air shall be monitored; see also [2.1.4].
3.1.2 Windings
All transformers shall have separate windings for primary and secondary coils, except for starting and ignition transformers, which may be of the autotransformer type.
3.2 Rating
3.2.1 Voltage variation during loading
Under resistive load, the voltage variation between no-load and full-load shall not exceed 5 %.
This requirement does not apply to short-circuit-proof transformers.
3.2.2 Temperature rise
The temperature rise of windings shall not exceed the values listed in Table 6 .
Parts of casings with surface temperatures over 80°C shall be protected against unintentional contact.
3.2.3 Short-circuit resistance
Transformers, in co-operation with their protection devices, shall be able to withstand without damage the effects of external short-circuits.
3.3 Rating plate
Transformers shall be provided with a durable, corrosion-resistant rating plate. If special designations are required, this has to be stipulated by the Naval Administration.
3.4 Tests
3.4.1
Transformers shall be tested in the manufacturer’s works.
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A Manufacturer Test Report covering the tests carried out shall be prepared. The Manufacturer Test Report shall be presented on request.
Transformers rated with 100 kVA and above shall be tested at the manufacturer’s works in the presence of a
DNV GL Surveyor and have to undergo the following tests.
3.4.2 Heat test
The test shall be performed to determine the temperature rise, which shall not exceed the maximum permissible values shown in Table 6 .
Temperature-rise tests on transformers of identical construction and carried out not more than 3 years previously may be recognized. The referenced temperature rise shall be 10 % below the values shown in
Table 6 .
The following tests shall be performed at approximately operating temperature.
Table 6 Permissible temperature rise of transformer and reactance-coil windings with an ambient temperature of 45°C
Insulation class
Temperature rise [°K]
A
55
E
70
B
75
F
95
3.4.3 Induced over-voltage test
The windings shall be tested at twice the rated voltage and at increased frequency to verify that the insulation between turns is sufficient and satisfactory. The duration of the test shall be
H
120
[s] but not less than 15 s.
3.4.4 Short-circuit test
On request, the short-circuit proof property in accordance with [3.2.3] shall be verified.
3.4.5 Winding test
The test voltage shown in Table 7 shall be applied between the winding parts to be tested and all other windings, which are to be connected to the core and the frame during the test.
The test voltage shall be applied for one minute.
Table 7 Test voltage for transformers and reactance coil windings
Maximum operating voltage [V]
≤ 1100
3600
7200
12000
17500
Alternating withstand voltage [V]
3000
10000
20000
28000
38000
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3.4.6 Determination of insulation resistance
The measurement of insulation resistance shall be carried out at the end of the test sequence with a DC voltage of at least 500 V. The insulation resistance shall be at least:
— 5 MΩ between primary and secondary winding
— 2 MΩ for the remaining insulation
4 Capacitors
4.1 Application
The requirements of this Section apply to power capacitors with a reactive power of 0.5 kVA and above.
4.2 Construction
4.2.1
Capacitors shall have gastight steel casings.
The metal casings shall have means for the connection of earthing conductors.
The dimensional design of capacitors shall be such that, if a casing is damaged, not more than 10 litres of impregnating agent can leak out.
4.2.2
Internal faults shall be limited by element fuses.
4.2.3
Discharge resistors shall ensure the discharge of the capacitor down to a terminal voltage below 50 V within one minute after disconnection.
4.3 Testing
A type-test report shall be submitted for capacitors on request.
4.4 Selection and operation
4.4.1
The dissipation of heat by convection and radiation shall be ensured. In locations with a high ambient temperature, capacitors of a higher temperature class shall be used.
4.4.2
The capacitor voltage rating shall be selected in accordance with the operating voltage of the power system, with due regard to a possible voltage increase caused by the capacitor and any inductances in series.
4.4.3
In systems with high levels of harmonics, capacitors shall be protected against overloading by the use of series inductors and/or the selection of a higher capacitor voltage rating.
4.4.4
To avoid self-excitation of individually compensated motors, the compensation power shall not exceed
90 % of the no-load reactive power of the motor.
4.4.5
Reactive power controllers or electrical interlocks are required to avoid overcompensation of the ship’s network.
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5 Storage batteries chargers and uninterruptible power supplies
(UPS)
5.1 General requirements
5.1.1
These Rules apply to stationary storage batteries and chargers.
5.1.2 Rating of batteries
Storage batteries shall be so rated that they can supply the consumers for the required period, in accordance with the energy balance, when charged to 80% of their rated capacity.
At the end of the supply period, the voltage at the battery or at the consumers shall conform as a minimum requirement to the values indicated in Sec.1 [6]
5.1.3 References to other rules
See Sec.2 [2] and Sec.3 [4]
5.2 Storage batteries
5.2.1
The permissible types are lead-acid storage batteries with diluted sulphuric acid as electrolyte, and steel batteries with nickel-cadmium cells and diluted potassium hydroxide as electrolyte.
5.2.2
Other types of storage batteries such as silver/zinc batteries or sealed lead-acid batteries may be permitted, if their suitability for shipboard use is proven.
5.2.3
Storage batteries shall be so designed that they retain their rated capacity at inclinations of up to
22.5°, and no electrolyte leaks out at inclinations of up to 40°. Cells without covers are not allowed.
5.2.4
The casing shall be resistant to electrolytes, mineral oils, cleaning agents and to corrosion by saline mist. Glass and readily flammable materials shall not be used for battery casings.
5.2.5
For storage batteries containing liquid electrolyte, it shall be possible to check the electrolyte level. The maximum permissible electrolyte level shall be marked.
5.2.6
The weight of the greatest transportable unit shall not exceed 100 kg.
5.2.7
The nominal operating data of storage batteries shall be indicated on rating plates.
5.2.8
Storage batteries shall be maintained and operated in accordance with the manufacturer’s instructions.
5.3 Chargers
5.3.1
Charger equipment shall be suitable for the type of storage batteries, the required charging characteristic and the selected connection.
5.3.2
Charging equipment shall be so rated that discharged storage batteries can be charged to 80% of their rated capacity within a period not greater than 10 hours without exceeding the maximum permissible charging currents.
Only automatic chargers shall be used with charging characteristics adapted to the type of batteries.
5.3.3
If consumers are simultaneously supplied during charging, the maximum charging voltage shall not exceed the rated voltage described in Sec.1 Table 7 .
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The power demand of the consumers shall be considered for the selection of the chargers.
5.3.4
Chargers with a charging power above 2 kW shall be tested in the presence of a DNV GL Surveyor.
5.3.5
Refer to Sec.17 [3.2.2] c) regarding tests in the manufacturer’s works of battery chargers.
5.4 Uninterruptible power supplies (UPS)
5.4.1 General
5.4.1.1 These requirements to UPS units apply when providing an alternative power supply or transitional power supply to services as defined in Sec.3 [3] and in Sec.3 [4] .
A UPS unit complying with these requirements may provide an alternative power supply as an accumulator battery in terms of being an independent power supply for services defined in Sec.3 [4.2].
5.4.1.2 Definitions
5.4.1.2.1 Uninterruptible Power System (UPS)
Combination of converter, inverter, switches and energy storage means, for example batteries, constituting a power supply system for maintaining continuity of load power in case of input power failure (IEC publication
62040)
5.4.1.2.2 Off-line UPS unit
A UPS unit where under normal operation the output load is powered from the input power supply (via bypass) and only transferred to the inverter if the input power supply fails or goes outside preset limits. This transition will invariably result in a brief break in the load supply.
5.4.1.2.3 On-line UPS unit
A UPS unit where under normal operation the output load is powered from the inverter, and will therefore continue to operate without break in the event of the power supply input failing or going outside preset limits.
5.4.2 Design and construction
5.4.2.1 UPS units are to be constructed in accordance with IEC 62040, or an acceptable and relevant national or international standard. Battery ventilation shall be designed in accordance with Sec.2 [2] .
5.4.2.2 The operation of the UPS is not to depend upon external services.
5.4.2.3 The type of UPS unit employed, whether offline or online, is to be appropriate to the power supply requirements of the connected load equipment.
5.4.2.4 A bypass or a second UPS in parallel is to be provided.
5.4.2.5 The UPS unit is to be monitored. An audible and visual alarm is to be given on the ship’s alarm system for
— power supply failure (voltage and frequency) to the connected load,
— earth fault, if applicable,
— operation of battery protective device,
— when the battery is being discharged, and
— when the UPS is not operating under normal condition.
5.4.3 Performance
5.4.3.1 The output power is to be maintained for the duration required for the connected equipment as stated in Sec.3 [4]
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5.4.3.2 No additional circuits are to be connected to the UPS unit without verification that the UPS unit has adequate capacity. The UPS battery capacity is, at all times, to be capable of supplying the designated loads for the time specified in Sec.3 [4]
5.4.3.3 On restoration of the input power supply, the rating of the charge unit shall be sufficient to recharge the batteries while maintaining the output supply to the load equipment.
6 Switchgear and protection devices
6.1 General requirements
6.1.1
Switchgear and protection devices shall conform to IEC publications or to another standard recognized by DNV GL.
6.1.2
For materials and insulation, see Sec.1 [9]
6.1.3
For equipment and components subject to mandatory type approval, see Sec.5
and Sec.17
.
6.2 Medium-voltage switchgear
For details of medium-voltage switchgear, see Sec.8
.
6.3 Low-voltage switchgear
6.3.1 Circuit breakers
6.3.1.1 Drives a) Power-driven circuit breakers shall be equipped with an additional emergency drive for hand-operation.
b) Mechanical actuating elements on circuit-breakers for generators and essential circuits shall be so connected to the circuit breakers that they cannot be lost.
c) Circuit breakers with a making capacity exceeding 10 kA shall be equipped with a drive which performs the closing operation independently of the actuating force and speed (by snap action).
d) If the conditions for the closing operation are not fulfilled, e.g. under-voltage release not energized, switching-on shall not cause the contact pieces to come into contact.
6.3.1.2 Making and breaking capacity
The making and breaking capacity shall be tested in accordance with IEC publication 60947-2. Other standards may be recognized.
6.4 Protection devices
6.4.1 Short-circuit protection
Short-circuit protection devices shall be independent of energy supplied from circuits other than those to be protected. In the event of a short-circuit, the total breakdown of the supply voltage shall be expected.
Short-circuit protection devices for generators shall be equipped with reclosing inhibitors, and shall be delayed for selective disconnection.
6.4.2 over-current protection
The operation of over-current relays shall not be influenced by the ambient temperature. Thermal bimetallic relays shall be temperature compensated.
over-current relays for motor protection shall be adjustable and provided with a reclosing inhibitor.
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6.4.3 under-voltage protection
under-voltage relays shall cause the circuit breaker to open if the voltage drops to 70% – 35% of the rated voltage. under-voltage relays of generator circuit-breakers shall have a delay up to 500 ms.
6.4.4 Shunt trips
Shunt trips shall ensure the disconnection of the circuit breakers even if the voltage drops to 85% of the rated voltage.
6.4.5 Electronic protection devices
Electronic protection devices shall remain operative at their maximum permissible load at an ambient temperature of 55°C.
6.4.6 Reverse power protection
The reverse power protection device must respond to the active power regardless of the power factor, and shall operate only in the event of reverse power. The response value and pick up time shall be adjustable.
The reverse power protection device shall remain operative despite a voltage drop to 60 % of the rated value.
6.4.7 Phase failure protection
Protection devices for detection of a single-phase failure in three-phase circuits shall operate instantaneously.
Bimetallic relays with differential release do not constitute phase failure protection devices according to these
Rules.
6.4.8 Check synchronizers
Check synchronizers for the protection of an alternator against parallel connection at an unacceptable phase angle shall allow parallel switching only up to an (electrical) angular deviation of 45° and up to a frequency difference of 1 Hz.
The check synchronizer shall ensure that parallel switching is impossible if the supply voltage or measuring voltage fails or in the event of failure of any component.
6.4.9 Insulation monitoring equipment
Devices for insulation monitoring of ships mains shall continuously monitor the insulation resistance of the network, and shall release an alarm should the insulation resistance of the system fall below 50 Ohm per volt of the operating voltage.
The measuring current shall not exceed 30 mA in the event of a dead short-circuit to earth.
7 Cables and insulated wires
7.1 General requirements
7.1.1
In areas attended by the crew at action stations only halogen-free cables shall be used for permanent installations. Cable trays/protective casings made of plastic materials as well as mounting materials shall be halogen-free as well.
Exceptions for individual cables for special purposes have to be agreed with DNV GL.
For all other areas of the ship, the use of halogen-free cables is recommended.
7.1.2
Cables and wires shall be flame-retardant and self-extinguishing.
If cable and wire types have passed a bundle fire test to IEC publication 60332-3, category A/F or IEEE
45. -18.13.5, the installation of fire stops is dispensed with when laying in bundles (see Sec.12 [4.14] and
SOLAS II-1, Part D, Rule 45.5.2)
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7.1.3
Where fireproof cables are to be installed, it is permissible to use cables with a retention of insulating capability in accordance with IEC publication 60331 (see Sec.12 [4.15] ).
7.1.4
Cables manufactured in accordance with the relevant recommendations of IEC publication 60092-350,
60092-351, 60092-352, 60092-353, 60092-354, 60092-359, 60092-373, 60092-374, 60092-375 and
60092-376 will be accepted by DNV GL provided that they are tested to its satisfaction.
Cables manufactured and tested to standards other than those specified like above mentioned will be accepted provided they are in accordance with an acceptable and relevant international or national standard.
7.2 Conductor material and structure
7.2.1
Electrolytic copper with a resistivity not exceeding 17.241 Ω ∙ mm
2 material for the conductors of cables and wires.
/km at 20°C shall be used as the
7.2.2
If the insulation consists of natural or synthetic rubber vulcanized with sulphur, the individual conductor wires shall be tinned.
7.2.3
The conductors of movable wires must be finely stranded.
The conductors of permanently laid cables and wires shall be made of finely stranded copper conductors
(class 2) or flexible stranded copper conductors (class 5), see IEC 60228.
Solid conductors up to 4 mm
2
in cross-section are permitted for the final subcircuits of room lighting and space heating systems in the accommodation and for special cables of TV and multimedia applications.
For certain cable types, the common shielding of several cores or the inclusion of a second braid between the cable sheaths will be necessary. In such cases, separating layers are to be provided between the braids.
7.3 Materials and wall thickness of insulating covers
The materials used for insulation shall be of standardized types for which the maximum permissible temperatures at the conductors during undisturbed operation are specified.
7.4 Protective coverings, sheaths and braids
7.4.1
Single-core cables shall have a suitable separating layer of filler material or foil over the core insulation.
7.4.2
Multicore cables shall have a common core covering made of filler material or must have a wrapping and sheath.
7.4.3
Only materials of a standardized type shall be used for non-metallic sheaths. In all cases, the thermal stability of the compounds used shall correspond to that of the insulating material.
7.4.4
Braids shall be made of corrosion-resistant material such as copper or copper alloy or of material treated to prevent corrosion, e.g. galvanized steel.
7.4.5
Outer metallic wire braids shall have a coating of protective paint, which shall be lead-free and flameretardant. The paint shall be of sufficiently low viscosity when applied to enable it to penetrate readily into the wire braid. When dry, it shall not flake-off when the cable is bent around a mandrel with a diameter of 15 times that of the cable.
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7.5 Identification
7.5.1
Each cable shall be marked with the type and the name of the manufacturer.
7.5.2
The cores of multicore cables and wires shall have a permanent marking. In multicore cables and wires where the cores are arranged in a number of concentric layers, two adjacent cores in each layer shall be coloured differently from each other and from all other cores, unless the individual cores are otherwise unambiguously identified, e.g. by printed numbers.
7.5.3
Protective earth conductors shall have a green/ yellow colour coding.
7.6 Approvals
7.6.1
Cables and wires for shipboard installation are subject to mandatory type approval by DNV GL. Special cables and wires may be approved by individual tests.
7.6.2
Proof is required by the manufacturer through issue of workshop test reports stating that the continuous production is made in conformity to relevant standards and is verified by individual and sample tests for each production length of cables. These reports shall record any deviations from the standards.
7.6.3
The application of cables and wires without type test is subject to agreement in every single case.
Individual and sample tests performed at the manufacturer’s works on each length delivered are required for these cables (see [7.7.3] ).
7.7 Tests
7.7.1
Tests for type approvals shall be carried out in accordance with the relevant standards at the manufacturer’s works and in the presence of a staff member of the Society. The scope of the tests shall be agreed upon with DNV GL in advance.
7.7.2
If no ozone test is specified in standards, this test shall be performed as follows:
Ozone tests on cable sheaths whose basic material consists of natural or synthetic rubber. The test conditions shall be:
— ozone concentration: 250 − 300 ppm
— temperature: (25 ± 2) °C
— duration: 24 h
The test shall be carried out in accordance with IEC publication 60811-2-1.
Other equivalent test methods may be agreed with DNV GL.
The test is passed satisfactorily if no cracks are discovered which are visible to the naked eye.
7.7.3
Individual tests on non-type approved cables and wires shall be performed at the manufacturer’s works in the presence of a DNV GL Surveyor.
The scope of the tests shall be agreed with DNV GL in advance. At least the following tests shall be carried out:
— conductor resistance
— dielectric strength
— insulation resistance
— dimensions and construction of samples
— mechanical strength characteristics of samples
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8 Cable penetrations and fire stops
8.1 Bulkhead and deck penetrations
8.1.1
The sealing compounds and packing systems shall be type-approved by DNV GL.
8.1.2
The requirements for bulkhead and deck penetrations are stated in Sec.12 [4.8] .
8.1.3
The type test shall be performed in the presence of a staff member of the DNV GL Head Office at the manufacturer's works or at independent institutions.
8.2 Fire stops
8.2.1
The requirements for fire stops using partitions or coatings are listed in Sec.12 [4.14] .
8.2.2
The construction of fire stops using coatings is subject to a type test in the presence of a staff member of the Society in the manufacturer’s works or in independent institutions.
The test requirements shall be agreed with DNV GL.
9 Installation material
9.1 General requirements
9.1.1
The installation material shall conform to IEC publications. Other equivalent standards may be recognized.
9.1.2 Cable glands
If necessary because of the degree of protection or EMC requirements, cable glands should be fitted with standardized inserts (cones) for earthing the cable shields. In this way, the connection of the cable shields to the frame earth is made at the same time.
9.2 Cable distribution boxes, terminals
Cable distribution boxes shall be adapted to the corresponding installation situation with regard to the selection of the casing and the degree of protection.
Within the casing, sufficient space shall be provided between the terminals and the cable glands to permit proper connection of the cores.
It is necessary to ensure that terminals are suitable for the connection of stranded conductors. Exceptions are permitted for systems with solid conductors (e.g. lighting, socket-outlets and heating appliances in the accommodation area).
The method of connection shall be compatible with the terminals used.
For materials see Sec.1 [9]
9.3 Cable lugs
For the connection of the conductors by means of terminal studs and terminal screws, cable lugs with crimp connections shall be used.
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9.4 Fastening material for cables
9.4.1
For the fastening of the cables, metallic bindings shall be used wherever possible.
Metallic bindings should be shrouded with a flame-retardant and halogen-free (at least in areas attended by the crew in action stations) plastic, or shall only be used together with separating layers made of this plastic.
For the fastening of cables, plastic clips/straps may also be used, provided that metallic bindings are used additionally in the areas mentioned in Sec.12 [4.2] .
9.4.2
For ship sections made of light alloys, special attention has to be paid to proper selection of the fastening materials, particularly with regard to corrosion protection.
9.5 Plug-and-socket connections
Depending on their application, the design of plug-and-socket connections shall conform to the following standards:
— in the accommodation area, day rooms and service rooms (up to 16 A, 250 V AC) – IEC publication 60083 or 60320
— power circuits (up to 250 A, 690 V AC) – IEC publication 60309-1 and 60309-2
— electronic switchgear – IEC publications, e.g. 60130 and 60603
— containers, see Sec.7 [7]
10 Lighting fixtures
10.1 General requirements
Luminaires, floodlights and searchlights shall conform to IEC publications 60598 and 60092-306. Other equivalent standards may be recognized.
The general requirements stated in 9 shall be observed.
10.2 Design
10.2.1
The surface temperature of easily touchable parts of lighting fixtures shall not exceed 60°C.
10.2.2
High-power lights with higher surface temperatures shall be protected against unintentional contact by additional means.
10.2.3
Lighting fittings shall be so arranged as to prevent temperature rises which could damage the cables and wiring, and to prevent surrounding material from becoming excessively hot.
10.2.4
The terminals and spaces for the connection of cables shall not reach a higher temperature than is permissible for the insulation of the wires or cables used. The temperature rise in the terminal box shall not exceed 40 K.
10.2.5
All metal parts of a lighting fixture shall be conductively connected together.
10.2.6
Wiring inside lighting fixtures shall have a minimum cross section of 0.75 mm
2 least 1.5 mm
2
shall be used for through-wiring.
. A cross-section of at
Heat-resistant wires shall be used for internal wiring.
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10.2.7
Each lighting fixture shall be durably marked with the following details:
— maximum permitted lamp wattage
— minimum mounting distance
11 Electrical heating equipment
11.1 General requirements
11.1.1
Electrical heating equipment and boilers shall conform to IEC publications, e.g. 60335, with particular attention to IEC publication 60092-307. In addition the general assignments in [9.1] shall be observed.
11.1.2
The connections of power supply cables shall be so arranged that temperatures higher than permitted for the terminals and supply cables do not arise.
11.1.3
Operating elements, such as switch knobs and handles, shall not attain temperatures higher than
— 55°C for metal parts, or
— 65°C for parts made of porcelain, glass, moulded plastics or wood.
A temperature of 5°C higher is permissible for parts operated by brief pressing of a finger only.
11.1.4
Only heating elements with shrouding or ceramic-embedded heating coils shall be used. Infrared radiators are permitted, provided that they are mounted safely.
11.2 Design
11.2.1 Space heaters
11.2.1.1 The casing or enclosure of each heater shall be so designed that no objects can be placed on it, and the air can circulate freely around the heating elements.
11.2.1.2 Electrical space heaters shall be so designed that, based at an ambient temperature of 20 °C, the temperature of the casing or enclosure and of the air flow from the heater does not exceed 95 °C under defined test conditions.
11.2.1.3 To prevent unacceptable temperature rises due to heat accumulation, each heater shall be fitted with a safety temperature limiter. Automatic reconnection is not permitted.
The safety temperature limiter may be dispensed with for watertight heaters in spaces without a substantial fire risk, e.g. in bathrooms and washing rooms.
11.2.1.4 The operating switches shall disconnect all live conductors. The switch positions shall be clearly marked at the switches.
11.2.2 Passage heaters and boilers
Passage heaters and boilers shall be equipped with two mutually independent thermal-protection devices, where one of them shall be a permanently-set safety temperature limiter, and the other may be a thermostatic controller.
Automatic reconnection of the safety temperature limiter is not permitted.
11.2.3 Electric ranges and cooking facilities
11.2.3.1 Only enclosed-type hot plates shall be used. It shall not be possible for liquids to penetrate into the electrical equipment.
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11.2.3.2 The switches for the individual plates and heating elements shall disconnect all live conductors. The switch steps shall be clearly marked.
11.2.3.3 Internal connections shall be made of heat-proof terminals and wiring, and shall be corrosionresistant.
11.2.4 Deep-fat cooking equipment
Deep-fat cooking equipment shall be fitted with the following arrangements:
— an automatic or manual fire-extinguishing system tested to an international standard
5
— a primary or back up thermostat with an alarm to alert the operator in the event of failure of either thermostat
— arrangements for automatically shutting-off the electric power upon activation of the fire-extinguishing system
— an alarm for indicating operation of the fire- extinguishing system in the galley where the equipment is installed
— controls for manual operation of the fire-extinguishing system which are clearly labelled for ready use by the crew
5
Reference ISO 15371:2000 “Fire-extinguishing systems for protection of galley deep-fat cooking
equipment”
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SECTION 15 ADDITIONAL RULES FOR SHIPS FOR THE CARRIAGE OF
MOTOR VEHICLES
1 Scope
These Rules apply additionally to areas for landing craft and other military vehicles as well as to electrical equipment on landing and amphibious warfare ships for the transportation of motor vehicles which are driven on and off the ship by their built-in drives and have fuel in their tanks.
2 Hazardous areas
2.1 General
Hazardous areas can be divided according to IEC 60079 into the following zones depending on the probability that a dangerous explosive atmosphere may occur.
Zone 0: This zone comprises areas in which a dangerous explosive atmosphere is present either permanently or for long periods.
Zone 1: This zone comprises areas in which a dangerous explosive atmosphere is liable to occur occasionally.
Zone 2: This zone comprises areas in which a dangerous explosive atmosphere is liable to occur only rarely, and then only for a brief period.
Non-classified areas: Other areas, e.g. open decks, are considered to be non-classified areas, i.e. safe areas. Reference is made to Sec.1 [10.3]
Typical hazardous area classifications are shown in Figure 1 .
2.2 Zone 1 areas
2.2.1 Amphibious warfare ships
2.2.1.1 Closed vehicle decks extending to full height (with < 10 air changes/hour) or closed vehicle decks up to a height of 450 mm (with ≥ 10 air changes/ hour). The spaces above grating vehicle decks with adequate permeability are safe areas.
2.2.1.2 Vehicle decks below the bulkhead deck extending to the full height.
2.2.1.3 Well decks for landing craft, vehicles, etc. to the full height.
2.2.1.4 Exhaust ducts from holds and vehicle decks with a surrounding radius of 1 m of any ventilation opening for natural ventilation and of 3 m for forced ventilation.
2.2.1.5 Hazardous areas, e.g. for refuelling, maintenance, storage of fuel, weapon or explosives.
2.2.2 Ships for flight operation
2.2.2.1 Hangar decks above the bulkhead deck up to a height of 450 mm (≥ 10 air changes/hour).
2.2.2.2 Hangar decks below the bulkhead deck extending to the full height.
2.2.2.3 Exhaust ducts from hangar decks with a surrounding radius of 1 m of any ventilation opening for natural ventilation and of 3 m for forced ventilation.
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2.3 Zone 2 areas
2.3.1
In general all spaces following a zone 1 in the horizontal or vertical direction have to be considered as zone 2 except they are divided by a gastight wall.
2.3.2
Areas above closed well decks (e.g. for military landing craft or military vehicles) are considered as zone 2.
2.3.3
Zone 2 applies also to areas of 1 m resp. 3 m after surroundings of open or semi-enclosed spaces of zone 1 as described in [2.2.1.4] or [2.2.2.3] .
2.4 Other area classification
In exceptional cases hazardous area classification based on standard IEC 60079-10 may be accepted.
3 Ventilation
3.1
A forced-draught ventilation system is required to ensure a sufficient number of air changes during the loading, unloading and transportation of motor vehicles. For details, see Ship Operation Installations and
Auxiliary Systems Ch.5 Sec.11
.
3.2
A fan failure
6
or failure related to the number of air changes specified for vehicle decks and holds shall be alarmed on the bridge.
3.3
It shall be possible to switch ventilation systems on and off from a position outside the ventilated car decks or holds. Provision shall be made for the immediate shut-down and closure of the systems in the event of fire.
4 Fire alarm system
4.1
Unless enclosed car decks are under the supervision of a fire patrol during the transportation of vehicles, an automatic fire alarm system is required for these areas. The design of the system shall comply with the requirements set out in Sec.9 [4] and in Ship Operation Installations and Auxiliary Systems Ch.5 Sec.9
.
4.2
A sufficient number of manually operated call points shall be installed in the areas mentioned above. One call point shall be located close to each exit.
6
Monitoring of motor-fan switching devices is sufficient.
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5 Indicating and monitoring systems for shell doors
The following additional monitoring systems and indicators shall be provided on the bridge, see also Hull
Structures and Ship Equipment Ch.1 Sec.22 [2] and Ch.1 Sec.22 [3]
5.1 Bow doors and inner doors
5.1.1
Bow doors and inner doors giving access to vehicle decks shall be equipped for remote operation from above the freeboard deck to enable the following for each door:
— closing and opening of the door and
— operation of the locking and securing devices
An indication of the open/closed position of each locking and securing device shall be provided at the remoteoperating position. The operating consoles serving the doors shall be accessible only to authorised personnel.
A notice drawing attention to the fact that all locking devices shall be locked and secured before leaving harbour shall be fitted at every operating console. Furthermore appropriate warning indicator lights shall be provided.
5.1.2
Indicator lights shall be provided on the bridge and at the operating console for indication that the bow door and the inner door are closed and the locking and securing devices are in their correct positions.
Deviations from the correct closed condition shall be indicated by optical and audible alarms.
A lamp test shall be provided for the indicating lights. Switching the indicating lights off is not permitted.
5.1.3
The indicating-system shall be self-monitored and shall provide optical and audible alarms if the doors are not completely closed and secured or the locking devices change to the open position or the securing devices become untight. The power supply to the indicating system shall be independent of that for opening and closing the doors and is to be provided with a second power supply. The sensors of the indicating system shall be protected against water, icing-up and mechanical damage (minimum degrees of protection IP 56).
5.1.4
The indicating equipment on the bridge shall have an "open/closed" selector switch which initiates an alarm if the ship leaves the harbour/landing location with the bow or inner door not properly closed or with securing devices not in the correct position.
5.1.5
A leakage-water monitoring system with audible alarm and television supervision shall be provided which indicates on the bridge and in the machinery control centre (MCC) if water is leaking through the inner door.
5.1.6
The space between bow door and inner door shall be provided with television supervision and with monitors on the bridge and in the machinery control centre. This supervision shall cover the position of the door and an adequate number of its locking and securing devices. Special attention shall be paid to the illumination and the contrasts of the objects to be monitored.
5.1.7
A drain system shall be provided between the bow door and the ramp. The same applies to the space between ramp and inner door with a corresponding arrangement. If the water level in this space reaches a height of 0.5 m above vehicle deck level, an audible alarm shall sound on the bridge.
5.2 Side shell doors and stern doors
5.2.1
These requirements apply to side doors behind the collision bulkhead and to stern doors giving access to enclosed areas.
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5.2.2
The requirements set out in items [5.1.2] , [5.1.3] and [5.1.4] also apply analogously to those doors which give access to special category areas and ro-ro areas, as defined in Chapter II-2, Regulation 3 of
SOLAS, as these areas could be flooded through these doors.
These requirements apply also for side shell doors, if the opening of a door exceeds 6 m
2 shell doors below 6 m
2
in size and for side
in size where the sill of any side shell door is below the uppermost load line.
Figure 1 Examples of protection areas at aircraft hangars, well decks and on vehicle decks for the carriage of military vehicles which are driven on and off the ship by their built-in drives and/or carry fuel in their tanks
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5.2.3
A leakage monitoring system with an audible alarm and television supervision shall be provided which indicates on the bridge and in the machinery control centre any leakage through these doors.
5.2.4
Indicators for all closed fire doors leading to the vehicle decks shall be provided on the bridge.
5.2.5
Special category areas and ro-ro areas are to be included in the fire-rounds or may be monitored by effective means such as television supervision, so that while the ship is under way any movement of the vehicles in heavy weather or unauthorised access by embarked troops can be watched.
6 Additional requirements for the illumination
6.1 Additional luminaires
6.1.1
For illumination in all rooms and holds intended for vehicles of embarked troops primary lighting and additional secondary lighting have to be provided, which are to be supplied from two different switchboards.
The luminaires for secondary lighting are to be equipped with additional integral batteries which ensure that the escape routes are easily recognizable.
6.1.2
If all other sources of electrical power fail, these luminaires with additional batteries shall remain operable for at least three hours regardless of their attitude. The power source for these luminaires has to be a continuously-charged battery placed inside each luminaire.
The service life of the batteries, taking into account the respective operating conditions, shall be stated by the maker.
A failure of a luminaire shall be immediately recognizable.
6.2 Escape route lighting
For marking of the escape routes and passageways from the vehicle decks, hangars, etc. to safe locations an escape, evacuation and rescue lighting according to Sec.11 [2.5] is to be provided.
7 Installation of electrical equipment in hazardous areas
7.1
In principle the amount of electrical equipment installed shall be restricted to installations necessary for operation.
7.2
All electrical equipment has to be permanently installed.
7.3
Movable consumers or equipment supplied via flexible cables shall only be used with special permission or operated when there are no vehicles on board.
7.4
Cables shall be protected against mechanical damage by covers.
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Cables running horizontally are not permitted in the protection area extending to 450 mm above the enclosed vehicle deck.
8 Permissible electrical equipment
8.1 Zone 1
8.1.1
In areas, mentioned in [2.2.1.1] to [2.2.1.4] the electrical equipment shall be of a certified safe type according to Explosion Group IIA and Temperature Class T3.
8.1.2
Areas, mentioned in [2.2.1.5] and [2.2.2] shall be equipped under consideration of the characteristic hazards.
8.1.3
Certified safe type equipment in accordance with Sec.1 [10.3.3.2] is permitted.
8.2 Zone 2
Equipment in accordance with Sec.1 [10.3.4.2] is permitted; the surface temperature shall not exceed
200°C.
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SECTION 16 ADDITIONAL RULES FOR CARRIAGE OF DANGEROUS
GOODS
1 General
1.1 Scope
Naval ships equipped for the carriage of dangerous goods in packaged form according with the SHIP Pt.6
Ch.5 Sec.10
, may be assigned the class notation DG.
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SECTION 17 TESTS
1 General
1.1
The following Rules apply to the testing of electrical and electronic installations, equipment and components.
1.2
Within the framework of their general quality assurance programme, manufacturers shall ensure that the products they manufacture conform to the specified requirements.
Records shall be made, containing quality assurance measures and tests and shall be handed over to DNV GL on request.
1.3
For certain installations, equipment and components, testing in presence of a DNV GL Surveyor is required according to these Rules, see [3] , [4] and [5]
The tests and items for testing specified below constitute minimum requirements.
DNV GL reserves the right to demand that tests also be performed on other items, either on board or in the manufacturer's works.
1.4
For appliances of a new type or for equipment which is being used for the first time on ships with DNV
GL class, additional tests and trials are to be agreed between the manufacturer and DNV GL, if the circumstances this require.
1.5
It is the aim of the tests to verify conformity with the requirements covered by the Rules for Construction, and to prove the suitability of equipment for its particular application.
1.6
Tests are divided into:
— examinations of the technical documentation, see [2]
— tests in the manufacturer's works, see [3]
— tests on board (HAT and SAT), see [4]
— tests for type approvals, see [5]
The test procedures for FAT, HAT, SAT and type approvals are to be laid down in documents and are subject for approval by DNV GL, see Sec.1 [3.2]
2 Examinations of technical documentation
2.1
The list of documents subject to approval is specified in Sec.1 [3]
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2.2
The documents which have been examined and approved shall be presented to the DNV GL Surveyor on request.
3 Tests in the manufacturer's works
3.1 Tests in the presence of a DNV GL Surveyor
3.1.1
The tests shall be carried out on the basis of these Rules and the approved documents. They shall be performed in accordance with a recognized standard.
3.1.2
Machines, appliances and installations subject to testing in accordance with [3.2] are to be tested in the presence of a DNV GL Surveyor unless the preconditions for one’s own responsibility tests by the manufacturer are fulfilled, see [3.3]
3.2 Machines, appliances and installations subject to testing
3.2.1
For scope of tests of electrical machines, see Sec.14 [2]
The following machines, appliances and installations are subject to testing: a) generators and motors for electric propulsion plants, see Sec.13 [10] b) generators and motors for essential equipment, P ≥ 50 kW/ kVA c) transformers P ≥ 100 kVA d) autotransformers P ≥ 100 kVA
3.2.2 Power electronics
For scope of tests, see Sec.6 [7] a) for electric propulsion plants, see Sec.13 [10] b) for essential equipment P ≥ 50 kW/ kVA c) for battery charging P ≥ 2 kW
3.2.3 Switchboards
For scope of tests, see Sec.5 [8] and Sec.8 [4] . For the tests the form F 217 should be used, as far as suitable.
The following switchboards are subject for testing: a) electrical power generation plants b) electric propulsion plants c) motors starters for essential equipment d) distribution switchboards (e.g. main groups, groups, sub-groups) with connected power ≥ 50 kW e) equipment with Class Notation
3.2.4 Electrical propulsion plants
For scope of tests, see Sec.13 [10]
3.2.5 Computer systems
For scope of tests, see Sec.10 [5]
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3.3 One’s own responsibility tests made by the manufacturers
3.3.1
The products under [3.2.1] b), c); [3.2.2] b), c) and [3.2.3] c), d), e) may be tested on the manufacturer’s own responsibility if the following preconditions are fulfilled:
— A QM system recognized by DNV GL is available.
— DNV GL has carried out type tests of the products.
— The one’s own responsibility tests have been agreed with DNV GL.
3.3.2
Reference is made to SHIP Pt.4 Ch.8
.
4 Tests on board
4.1 General
The tests are divided into:
— tests during construction/installation
— tests during dock trials
— tests during sea trials
4.2 Tests during construction
4.2.1
During the period of construction of the ship, the installations shall be checked for conformity with the documents approved by DNV GL and with these Rules.
4.2.2
Test certificates for tests which have already been performed shall be presented to the DNV GL
Surveyor on request.
4.2.3
Protective measures shall be checked: a) protection against foreign bodies and water, see Sec.1 [10] b) protection against electric shock, such as protective earthing, protective separation or other measures as listed in Sec.1 [10] c) measures of explosion protection d) The design shall conform to the details on form F 184 "Details about the construction of electrical equipment in hazardous areas", submitted by the shipyard for approval, see Sec.1 [10]
Testing of the cable network
4.2.4
Inspection and testing of cable installation and cable routing, see Sec.12
, with regard to: a) acceptability of cable routing according to:
— separation of cable routes
— fire safety
— the reliable supply of essential equipment
— EMC measures, if Class Notation EMC is assigned b) selection and fixation of cables c) construction of watertight and fireproof bulkhead and deck penetrations d) insulation resistance measurement e) For medium-voltage installations, see Sec.8
.
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4.3 Tests during dock trials
4.3.1 General
Proofs are required of the satisfactory condition and proper operation of all kinds of power supply (e.g. main, auxiliary, transitional, means for overcoming black-out and dead-ship condition) the steering gear and the aids of manoeuvring, as well as of all the other installations specified in these Rules.
Unless already required in these Rules, the tests to be performed shall be agreed with the Surveyor to DNV
GL in accordance with the specific characteristics of the subject equipment.
4.3.2 Generators
4.3.2.1 A test run of the generator sets and as far as possible of the shaft generators shall be conducted under normal operating conditions. The tests shall be reported on form F 218.
4.3.2.2 For ships, where electrical power is necessary to restore propulsion, it shall be proved that after black-out and dead-ship condition (see Ship Operation Installations and Auxiliary Systems Ch.5 Sec.6 [1.4] ) the propulsion of the ship in conjunction with required machinery can be restored within 30 minutes after black-out.
4.3.3 Storage batteries
The following shall be tested: a) installation of storage batteries b) ventilation of battery rooms and boxes, and cross-sections of ventilation ducts c) storage-battery charging equipment d) the required caution labels and information plates
4.3.4 Switchgear
The following items shall be tested under observance of forms F 217 and F 218: a) accessibility for operation and maintenance b) protection against the ingress of water and oil from ducts and pipes in the vicinity of the switchboards, and sufficient ventilation c) equipment of power station-, main group-, group- and emergency (if applicable) switch-boards with insulated handrails, gratings and insulating floor coverings d) correct settings and operation of protection devices and interlocks e) independence of manual operation of generating sets from common external voltage and automation systems (manual operation means local start/ stop and speed setting as well as voltage control, protection devices and synchronizing from switchboard)
DNV GL reserves the right to demand the proof of selective arrangement of the ship supply system.
4.3.5 Power electronics
The following items shall be tested: a) ventilation of the place of installation b) function of the equipment and protection devices
4.3.6 Electrical power generation plants
The following items shall be tested: a) motor drives together with the driven machines, which shall, wherever possible, be subjected to the most severe anticipated operating conditions
— This test shall include a check of the settings of the motors' short-circuit and over-current protection devices.
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b) the emergency remote shutdowns (see Sec.4 [8.10] ) of equipment such as:
— engine room fans
— fuel pumps
— lubrication oil pumps
— separators
— boiler blowers, etc.
c) closed loop controls, open loop controls and all electric safety devices
4.3.7 Control, monitoring and ship's safety systems
For these systems operational tests shall be performed.
4.3.8 Electrical propulsion plants
Regarding scope of tests, see Sec.13 [10]
4.3.9 Computer systems
Regarding scope of tests, see Sec.10 [5]
4.4 Tests during the sea trial
4.4.1 Rating of the electrical power supplies
During the sea trial it shall be proved that all kinds of power supply (e.g. main, auxiliary, transitional, means for overcoming black-out and dead-ship condition) are adequately rated and conform to Sec.3 [1] and that all control and monitoring devices are functioning according to their assignments.
4.4.2 Operating reliability during navigation
4.4.2.1 Tests shall be carried out to determine whether all the machines, equipment, etc. constituting the electrical installation operate satisfactorily at defined operating conditions, particularly during engine and steering gear manoeuvres.
4.4.2.2 Tests shall be carried out on the restoration of electrical power supplies following a black-out during navigation. The test procedure shall be submitted and agreed with DNV GL.
4.4.2.3 Tests shall be made of network quality in distribution systems supplied by semiconductor converters and in distribution systems with prevailing load consumptioned by semiconductor converters.
4.4.2.4 [initially blank]
4.4.2.5 Electrical propulsion plants
Regarding scope of tests, see Sec.13
.
5 Type approvals
5.1
The installations, equipment and assemblies listed in [5.5] are subject to mandatory type approval.
5.2
Type approvals shall be coordinated by staff members of the Society and executed either in the manufacturer's works or, by agreement, in suitable institutions.
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5.3
Type approvals are carried out according to SHIP Pt.1 Ch.1 Sec.4
and to defined standards.
5.4
Type approved installations, apparatuses and assemblies shall be used within the scope of valid Construction
Rules only. The suitability for the subject application shall be ensured.
Special consideration is given additional to shock stress, if the class notation SHOCK is assigned.
5.5 Equipment, apparatuses and assemblies subject to type approval
5.5.1 Electrical equipment
5.5.1.1 Cables and accessories, see Sec.14 [7] and Sec.14 [8] a) cables and insulated wires b) sealing compounds and packing systems for bulkhead- and deck penetrations c) busbar trunking systems for the installation d) cable trays/protective casings made of plastic materials are to be type tested in accordance with IACS
UR E 16, see Sec.12 [4.6]
— For guidance on testing, refer ton IACS REC 73.
5.5.1.2 Switchgear, see Sec.5 [8] a) circuit-breakers, load switches, disconnect switches and fuses for direct connection to the main busbars or non-protected distribution busbars of electrical power generation plants, main groups and propulsion switchboards b) standardized switchgear units manufactured in series with reduced clearance- and creepage distances, see Sec.5 [6.3.2]
5.5.1.3 Generator/network protection devices, see Sec.4 [1] a) short-circuit protection b) over-current protection c) reverse-power protection d) automatically synchronizing device e) under-frequency protection f) over- and under-voltage protection g) differential protection h) earth fault/insulation monitoring
5.5.2 Steering gear and azimuthing propulsors
For steering gear see Sec.7 [1]
5.5.2.1 Input devices such as: a) phase failure relays b) level sensors
5.5.2.2 Steering gear control systems with all components important for the function, e.g.
a) steering mode selector switch b) follow up/ non follow up control devices
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5.5.3 Variable pitch propeller controls
This includes all components important for the functioning.
5.5.4 Machinery control systems
For machinery control systems, see Sec.9 [2] a) open- and closed-loop control for speed and power of internal combustion engines (main and auxiliary engines) and electrical actuators b) safety devices c) safety systems
5.5.5 Ship's control and safety systems
For ship's control and safety systems, see Sec.9 [3] and Sec.9 [4] and the Legacy Rules for Ship Operation
Installations and Auxiliary Systems Ch.5, Sec.2
a) fire detection- and alarm systems b) suction-type smoke-detection systems c) loading computer (e.g. for amphibious warfare ships), if applicable d) automatic stop devices and control units for ship stabilization systems, see Ship Operation Installations and Auxiliary Systems Ch.5 Sec.2
e) flame detectors, remotely controlled valves, control electronics and fire detection systems for fixed water-based local application fire-fighting systems (FWBLAFFS, see Sec.9 [4] ) f) combustion engine crankcase oil mist detection monitoring device/system
5.5.6 Computer systems
For computer systems, see Sec.10 [3]
5.5.7
Installations, applied by Legacy Rules for Construction for automated and/or remotely controlled systems, see Automation Ch.4
.
5.6 Exceptions
5.6.1
Instead of the stipulated type approvals in well-founded cases routine tests in the presence of a DNV
GL Surveyor may be carried out. An agreement with DNV GL prior to testing is required.
5.6.2
Individual tests for cables and wires are specified in Sec.14 [7] .
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SECTION 18 SPARE PARTS
1 General requirements
1.1
In order to be able to restore machinery operation and manoeuvring capability of the ship in the event of a damage at sea spare parts for the main propulsion plant and the essential equipment shall be available on board of each ship together with the necessary tools.
1.2
The detailed scope of the spare parts should be defined between shipyard and Naval Administration considering the operational experience. In addition the manufacturer's recommendations are to be considered.
1.3
The amount of space parts shall be documented and a corresponding list shall be carried on board.
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SECTION 19 SPECIAL REQUIREMENTS OF THE NAVAL SHIP CODE
1 General
1.1
For an Introduction to the Naval Ship Code, see Pt.1 Ch.1 Sec.8
.
1.2
The performance requirements of
— Chapter IV – Engineering Systems
— Chapter VI – Fire Safety
— Chapter VII – Escape, Evacuation and Rescue of the Naval Ship Code and the adequate technical solutions of DNV GL are summarized in the following.
2 Performance requirements of Chapter IV – Emergency systems
2.1 Goal (Regulation IV, 0)
2.1.1
Minimise danger to embarked personnel in all foreseeable operating conditions.
2.1.2
Provide high availability and minimise risk of mal-operation in all foreseeable operating conditions.
2.1.3
Ensure the watertight and weathertight integrity of the hull.
2.1.4
Enable the restarting of shut-down systems and equipment necessary to provide essential safety functions (“dead ship” starting) without external aid.
2.1.5
Provide support to the embarked personnel and provide essential safety functions in the event of all foreseeable damage at least until the crew have reached a place of safety or the threat has receded.
These goals are met by numerous detailed measures defined in this Chapter.
2.2 Provision of operational information (Regulation IV, 3)
2.2.1
Operators shall be provided with adequate information and instructions for the safe operation and maintenance of all machinery and systems.
The general aspects of the documents which have to be submitted for approval by DNV GL are defined in
Sec.1 [3] . The detailed scope of documents is given in the different Sections of this Chapter.
2.3 Essential safety functions (Regulation IV, 8)
2.3.1
Arrangements for the continuous supply of energy to essential machinery shall be provided.
Primary and secondary essential equipment are supplied with energy either directly from the switchboards of electrical power generating plants (joint by interconnection feeder) or via main groups/groups which are also connected to all switchboards, compare Sec.4 Figure 1 .
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2.4 Electrical generation and power supplies (Regulation IV, 9)
2.4.1
Suitable arrangements for the provision of electricity sufficient to supply the consumers agreed by the
Naval Administration during all operational conditions, irrespective of the direction of the propulsion shaft rotation and without any requirement to use emergency supplies.
An electrical power balance for the different operating conditions (e.g. combat, wartime cruising, peacetime cruising, in-port readiness) has to be established and submitted to DNV GL to prove the sufficient ratings of units for generating, storage and transformation of electrical energy for principle and sub networks, compare
Sec.3 [1] .
2.4.2
Suitable redundancy arrangements shall be provided to supply essential safety functions in the event of loss or unavailability of the largest generator.
Normally the double capacity calculated for the combat condition (without NBC measures) shall be installed, i.e. a power reserve of 100%, compare Sec.3 [2.2] . The total capacity shall be provided by at least two independent generators for each electrical power generation plant.
As these DNV GL requirements exceed the original requirements of NSC, for a direct application of NSC the number of electrical power generation plants and generators shall be agreed between the Naval
Administration and DNV GL considering a minimum level of safety.
2.4.3
No electrical equipment shall be put into use where its strength and capability may be exceeded in such a way as may give rise to danger or may affect essential safety functions.
Electrical protection equipment is to provided for low voltage switchgear assemblies, compare Sec.5 [5] . The current-time characteristics of over-current devices shall be compatible with the system components to be protected and with the requirements of selectivity.
Overload protection for generators is specified in Sec.4 [1.2] .
Cables have to be protected against short circuit and over-current, compare Sec.12 [3.3].
2.4.4
Where applicable, facilities to safely connect shore side electrical power shall be provided.
Shore connection boxes are recommended and their design, equipment and installation is defined in Sec.4
[6] .
2.4.5
Facilities shall be provided to regain sufficient power to restore essential safety functions from a dead ship condition.
An emergency generator according to [4.7] may be installed.
Mobile equipment as an alternative is specified in Ship Operation Installations and Auxiliary Systems Ch.5
Sec.6 [1.4] .
2.4.6
Suitable arrangements for the safe installation and use and maintenance of energy storage devices shall be provided.
Comprehensive requirements for storage batteries are defined in Sec.2 [2] and include installation, charging, ventilation, maintenance cycle, etc.
2.4.7
In the event of failure of the main electrical supply, a means to supply sufficient electricity to supply the essential electrical services shall be provided within a specified time and a duration accepted by the Naval
Administration.
If according to the Naval Ship Code an independent emergency source of electrical power shall be installed besides the electrical power generation plants, the following requirements have to be observed:
2.4.7.1 General requirements for emergency generators
2.4.7.1.1 The emergency source of electrical power shall take over the supply of the emergency consumers
(see [5.4] ) in case of failure of the main source of electrical power.
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It shall be independent of the main source of electrical power. The generator shall be driven by a suitable prime mover with its own independent fuel supply in accordance with Ship Operation Installations and
Auxiliary Systems Ch.5 Sec.7
and with an independent cooling system.
2.4.7.1.2 The capacity of the emergency source of electrical power shall be sufficient to supply all those services which are essential for safety in an emergency.
2.4.7.1.3 The emergency generator set has to start up automatically if the main source of electrical power fails, and the supply of the listed consumers shall be taken over automatically.
The emergency supply of electrical power has to come into operation as quickly as possible, and in any event not later than 45 seconds after the failure of the main source of electrical power.
2.4.7.1.4 Provided that suitable measures are taken for safeguarding independent emergency operation under all circumstances, the emergency generator may be used by way of exception and for short periods to supply non-emergency circuits.
2.4.7.1.5 For ships which need electrical power to restore propulsion, the capacity of the emergency source of power shall be sufficient to restore propulsion to the ship in conjunction with other auxiliary machinery, as appropriate, within 30 minutes after blackout. For the definition of black out see Sec.1 [2.6] .
2.4.7.1.6 For all equipment forming part of the emergency source of electrical power, provision is to be made for periodic functional tests, including especially the testing of automatic starting devices. Such testing shall be possible without interfering with other aspects of the ship's operation.
2.4.7.1.7 For the rating and control of the emergency generators, the same principles apply as for the main generators in accordance with Sec.3 [2.3] . As an exception voltage deviations of ± 3.5% under steady conditions and of ± 4% under transient conditions after 5 s are acceptable.
On NATO ships, compliance with STANAG 1008 may not be required for the mains quality, unless this is expressly requested in the building specification.
2.4.7.1.8 Internal combustion engines driving emergency generators are to be fitted with independent cooling systems. Such cooling systems are to be protected against freezing.
2.4.7.1.9 Engines for the exclusive operation of emergency generators and emergency fire pumps may be fitted with simplex filters for lubricating oil.
2.4.7.2 Installation of emergency generators
2.4.7.2.1 Emergency generators and their prime movers shall be installed above the uppermost continuous deck and behind of the collision bulkhead. Exceptions require DNV GL approval. The location in which the emergency generator is installed shall be accessible from the open deck; it shall be so located that a fire or another incident
— in a room containing the main generators and/or the main switchboard, or in
— a category A machinery space will not impair the operating ability of the emergency source of electrical power.
2.4.7.2.2 As far as is practicable, the room containing the emergency source of electrical power, the associated transformers, converters, the transitional emergency source of electrical power and the emergency switchboard shall not adjoin the boundaries of category A machinery spaces or of those spaces which contain the main source of electrical power, the associated transformers, converters or the main switchboard.
2.4.7.2.3 The operational readiness of the emergency generator unit shall be guaranteed under all weather and seaway conditions. Fire flaps required in air inlet and outlet openings shall only be closed in case of fire and are to be kept open at all other times. Warning signs to this effect are to be provided. In case of automatic fire flap actuation dependent on the operation of the unit warning signs are not required. Air inlet and outlet openings shall not be fitted with weatherproof covers.
2.4.7.3 Starting of emergency generators
If an emergency generator set is installed, the starting equipment shall comply with the following requirements:
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2.4.7.3.1 Each emergency generator set that has to be started automatically shall be equipped with an approved starting device with sufficient power for at least three successive starting operations, even at an ambient temperature of 0°C. Other temperature ranges may be defined by the Naval Administration.
If starting is impossible at this temperature or if lower temperatures are likely to be encountered, heating shall be provided to ensure starting of the generator sets.
A second source of energy which is capable of three further starting operations within 30 minutes shall be provided in addition. This requirement can be waived if the set can also be started manually.
2.4.7.3.2 To guarantee availability of the starting devices, it is to be ensured that:
— electrical and hydraulic starter systems are supplied from the emergency switchboard
— compressed-air starter systems are supplied via a non-return valve from the main and auxiliary compressed-air vessels, or by an emergency air compressor supplied with power via the emergency switchboard
— the starting, charging and energy storage equipment is located in the emergency generator room
— This equipment is intended for the operation of emergency generator sets only and shall not be used for other purposes.
2.4.7.3.3If automatic starting is not a requirement, starting equipment which ensures safe manual starting is permitted, e.g. by hand-crank, spring-powered starter, manual hydraulic or ignition cartridge starter.
2.4.7.3.4If a direct start by hand is not possible, starting devices as per [4.7.3.1] and [4.7.3.2] shall be provided, whereby manual initiation of the starting process is acceptable.
2.4.7.3.5 If a second source of starting energy is a mechanical starting facility, an electronic speed governor, associated protection devices and valves shall have a back-up power supply independent of the first source of starting energy. This back-up source shall be monitored.
2.4.7.3.6 If mechanical starting facilities are provided, an electronic speed governor, associated protection devices and valves shall have two independent back-up power supplies. These back-up sources shall be monitored.
2.4.7.3.7 For emergency sources of power, use may be made of fuels with a flash point of ≥ 43°C. The fuel has to enable a starting of the emergency generating set at ambient temperatures of – 15°C and above.
2.4.7.4 Protective equipment
The generator protection shall consist of at least:
— short-circuit protection
— overload protection
— under-voltage protection
However, it is permissible for the overload protection not to disconnect the generator automatically but instead to trigger an optical and acoustic alarm at the emergency switchboard and at the switchboards of the electrical power generating plants.
2.4.7.5 Overload shedding
If the emergency generator is overloaded, consumers temporarily supplied from the emergency switchboard which are not emergency consumers shall be automatically disconnected in order to safeguard the supply to the emergency circuits.
2.4.8
Where a main generator is used in lieu of the emergency generator, subject to complying with necessary requirements, the requirements of the emergency source of power are to be applied to the main source of power.
Practically a main generator will not be suitable as emergency generator because an electrical power generation plant will be installed BELOW the uppermost continuous deck, often as deep as possible. But emergency generators and their prime movers shall be installed above the uppermost continuous deck!
2.4.9
For essential safety functions for which an interruption to supply is unacceptable, transitional electrical supplies with sufficient capacity duration accepted by the Naval Administration shall be provided.
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The services to be connected to a transitional resp. uninterrupted power supply are defined in Sec.3 [4] As possible duration of transition at least 30 minutes are recommended. The technical requirements on such a system are defined in Sec.14 [5] .
2.4.10
The power supply to escape, evacuation and rescue systems is to be safeguarded?
The system for illumination and marking of escape routes and passageways is to be supplied by an independent source of electrical power, compare Sec.11 [2.5] .
2.5 Electrical distribution and equipment (Regulation IV, 10)
2.5.1
The electrical system voltages and frequencies shall be agreed by the Naval Administration.
DNV GL proposes voltage and frequency variations in Sec.1 [6] .
2.5.2
Type and configuration of the distribution system is to be agreed by the Naval Administration.
DNV GL proposes a power distribution system of switchboards for the electrical power generating plants, main groups, groups and subgroups according to Sec.4 [8].
2.5.3
The number, size, installation and arrangement of electrical switchboards and distribution centres shall be suitable for the functional requirements of the ship.
The consumers are supplied either directly from the switchboards of the electrical power generation plants or via a hierarchical system of main groups (all interconnected), groups and sub-groups, compare Sec.4 Figure
1 . This system can be adjusted to the actual size of a naval project.
2.5.4
Emergency sources of power and its distribution system shall be designed and arranged with a high level of integrity and availability.
2.5.4.1 Emergency switchboards
2.5.4.1.1 The requirements for power station switchboards apply in an analogous manner to emergency switchboards, see Sec.5 [3.2] .
2.5.4.1.2 Control and supply circuits of the emergency electrical power plant shall be so switched and protected that interruptions or short-circuits caused by fire or another event,
— in a space housing the main generators and/or the power station switchboard, or
— in a category A machinery space do not impair the operating ability of the emergency source of electrical power. Where necessary, the emergency switchboard shall be fitted with isolating switches.
2.5.4.2 Installation of emergency switchboards
2.5.4.2.1 The emergency switchboard shall be installed close to the emergency generator and/or the emergency battery. The requirements of Sec.2 [2] shall be observed. The place of installation shall satisfy the same conditions as apply to the installation of the emergency generator.
The installation of the emergency switchboard is subject to the same conditions as those stated in Sec.2
[5.1.3] , Sec.2 [5.1.4], Sec.2 [5.1.6] and Sec.2 [5.1.7] for the main switchboard.
2.5.4.2.2 Where the emergency source of electrical power is a accumulator battery it shall not be installed in the same space as the emergency switchboard.
2.5.4.3 Emergency supply cables
2.5.4.3.1 Emergency consumers shall be supplied directly from the emergency switchboard or via subdistribution panels of the emergency switchboard, to which only consumers in the relevant department are connected.
2.5.4.3.2 In normal operation, the emergency switchboard shall be supplied by an interconnection feeder from the electrical power generation plant switchboard. The feeder shall be protected against over-current and short circuits at the electrical power generation plant switchboard, and the feeder shall be automatically
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disconnected in the emergency switchboard if the supply from the electrical power generation plant switchboard fails.
If two or more electrical power generation plants are planned, the incoming feeders are to be designed with a change-over arrangement, as described in Sec.4 [8.4] .
2.5.4.3.3 A return supply from the emergency switchboard to the electrical power generation plant switchboards is permitted, e.g. when starting operation from the dead-ship condition or in exceptional situations during harbour operations. For return supply operation, the automatic feeder disconnection called for in [5.4.3.2] may be temporarily overridden.
2.5.4.3.4 The cables from the emergency power supply to the emergency consumers shall be laid as far away from the cables for the main power supply to avoid failure in case of the same damage.
2.5.4.4 Emergency consumers
2.5.4.4.1 With due allowance for starting currents, the emergency source of electrical power shall be capable of simultaneously supplying at least the following services for the period specified below, if their operation depends upon an electrical source:
2.5.4.4.2 For 3 hours, the tertiary lighting at every embarkation stations for survival craft on deck and along the ship's sides in this area.
2.5.4.4.3 For 18 hours, the tertiary lighting
— in all service and accommodation corridors, on stairways, at exits and in personnel lift cars and personnel lift trunks
— in engine rooms and main generator stations, including their control positions
— in all damage control areas, bridge, operation command centre, engine control rooms and at each main and emergency switchboard
— at all stowage positions for fire fighting equipment
— in the steering gear compartment
— at the fire pump mentioned in [5.4.4.6] , at the flood pump, at the sprinkler pump, if any, the emergency bilge pump, if any, and at the start-up position for their motors
— in hospital rooms and operating theatres
— in ammunition rooms
— for secondary lighting as per Sec.11 [2.3]
2.5.4.4.4 For 18 hours
— the navigation lights and other navy-specific signal lights,
— Where, in the event of a failure of the main electric power, navigation lights are supplied from the emergency source of electrical power, the voltages at the lamp-holders may temporarily deviate by up to
10 % above or below the rated voltage.
— the VHF radio installation
2.5.4.4.5
— all internal signalling and communications equipment required in an emergency;
— all ship's navigational appliances stipulated by SOLAS V/12;
— the fire detection and fire alarm system;
— the operation of the daylight signalling lamp, the ship's whistle, the manually operated fire alarms and all the internal signals required in an emergency.
For 18 hours
2.5.4.4.6 For 18 hours
— the required emergency fire pump and the water-spray installations;
— the auxiliary equipment for the emergency diesel-generator set;
— the mobile damage control equipment,
— power supply units and chargers for emergency mains systems.
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2.5.4.4.7 Stabilizing systems
Where fins of stabilizing systems are arranged in the area of embarking stations of lifeboats, these systems shall also be connected to the emergency source of power.
2.5.4.4.8 Steering gear
If there is only one electrical power generation plant, the second incoming feeder shall be taken from the emergency power supply.
2.5.4.4.9 Fire direction and alarm system
Where the emergency feeder for the electrical equipment used in the operation of the fixed fire detection and fire alarm system is supplied from the emergency switchboard, it shall run from this switchboard to the automatic change-over switch without passing through any other switchboard.
2.5.4.5 Emergency consumers protecting the main propulsion plant
In rating the emergency source of electrical power, consideration is to be given, where applicable, to other consumers required to protect the main propulsion plant in the event of a failure of the main source of electrical power. Such consumers may, for example, include the emergency lubricating oil supply and the turning gear on turbine plant. The measures to be taken are to be agreed with DNV GL in each particular case.
2.5.4.6 Tests
Tests shall be carried out on the restoration of the emergency electrical power supplies following a black-out during navigation.
2.5.4.7 Emergency sources of electrical power shall not be installed forward of the collision bulkhead. (Reg.
IV, 1.13)
Emergency generators, their prime movers and their closely installed switchboard are to be installed behind the collision bulkhead, compare [4.7.2] and [5.4.2] .
2.5.5
Materials used in electrical distribution systems, particularly cables, are to be approved in accordance with the agreed standards, criteria and /or other procedures.
The general requirements for the materials of electrical machines, switchgear and other equipment are defined in Sec.1 [9] . All parameters which have to be observed for the cable network are summarized in
Sec.12
.
2.5.6
Cables shall be installed such that the risk of injury to personnel or damage to the system is minimised when equipment is operating in normal or under fault conditions.
The professional installation of cables, including the aspects of routing, fastening, stress relief, protection against mechanical damage, installation in conduits and pipes, etc., has to follow the requirements defined in
Sec.12 [4] .
2.5.7
Main and emergency supplies, where required by a single consumer, shall be separated as widely as possible.
Different cableways are prescribed, compare [5.4.3.4] .
2.5.8
The continuity of supply to essential safety functions shall be ensured.
A suitable transitional electrical power supply is prescribed in Sec.3 [4] .
2.5.9
Suitable arrangements for the isolation of distribution circuits shall be provided.
The isolation of cables for different ranges of application and 5 application categories is defined in Sec.12
Table 2 .
2.5.10
Installation of cables shall not cause mutual interference between systems.
The criteria for the separation of cables are defined in Sec.12 [3.4] for the types of signals and 5 application categories.
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2.5.11
Suitable protection arrangements for the use of portable electrical equipment shall be provided.
The electrical power for portable equipment is to be supplied from fixed socket-outlets. The requirements for socket outlets are specified in Sec.11 [3] .
Mobile damage control equipment can be supplied by the auxiliary power supply, which is specified in Sec.3
[5] .
2.5.12
Effective means of communications are to be provided between all switchboards.
A permanent voice communication is to be provided between the bridge and the different machinery rooms, compare Sec.9 [3.5] . An additional wireless calling system used for conveying of information and alarms to selected crew members can also be applied for communication between different switchboards.
2.5.13
Where a damage control emergency distribution system is installed, it shall not introduce additional risk of harm to personnel, equipment or ship.
An auxiliary power supply system as an option to supply mobile control equipment, etc. in the event of failure of the main electrical distribution is required according to Sec.3 [5] .
2.6 Lighting (Regulation IV, 11)
2.6.1
The lighting fittings selected for a particular compartment shall be appropriate for the hazardous zone of the compartment.
This is required in Sec.11 [2.9.8] .
2.6.2
Siting of light fixings is to consider the transfer of heat to adjacent surfaces.
Minimum distances for the mounting of lighting fixtures depending on the watt performance of the lights are defined in Sec.11 Table 2 .
2.6.3
Illumination levels are to meet operational requirements.
E.g. navigation lights shall be fitted with a range adjustment device for common and continuous range reduction from 100% to 5%. See also Sec.4 [8.8] .
2.6.4
Lighting systems are to permit the ship to be operated in accordance with Concept of Operations.
Concept of Operations is to be discussed with Naval Administration and resulting requirements to be defined for actual project.
2.6.5
Primary lighting systems are to provide a suitable level of illumination to allow safe access to areas of the ship required for normal operations and to allow operation and control of the ship.
Rated illumination intensities are prescribed in Lux for all relevant spaces in Sec.11 Table 1 .
2.6.6
The lighting system is to be arranged such that a single failure will not cause total loss of illumination in any compartment.
Secondary lighting shall remain active in the event of failure of the corresponding primary lighting according to Sec.11 [1.3].
2.6.7
In the event of loss of primary lighting, transitional lighting shall be provided until secondary lighting is operable. The transitional lighting is to be available for a period acceptable to the Naval Administration.
Transitional lighting for the period between loss of primary lighting and operation of secondary lighting has to be available for a limited time period to be agreed with the Naval Administration as prescribed in Sec.11
[2.4] .
2.6.8
To meet operational requirements, lighting levels are to be controllable locally.
Visually critical zones shall be constructed with adaption areas lighting. The type of illumination required in each case can also be controlled by a day/night switch according to Sec.11 [2.7.3].
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2.6.9
Operational lighting shall be provided in areas where there is an operational requirement for different levels of illumination from that provided by the primary system.
See Sec.11 [2.7].
2.6.10
Operational lighting is requested for exactly such duties, like door operated lighting, maintenance lighting, illumination of visually critical zones, etc.
Compare Sec.11 [2.7].
2.6.11
Lighting required for escape, evacuation and rescue shall be according to SOLAS Chapter VII/Reg.15.
This type of lighting is specified in Sec.11 [2.5] . The operating time is to be increased to four (4) hours.
2.6.12
Navigation lights shall be as defined in Chapter IX, Reg 1.
The electrical requirements for navigation, signal and navy-specific lights are specified in Sec.4 [8.8] .
Other aspects, as e.g. the arrangements of navigation lights, are not subject to classification.
2.6.13
Where provided, portable lighting shall be appropriate for the hazardous zone classification of the compartment in which it will be used.
This is required in Sec.11 [2.6.4] .
2.7 Electrical protection arrangements (Regulation IV, 12)
2.7.1
Exposed metal parts of electrical machines or equipment which are not intended to be live, but which are liable under fault conditions to become live shall be earthed.
Metal parts shall be earthed if, in the event of a fault, there is a possibility to get in contact with live components either by direct contact or arcing, compare Sec.8 [2.6] .
2.7.2
A means to detect and alert of insulation breakdown with respect to earth within equipment and distribution systems shall be provided.
Each non-earthed primary or secondary system serving power, heating or lighting installations shall be fitted with equipment which monitors the insulation resistance relative to the ship’s hull and gives an optical or acoustic alarm if the insulation resistance value is abnormal low, see also Sec.5 [5.10] .
2.7.3
Suitable protection arrangements from the ingress of solids, liquids and gases shall be provided for all electrical equipment and distribution systems.
Complete protection measures against foreign bodies, water and explosive atmospheres are defined in Sec.1
[10] .
2.7.4
Efficient means, suitably located, shall be provided for protecting from excess of current every part of a system as may be necessary to prevent danger.
over-current relays for motor protection shall be adjustable and provided with a reclosing inhibitor.
The operation of over-current relays shall not be influenced by the ambient temperature, therefore temperature compensated bimetallic relays are to be used.
For further protection measures see Sec.14 [6]
2.7.5
Suitable arrangements for the protection of mechanically connected equipment due to the effects of electrical overloads shall be provided.
Touchable conductive parts of equipment which are normally not live, but which may be present a dangerous contact voltage in the event of a fault, shall be earthed to the ship’s hull, compare Sec.1 [10.2.3] .
2.7.6
Suitable arrangements for the protection of electrical equipment due to the effects of mechanical overloads shall be provided.
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Only electric motors and generators which have successfully passed the overload/over-current test according to Sec.14 [2.4.3] are to be provided.
2.7.7
Essential safety functions agreed by the Naval Administration shall be supplied using fire resistant cable.
Fire-resistant cables are to be installed for a series of emergency services required to be operable under fire conditions. The scope of application and technical details are specified in Sec.12 [4.15] . An additional scope can be agreed with the Naval Administration for actual ship projects.
2.7.8
Electrical equipment and distribution systems shall be suitably protected from mechanical damage.
Cables on open decks and at positions where they are exposed to a particularly high risk of mechanical damage shall be protected by pipes, covers or closed cable ducts, compare Sec.12 [4.4]
The necessary degree of protection of electrical equipment shall be ensured out-off and during operation, e.g. by covers fitted at the place of installation, compare Sec.1 [10.1.1] .
2.7.9
Suitable security arrangements to prevent unauthorized access to live electrical connections and electrical control shall be provided.
Main low voltage switchboards of electrical power generation plants should preferably be installed in a special switchboard compartment, see Sec.2 [5.1] .
Medium voltage electrical equipment shall be installed in locked electrical operational compartments and caution labels are to be provided at the access doors, see Sec.2 [6] .
General provisions for protection against electric shock are specified in Sec.1 [10.2] .
2.7.10
Suitable protection arrangements for lightning strikes shall be provided.
All conductive parts located on deck (like masts, superstructures, etc.) are to be regarded as air-termination and lightning-discharge arrangements and shall be suitably connected with each other and with the earth electrode, compare Sec.1 [10.4] .
2.7.11
Alternative arrangements for forced cooling failure of essential machinery and systems shall be provided.
Electrical propulsion motors with heat exchange arrangements have to remain operable in the event of a failure of the heat exchanger. In this case the degree of protection need to be preserved, see Sec.14
[2.1.4.4] .
2.7.12
Suitable arrangements shall be provided to minimise the effects of radiation hazards to personnel.
The procedures to reduce RADHAZ to personnel (and flammables and ammunition) are defined in Sec.1
[10.6] . Subject to Classification are only the fixed installed equipment and safety measures.
2.8 Machinery control (Regulation IV, 13)
2.8.1
Provisions shall be made to ensure a continuous electrical supply to the essential machinery/systems control system. An audible and visual alert shall be initiated in the event of the failure of any of the power supplies.
The control systems for propulsion machinery and generator sets shall be supplied from the same source of electrical power as the machinery itself and by a battery back-up for at least 30 minutes, compare Sec.9
[2.8]
As a part of the safety system the power supply shall be monitored and loss of power shall be indicated by an alarm and recorded, see Sec.9 [2.2.6] .
2.8.2
The control system must operate essential machinery and systems in a safe, controlled and stable manner throughout the machinery’s/system’s defined operational limits and shall recover automatically in a safe manner after a loss of power supply.
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This follows the basic design requirements for electric installations in Sec.1 [1.2.4] . Additionally the control system of main propulsion engines has a back-up system for electrical power for the duration of 30 minutes, see Sec.9 [2.8.2.2].
2.8.3
It must be possible to control machinery/systems from only one location at a time, with clear indication showing the location of the control. Transfers between control stations without altering the control set points shall be provided. Transfer of control location will be indicated with visual and audible indication.
The requirements to be followed if control is possible from several control stations are defined in Sec.9
[2.4.6] and in Automation Ch.4 Sec.5 [1.1.13] and Ch.4 Sec.5 [1.1.14] .
2.8.4
Appropriate indication and feedback shall be provided at each control station to confirm that the system has responded to operator demands. The status of automatic control systems shall be indicated.
The requirements for the operation of different control stations and systems are defined in Sec.9 [2] and in the Propulsion Plants Ch.2 Sec.3 [8]
2.8.5
It must be possible to disable the automatic or remote control operation of essential machinery and systems to allow inspection and maintenance tasks to be safely performed on the machinery and systems.
For maintenance purposes all remote and automation functions for a machinery or system shall be safely disabled by hardware switching, see Sec.9 [1.5] .
2.8.6
Indications of impending slow-down / shut-down of essential machinery and systems shall be provided at acceptable locations with provision to take alternative actions if approved.
In general the Tables in Automation Ch.4 Sec.9
with alarms, indicators and consequential actions show – where relevant - also an R for required reduction of the performance of a machinery or system.
The conditions for reduction of the main propulsion plant are further specified in Automation Ch.4 Sec.4
[3.12] and for overriding facilities in 6 .
2.8.7
Automated control systems which utilise stored energy to start essential machinery shall be configured not to exhaust the stored energy completely and to provide an alert when the stored energy is below a critical limit.
Maintaining and monitoring of the charge condition of the starter batteries is to be ensured, fault conditions are to be alarmed, see Sec.7 [4.6.1.2].
Steps are to be taken to ensure that the batteries are kept charged and charge level is monitored, see Ship
Operation Installations and Auxiliary Systems Ch.5 Sec.6 [1.3.4] .
2.8.8
The monitoring system for system parameters is to have integrity appropriate for it’s intended purpose.
This is included in the basic design requirements for control, monitoring and safety systems according to
Sec.9 [1.2.4] .
2.8.9
For unmanned machinery spaces, a machinery control and alarm position shall be provided.
The machinery control centre is to be provided with the equipment defined in Automation Ch.4 Sec.5 [1.3] .
See also Propulsion Plants Ch.2 Sec.3 [8] .
2.8.10
The control system shall be arranged such that mutually exclusive commands can not be accepted.
The cooperation of control stations for remote control and the conditions for control transfer are specified in
Automation Ch.4 Sec.5 [1.1.13] .
2.8.11
Failure of the external control systems for essential safety functions shall initiate an audible and visual alert at the relevant control stations. It shall be possible to override the control system to regain control of the machinery or system.
Machinery control and monitoring systems shall trigger an optical and audible alarm, if unacceptable deviations from operating figures occur, see Sec.9 [2.6.1] .
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Overriding of safety systems will be provided in special cases to be agreed with the Naval Administration, the actuation is to be indicated and recorded, see Sec.9 [2.2.3] .
2.8.12
The control system shall fail safe, and where practicable the essential machinery or system shall maintain the last position or state prior to the failure or to a fail safe condition.
A basic design requirement is the non-critical behaviour in the event of power failure and restoration and of faults, see Sec.9 [1.2.4] .
In the event of failures or fluctuations of power supply, the appliances have to remain in their present operational setting or are changed to fail safe conditions, see Propulsion Plants Ch.2 Sec.2 [4.2] .
2.8.13
Operators shall have an independent, high integrity method to disconnect all energy sources that shall put machinery for essential safety functions into a known safe state.
Propulsion Plants Ch.2 Sec.2 [4.2] require that every driving machinery has to be provided with an emergency stopping device.
The requirements for the design of manual emergency stops are specified in Sec.9 [2.3] .
2.9 Alerts and safety systems (Regulation IV, 14)
2.9.1
An alert system shall be arranged with necessary panels at key locations as agreed with the Naval
Administration.
Panels for the ship’s control, monitoring and safety systems are to be provided locally at the machinery, in the machinery control centre (MCC) or the bridge/navigation centre, see Legacy Rules for Propulsion Plants
Ch.2, Sec.3, 8.
2.9.2
The design, construction and operation of the alert and safety systems shall consider human element requirements.
Control and monitoring systems have to be intelligible and user-friendly and have to follow ergonomic principles, see Sec.9 [1.2.10] .
Recognisability and constancy of the parameter settings, limits and actual values is to observed as a basic requirement, see Sec.9 [1.2.4] .
2.9.3
The operational status of the computer based system should be easily recognizable. Alerts should be visually and audibly presented with priority over other information in every operating mode of the system and should be clearly distinguishable from other information. When using general purpose graphical user interfaces, only functions necessary for the respective process should be available.
These requirements are contained in Sec.10 [3.10] and Sec.10 [3.11] .
2.9.4
The alert system and safety system shall be provided with a continuous supply of power.
The transitional power supply (UPS) shall be capable of simultaneously supplying a series of alarm and safety systems with at least a defined duration, see Sec.3 [4.2]
2.9.5
Where parameters of the alert system can be adjusted, the integrity of the system shall be maintained.
2.9.6
The status of an alert shall be clearly visible and a means to accept it from all appropriate locations as agreed with the Naval Administration. Visual indication of the alarm shall remain until the fault is cleared.
If a fault is indicated, the optical signal shall remain visible until the fault has been eliminated. It shall be possible to distinguish between an optical signal which has been acknowledged and one that has not been acknowledged.
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2.9.7
Machinery and systems shut-down by the safety system must be manually reset before allowing a restart.
In the event of disturbances, plants switched off automatically shall not be released for restarting until they have been manually unlocked, see Sec.9 [1.3.3].
2.9.8
Where the function of a safety system may lead to a greater hazard than the loss of the equipment, the Naval Administration may agree to an override feature.
Provision to override a safety system shall only be fitted when approved by the Naval Administration that the loss of the equipment avoids a greater hazard for ship and crew, see Sec.9 [2.2.3] .
2.9.9
The status of stand-by machinery and systems shall be indicated at appropriate control stations as agreed with the Naval Administration.
The actual status of stand-by circuits shall be monitored at the respective control station, see Automation
Ch.4 Sec.4 [9.1.10] . Changeover to another unit of essential equipment due to a fault shall be signalled optically and acoustically, see Sec.7 [4.7.1] .
2.9.10
As far as practicable the alert and safety systems shall be designed to fail to safe state.
The design of safety measures, open- and closed-loop controls and monitoring of equipment shall limit any potential risk in the event of breakdown or defect to a justifiable level of residual risk, see Sec.9 [1.2.3] .
In the event of failures or fluctuations of power supply, the appliances have to remain in their present operational setting or are changed to fail safe conditions, see Propulsion Plants Ch.2 Sec.2 [4.2] .
2.10 Programmable electronic systems (PES) (Regulation IV, 15)
2.10.1
The requirements specified for system integration (Reg. 16) shall be met.
Integration of systems is required in Sec.10 [3.7] . Further requirements to meet Regulation 16 are specified in Automation Ch.4 Sec.7
.
2.10.2
The safety requirements and any additional mitigation applicable to the implemented design shall be derived, including establishing the safety integrity requirements of each complex electronic equipment.
The measures needed to comply with the requirements of classes 4 and 5 may require separation of the computer equipment from conventional equipment or a redundant, diversified design for the computer equipment. See also Sec.10 [2.3.1] .
2.10.3
Evidence for the failure modes and failure rates of the complex electronic element shall be provided.
For requirement classes 4 and 5 and for complex systems evidence of failure modes (e.g. by FMEA) and failure rates shall be submitted, if requested by DNV GL, compare Sec.10 [4.2] .
2.10.4
The computer based system shall comply with relevant EMC requirements (Reg. 10)
It is requested that electrical and electronic equipment is not impaired in its function by electromagnetic energy, compare Sec.1 [10.5]
Computer systems of requirement class 2 or higher are subject to mandatory type approval, see Sec.10 [5.1]
The immunity to electromagnetic interference has to be proven by type approval tests .
2.10.5
The PES shall be arranged such that the configuration is protected against unauthorised or unintended change.
In Sec.10 [2.3] the different protection measures against modification of programs and data are specified for the five requirement classes of computer systems.
2.10.6
Where applicable, the synchronization of date and time stamping between separate equipment shall be considered.
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Between various systems standardized interfaces shall be used and synchronization of time is to be considered, see Sec.10 [3.5.9] .
2.10.7
There shall be no degradation of the sub-system functionality when integrated into a larger system.
The integration of functions belonging to independent systems shall not decrease the reliability of a single system, see Sec.10 [3.7] .
2.10.8
Programmable electronic systems shall maintain specific levels of performance in operation, and where necessary, under fault conditions.
In the event of failure and restarting of computer systems, the process shall be protected against undefined and critical states. A defect in one of the subsystems of the integrated system shall not affect the functions of other subsystems. See Sec.10 [3.1.5] and Sec.10 [3.7.2] .
2.10.9
Systems shall be readily usable under all intended operating conditions and shall support effective and efficient operation. Adequate safeguards against incorrect operation shall be provided.
Computer systems shall be designed in such a way that they can be used without special computer knowledge, compare Sec.10 [1.3.4] .
The concept of operations is a criterion for assignment of the requirement class. The hardware measures defined in Sec.10 Table 3 can be supported by e.g. assignment of entry authorizations, coding of data, recording of workflow and access operations, etc. See Sec.10 [2.3.2] .
If the operation is able to cause dangerous operating conditions, measures shall be taken to prevent its execution, see Sec.10 [3.9] .
2.10.10
The system repeatability and accuracy shall be adequate for the proposed use and shall be maintained at their specified value during their expected lifetime and normal use.
The requirements of the computer process under normal and abnormal operating conditions are defined in
Sec.10 [1.3]
2.10.11
Program and data held in the system shall be protected from corruption by loss of power.
Power supply shall be monitored and failures alarmed. Redundant systems shall be selectively fed, compare
Sec.10 [3.2] For transitional source of power see Sec.3 [4]
2.10.12
A management of change process shall be applied to safeguard against unexpected consequences of modifications.
Significant modifications of program contents and system-specific data, as well as a change of version, shall be documented and shall be retraceable. For computer systems of requirement classes 4 and 5 all modifications, even modifications of parameters, shall be submitted to DNV GL for approval, compare Sec.10
[2.3.2] .
2.11 Systems integration (Regulation IV, 16)
2.11.1
The integrity of essential machinery or systems, during normal operation and fault conditions shall be demonstrated.
The integrated system shall undergo comprehensive testing before and during sea trials. The integrity of the sub-systems and essential machinery shall be demonstrated during normal operation and fault conditions, see Automation Ch.4 Sec.7, [12] .
A test program is to be submitted to DNV GL in advance for approval. Systems and equipment are to be approved in accordance with agreed standards, criteria and/or procedures.
2.11.2
Any imposed equipment limitations shall be reflected in system design.
The requirements laid down for each machinery and system depend on their use and the processtechnological conditions see Sec.9 [1.2.1] .
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Computer systems shall fulfil the requirements of the process under normal and abnormal operating conditions, see Sec.10 [1.3.2] .
2.11.3
Systems shall be designed such that they will not unduly affect any other system (even under failure conditions).
In the event of faults, the structural level of integrated systems shall be free of reactive effects, Automation
Ch.4 Sec.7 [3.7.1] .
The integration of functions of independent equipment shall not decrease the reliability of the single equipment, see Automation Ch.4 Sec.7 [1.1] .
2.11.4
Failure of one part of the integrated system shall not affect the functionality of other parts except for those functions directly dependent on the defective part.
The failure behaviour of integrated systems has to be such, that a defect in one of the sub-systems shall not affect the function of other sub-systems, see Automation Ch.4 Sec.7 [3.7]
2.12 Human element (Regulation IV, 17)
Navigation bridge, machinery control centre and other conning and control positions as agreed with the Naval
Administration are to be designed with consideration for the human element:
2.12.1
Ensure that physical arrangements for machinery and equipment do not pose a risk to personnel.
The risks for crew and ship from operation of the propulsion plant (and other elements of the ship) shall be minimized. The principles of ergonomic design have to be considered. These principles are e.g. defined in
Propulsion Plants Ch.2 Sec.1 [1.8] .
The design has to ensure the safety of crew and ship from electrical hazards, compare Sec.1 [1.3] .
2.12.2
Ensure that information relating to the operation of the equipment does not result in unintended actions.
High working reliability shall be achieved by simple and clearly arranged operation processes as well as by application of type-approved products. Compare Propulsion Plants Ch.2 Sec.1 [1.8] .
2.13 Hazardous areas (Regulation IV, 18)
2.13.1
The categorization of hazardous areas with potentially flammable atmospheres shall be in accordance with a national or international standard agreed by the Naval Administration.
The categorization of hazardous areas is defined in Sec.1 [10.3] as part of explosion protection and bases on the standards of the International Electrotechnical Commission (IEC 60079-10)
2.13.2
Electrical machinery and systems shall not normally be located in spaces with potentially flammable atmospheres unless required for operational purposes and agreed by the Naval Administration.
Electrical equipment shall not be installed in hazardous areas 0, 1 and 2, unless it is necessary for the ship’s operation or safety. If necessary equipment is to be installed it shall be either manufactured according to a recognized standard or is to be certified by a recognized Authority. For further details see Sec.1 [10.3.12] .
2.13.3
Where machinery or electrical equipment is required to be fitted in a space with a potentially flammable atmosphere, it is to be of a type suitable for the environment for which it will be operated.
All electrical equipment, necessary to install in hazardous areas zone 0 and 1 shall be either manufactured according to a recognised standard such as IEC 60079 and certified by an authority recognised by DNV
GL, Certificates for electrical equipment to be installed in zone 2 may be requested by DNV GL, see Sec.1
[10.3.12].
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2.13.4
Where machinery is operated in a potentially flammable atmosphere, a means is to be provided to detect any abnormal parameters which may lead to ignition of the atmosphere.
For machinery which is operated in hazardous areas, provisions are to be provided to avoid the risk of ignition. These might be design measures, monitoring of critical parameters and/or bring the machinery in a safe condition, see Propulsion Plants Ch.2 Sec.1 [7.11] .
2.13.5
Any failure that can change the categorisation of a hazardous area shall be indicated in an alert.
If forced-draught ventilation is required to keep a certain status of a hazardous area, any fan failure shall be alarmed on the bridge, see Sec.15 [3.2] .
See also [13.4] .
2.13.6
The integrity of the boundary of the hazardous area shall not compromise the safety of the adjacent space.
If penetrations through boundaries of hazardous areas are required, the penetrations have to be gastight, see also Sec.12 [4.8] .
2.13.7
Suitable indication of the nature of the potential hazards shall be provided at the entrance(s) to the space, and on the equipment, where applicable.
Warning or caution labels are to be provided at the entrances, compare e.g. Sec.1 [10.3.5.3] or Sec.2 [6.2] or Sec.2 [6.7].
2.13.8
Arrangements to prevent unauthorized or inadvertent access to hazardous or potentially hazardous areas or equipment shall be provided in accordance with Naval Administration requirements.
Hazardous areas shall at least be marked as such at their access points, see Sec.1 [10.3] . In addition requirements of the Naval Administration are to be considered.
2.13.9
Measures shall be taken to reduce machinery noise in machinery spaces and transmitted noise to adjacent spaces to acceptable levels, as determined by the Naval Administration.
All aspects for noise measurements and acoustic aspects are specified in Hull Structures and Ship Equipment
Ch.1 Sec.16 [2] .
2.13.10
Personnel equipment and platform are to be protected from the risk of static electricity.
All metal parts shall be earthed if, in the event of a fault there is the possibility to get in contact with live components either by direct contact or arcing, see Sec.1 [10.3.14] and Sec.8 [2.6].
2.13.11
Any hazardous area which has a risk of personnel becoming inadvertently locked in, shall have a means to escape.
Means of escape are to be provided, compare the Rules for Hull Structures and Ship Equipment Pt. 3 Ch.1,
Sec.20, 2.4 or a lock-in alarm to a permanently manned station is to be installed, see e.g. Ship Operation
Installations and Auxiliary Systems Ch.5 Sec.12 [9.2.9] .
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3 Performance requirements of Chapter VI – Fire safety
3.1 Goal
For effective fire safety, the ship and its arrangements are to be designed, constructed, maintained and operated in such a way that as far as is practicable, fire can be prevented, detected, contained and extinguished whilst maintaining essential safety functions during and after the outbreak of a fire.
3.2 Detection and alarm (Regulation VI, 7)
3.2.1
A fixed fire detection and fire alarm system shall be provided in accordance with provisions of this regulation.
The requirements for a centralized fixed fire detection and alarm system are specified in Sec.9 [4.3] .
3.2.2
A fixed fire detection and fire alarm system and a sample extraction smoke detection system required in this regulation and other regulations in this Chapter shall be of an approved type and comply with the
Fire Safety Systems Code or other standard agreed by the Naval Administration, taking into account the requirements of paragraph 23 (see [2.13] ).
According to Sec.9 [4.3.1.2] fire detection and fire alarm systems are subject to mandatory type-approval.
Type approval for fire detection systems and sensors is also required by Automation Ch.4 Sec.8 [5.1] .
3.2.3
Where a fixed fire detection and fire alarm system is required for the protection of spaces other than those specified in paragraph 9 (see 2.8), at least one detector complying with the Fire Systems Code or other standard agreed by the Naval Administration shall be installed in each such space.
The positioning of fire detectors is defined in Ship Operation Installations and Auxiliary Systems Ch.5 Sec.9
[3] .
3.2.4
For all new ships, remotely and individually identifiable fire detectors are mandatory.
This is an additional request of NSC, such detectors are not mandatory according DNV GL Naval Rules. But if they are applied, the technical requirements of Sec.9 [4.3.6] have to be met.
3.2.5
The Naval Administration may require detection and alarm arrangements in spaces adjacent to high fire risk spaces based on the fire risk analysis (for example machinery spaces of category A and special category spaces) for fire control and monitoring.
The spaces to be provided with fire detection and alarm systems on ships other than those with Class
Notation SFP are defined in Ship Operation Installations and Auxiliary Systems Ch.5 Sec.9 [3.2.1] .
3.2.6 Installation
A fixed fire detection and fire alarm system shall be installed in:
— periodically unattended machinery spaces
— machinery spaces where fuel oil or flammable hydraulic fluids are in circuits
Fire detection is required in these spaces according to Ch.5 Sec.9 [3.2.1] .
The Naval Administration may require a CCTV system for machinery space(s) based on fire risk and the supervision from the continuously manned control station.
If camera surveillance shall be installed, the technical requirements according to Automation Ch.4 Sec.7 [8] have to be observed.
3.2.7 Design
— The fixed fire detection and fire alarm system required in paragraph 2.6 shall be so designed and detectors so positioned as to detect rapidly the onset of fire in any part of those spaces and under any
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normal conditions of operation of the machinery and variations of ventilation as required by the possible range of ambient temperatures. Except in spaces of restricted height and where their use is specially appropriate, detection systems using only thermal detectors shall not be permitted. The detection system shall initiate audible and visual alarms distinct in both respects from the alarms of any other system not indicating fire, in sufficient phases to ensure that the alarms are heard and observed on the navigation bridge and at the continuously manned control station. When the navigation bridge is unmanned, the alarm shall sound in a place where a responsible member of the crew is only duty.
The types of fire detectors to be applied are specified in Sec.9 [4.3.3].
Activation of a fire detector shall initiate an alarm at the central fire alarm panel and at the additional indicating devices, see Sec.9 [4.3.2] . It shall be possible to identify the place where the triggered fire detector is fitted.
— For machinery enclosures, a minimum of two detector types are to be provided, a smoke detector and a flame or heat detector as appropriate. Automatic release of the local application fire extinguishing system for the enclosure is to be activated upon detection by two of the detectors. A fault in one detector is to initiate an alarm at an attended control station and is not to inhibit activation of the system under the control of the other detector or manually.
For engine enclosures (diesel engines or gas turbines) a fixed water-based local application fire fighting systems (FWBLAFFS) is recommended, see Sec.9 [4.4] .
— For machinery enclosures, the detection system shall initiate an audible alarm within the enclosure and in the space on which the enclosure is located.
Activation of a local application system in enclosures shall give a visual and distinct audible alarm in the machinery space and at a continuously manned station (e.g. MCC). This alarm shall indicate the specific system activated, see Sec.9 [4.4.7] .
3.2.8 Fire detectors in accommodation spaces
Fire detectors shall be installed in all stairways, corridors and escape routes within accommodation spaces as provided in [2.9] .
If accommodation is equipped with an automatic water spray system (sprinkler), it shall additionally be provided with a fire detection and alarm system with automatic smoke detectors and manually operated call points with displays on the navigating bridge, compare Sec.9 [4.3.7] .
Consideration shall be given to the installation of special purpose smoke detectors within ventilation ducting.
The position and number of detectors shall be specified under consideration of machinery space ventilation, so that all endangered areas are safely covered according to Automation Ch.4 Sec.4 [8.5] .
3.2.9 Fire detectors for different ship types
For Type A ships it is to be considered:
— fire detection and fire alarm system in service spaces, control stations and accommodation spaces, including corridors, stairways and escape routes within accommodation spaces
— spaces having little or no fire risk need no system
For Types B ships carrying more than 60 and less than 240 non-crew members it is to be considered:
— fire detection and alarm system in accommodation and service spaces, control stations
— smoke detection in corridors, stairways and escape routes within accommodation spaces
For Type B ships carrying not more than 60 non-crew members, Type C and Type D ships it is to be considered:
— a fixed fire detection and alarm system shall be installed and arranged to provide smoke detection in all corridors, stairway and escape routes within accommodation spaces
In hold spaces of Type A and B ships is to be considered:
— a fixed fire detection and fire alarm system or a sample extraction smoke detection system shall be provided in any cargo space which is not accessible.
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DNV GL defines the types of spaces where fire detection and alarm systems are to be provided in Ship
Operation Installations and Auxiliary Systems Ch.5 Sec.9 [3.2.1] independently from ship size.
3.2.10 Manually operated call points
3.2.10.1 Manually operated call points complying with the Fire Safety Systems Code or other standard agreed by the Naval Administration shall be installed throughout the accommodation spaces, service spaces and control stations. On manually operated call point shall be located at each exit. Manually operated call points shall be readily accessible in the corridors of each deck such that no part of the corridor is more than
20 metres from the manually operated call point.
Such manually operated call points are defined in Sec.9 [4.3.3.8] .
3.2.10.2 Manually operated call points shall be available on each exit of the machinery spaces of category A, each exit of the galleys, as well as those of the special category spaces and on Type (H) ships all other areas of major fire hazard.
Additional requirements of NSC.
3.2.11 Fire patrols or equipment
Not subject to Classification! To be organised by Naval Administration!
3.2.12 Fire alarm signalling systems in ships
Naval ships shall at all times be so manned to ensure that any fire alarm is immediately received.
Manning is responsibility of Naval Administration.
The control panel of fixed fire detection and fire alarm systems shall be designed on the fail-safe principle
(e.g. an open detector circuit shall cause an alarm condition).
According to Sec.9 [2.6.7] alarm shall be designed according to the closed-circuit principle or the monitored open-circuit principle. Equivalent monitoring principles are permitted.
Ships shall have the fire detection alarms centralised in central control station. For Type A ships also shall be centralised:
— remote closing of the fire doors
— indicate open or closed positions of fire doors
— reactivation of ventilation fans
According to Sec.9 [4.3.2] the activation of a fire detector shall initiate an alarm at the central fire alarm panel and the additional indicating devices. The central fire alarm panel shall be located on the bridge, in the
Machinery Control Centre (MCC) and, if necessary, in other control stations.
Centralised indication and remote control of fire doors and ventilation fans is additional requirement of NSC.
If required by Naval Administration see RU SHIP Pt.4 Ch.8
The control panel shall be powered from the main source of electrical power and emergency source of electrical power.
According to Sec.9 [4.3.5] the fire alarm system shall be supplied from at least two sources of electrical power. Should one supply fail, automatic change-over to the other power supply shall take place in, or close to, the central fire alarm panel. The change-over shall be signalled optically and audibly.
3.2.13 Fire safety systems code
Chapter 9 of the FSS Code for fixed fire detection and fire alarm systems is to be applied with the changes incorporated below.
3.2.14 Sources of power supply
3.2.14.1 There shall be not less than two sources of power supply for the electrical equipment used in the operation of the fixed fire detection and fire alarm system, one of which shall be an emergency source, which
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may be a second main switchboard where both feeding switchboards can not be put out of service at the same time in any event.
According to Sec.9 [4.3.5] the fire alarm system shall be supplied from at least two independent sources of electrical power.
3.2.14.2 The supply shall be provided by separate feeders reserved solely for that purpose. Such feeders shall run to an automatic change-over switch situated in or adjacent to the control panel for the fire detection system.
According to Sec.9 [4.3.5.2] operation of the automatic change-over switch or a failure of one of the power supplies shall not result in permanent or temporary degradation and fire detection and fire alarm system.
3.2.14.3 The main (respective emergency) feeder shall run from the main (respective emergency) switchboard to the change-over switch without passing through any other distributing switchboard.
Not expressly required in DNV Rules for Classification of Naval Vessels.
3.2.15 Detectors
For detectors the following has to be considered:
— the operation temperature of heat detectors in drying rooms and similar spaces may be up to 30 °C above the deckhead temperature
— a section of fire detectors which covers a control station, a service space or an accommodation space shall not include machinery spaces of category A or ammunition spaces
— one control panel is to be provided per safety zone
— for ships with a length above 50 m, remotely and individually identifiable fire detectors are mandatory
— without remotely identifying each detector individually no fire section shall include not more than one deck and 50 enclosed spaces
— for remotely and individually identifiable fire detectors, the control section may cover several decks and any number of enclosed spaces
— in ships of less than 20 m in breath, the same section of detectors may serve spaces on both sides of the ship
— the defined maximum spacing of detectors is to be kept
— indicating units shall as a minimum, denote the section in which a detector has been activated or manually call point operated
— it is necessary to identify all spaces and any associated fire zones
The requirements for detectors in naval ships are specified in Sec.9 [4.3.3] . A part of the requirements created above are additional requirements of NSC.
3.2.16 Testing
Independent verification of the functioning of fire detection system and arrangements is to be carried out in accordance with an agreed test programme. It is to be considered:
— testing under different conditions of ventilation and machinery operation
— each detector is to be tested individually
— testing by means of equipment producing hot air, smoke or aerosol particles
According to Sec.17 [4.3.7] operational tests of all control, monitoring and ship’s safety systems shall be performed. Comprehensive tests at the manufacturer’s works, on board and at sea trials are also required for automated systems according to Automation Ch.4 Sec.8
.
3.2.17 Detector type
Detection is required in any risk spaces and spaces containing equipment providing essential safety functions when such spaces are unattended, at least for the spaces listed in Sec.7 Table 2 for ship types A, B, C and
Sec.7 Table 3 for ship type D.
Detectors are smoke detectors, flame detectors, heat detectors and other detectors requested by the Naval
Administration.
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DNV GL Naval Rules are not making a difference for the detector types to be installed in different ship size and types. For naval ships which might be considered as high speed craft additional advice is given in RU
HSLC .
3.2.18 Other requirements
In Type B(H) and C(H) ships as a minimum, an alarm shall immediately sound in the space where a detector has been activated and in the continuously manned control station. This alarm can be an integrated part of the detector or be provided from the fire detection control unit.
According to Sec.9 [4.4.7] activation of any local application system, like FWBLAFFS in machinery spaces, shall give a visual and distinct audible alarm in the machinery space and at a continuously manned station
(e.g. MCC). This alarm shall indicate the specific system activated.
3.2.19 Optional requirements
It should be possible to isolate a section/loop of detectors in a safety zone for a duration of less than 30 minutes with the aim if smoke evacuation for recovering a damaged space. The isolation shall automatically revert to the operations mode after 30 minutes.
Such requirement for detectors is not included in DNV GL Naval Rules. .
It should be possible to isolate individual detectors to avoid nuisance alarms during work.
According to SHIP Pt.4 Ch.9
in workshops and rooms where detectors are liable to be actuated, e.g. by welding, they may be temporarily ineffective. The detectors shall automatically become operative again after a pre-set time.
4 Performance requirements of Chapter VII – Escape, evacuation and rescue
4.1 Goal (Regulation VII, 0)
The arrangement for the escape, evacuation and rescue of embarked persons shall be designed, constructed and maintained to:
4.1.1
provide effective escape for all embarked persons from all manned spaces to a place of safety in the event of foreseeable accidents and emergencies at least until the threat until the threat has receded;
4.1.2
provide an effective means of evacuation from the ship;
4.1.3
provide an effective means of recovering persons from the sea.
4.2 Regulations VII, 1 to 9
The requirements of these Regulations are not subject to Classification!
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4.3 General emergency alarm system (Regulation VII, 10)
4.3.1
The general emergency alarm shall:
— be clearly noticeable by all embarked persons
— be easy distinguishable and recognisable
— be continuously available
— be protected from hazards such as fire, vibration, electrical interference, flooding
— be provided such that any incident which may cause alarm failure shall be guarded against by system or equipment redundancy
— be operable from strategic escape, evacuation and rescue positions
The general requirements for the general emergency alarm are defined in Sec.9 [4.1] .
4.3.2
Unless provided otherwise in this Code, the general emergency alarm shall comply with:
— LSA Code Paragraph 7.2.1 “General emergency alarm system”
— IMO resolution A.1021(26) “Code on alarms and indicators”
According to Sec.9 [4.1.2] regarding the required sound pressure level the IMO LSA Code (resolution
MSC.48(66) may be observed.
4.3.3
A demonstration shall be used to verify whether the general emergency alarms is distinguishable from other signals on board.
According to Sec.17 [4.3.7] operational tests of all control, monitoring and ship’s safety systems shall be performed.
4.3.4
The general emergency alarm shall be clearly audible across the upper deck and within every compartment with all doors and accesses closed unless, specifically stated otherwise by the Naval
Administration. A trial shall demonstrate that the general emergency alarm is clearly audible and/or visible.
According to Sec.9 [4.1.1] additional optical means of alarm may be required in areas with high noise levels.
4.3.5
When the general emergency alarm system is integrated within another system, such as entertainment systems, the alarm system shall have automatic priority over other system input, so that all alarms will be broadcast even if any loudspeaker in the spaces concerned has been switched off or its volume has been turned down.
The requirements if the public address system is used to announce the general emergency alarm are specified in Sec.9 [4.2.2] .
4.3.6
A number of operating positions shall be available for the general emergency alarm system. As a minimum this shall include the bridge, operations room and the main damage control headquarters. The operating positions shall be such that at sea:
— at least one operating position is continuously manned
— during periods of increased risk, at least two of these positions are continuously manned (e.g. RAS, constricted navigational situations)
According to Sec.9 [4.1.1] it shall be possible to release the alarm from the bridge, the combat information centre (CIC) and from other strategically important locations.
Manning is responsibility of Naval Administration.
4.3.7
The power supply to the general emergency alarm shall comply with the requirements of Regulation 14
(see [7] ).
If the respective source of electrical power fails, the general emergency alarm system shall be powered by the transitional power supply of electrical power, see Sec.3 [4] .
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4.3.8
A FMEA shall be approved by the Naval Administration showing any incident that may cause alarm failure is guarded against a system or equipment redundancy.
Not required by DNV GL!
4.3.9
Communication equipment located or used in areas where flammable gases may be present shall be certified intrinsically safe.
According to Sec.1 [10.3] electrical equipment in hazardous areas shall be of a certified safe type. Details are defined for different types of spaces.
4.4 Main broadcast system (Regulation VII, 11)
4.4.1
The main broadcast system shall
— allow one-way verbal communication to embarked persons
— be clearly noticeable by all embarked persons
— be easily distinguishable and recognisable
— be continuously available
— be protected from hazards such as fire, vibration, electrical interference, flooding
— be provided such that any incident which may cause alarm failure shall be guarded against by system or equipment redundancy
— be operable from strategic escape, evacuation and rescue positions
In DNV GL Naval Rules Sec.9 [4.2] the main broadcast system is named public address system. In addition to the general emergency alarm system, a public address system is required which can be operated from the bridge, the CIC, the DCC, and other strategic locations. The public address system shall be audible throughout the accommodation area, at the crew’s normal working places, at the stations manned during combat and at the strategically important locations.
4.4.2
Unless provided otherwise in this Code, the main broadcast system shall comply with:
— LSA Code Para 7.2.2 “Public address system”
— IMO Res. A.1021(26) “Code on alarms and indicators”
— IMO MSC Circular 808: “Recommendation on performance standards for public address systems on passenger ships, including cabling”
To be investigated for Class Notation NSC (VII) case by base.
4.4.3
When in any referenced IMO documents the term “public address system” is used, it should be read to mean “main broadcast system” for the purpose of the Naval Ship Code.
DNV GL follows IMO designation.
4.4.4
The main broadcast system shall be clearly distinguishable across the upper deck and within the ship with all doors and accesses closed, unless stated otherwise by the Naval Administration. A trial shall demonstrate that the main broadcast system is clearly audible and/or visible.
In case of an emergency the announcements in all areas shall be understandable and above the ambient noise, see Sec.9 [4.2.2.9] .
According to Sec.17 [4.3.7] operational tests of all control, monitoring and ship’s safety systems shall be performed.
4.4.5
When main broadcast system is integrated with systems other than the general alarm system, the broadcast system shall have automatic priority over any other system input, so that all announcements will be broadcast even if any loudspeaker in the spaces concerned has been switched-off, its volume turned down or the main broadcast system is used for other purposes.
To be investigated case by case if public address system is combined with other systems.
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4.4.6
A number of operating positions shall be available for the general emergency alarm system. As a minimum this shall include the bridge, operations room and the main damage control headquarters. The operating positions shall be such that at sea:
— at least one operating position is continuously manned
— during periods of increased risk, at least two of these positions are continuously manned (e.g. RAS, constricted navigational situations)
According to Sec.9 [4.1.1] it shall be possible to release the alarm from the bridge, the combat information centre (CIC) and from other strategically important locations.
Manning is responsibility of Naval Administration.
4.4.7
The power supply to the general emergency alarm shall comply with the requirements of Regulation 14
(see. [7] .)
If the respective source of electrical power fails, the general emergency alarm system/loudspeaker system shall be powered by the transitional power supply of electrical power, see Sec.3 [4] .
4.4.8
A FMEA shall be approved by the Naval Administration showing any incident that may cause alarm failure is guarded against a system or equipment redundancy.
Not required by DNV GL!
4.4.9
Loudspeakers shall be continuously rated for their proportionate share of amplifier output and protected against short-circuits.
According to Sec.9 [4.2.2.7] short-circuits in loudspeakers shall not lead to a failure of the entire loudspeaker circuit.
The requirement is deemed to have been met if the individual loudspeakers are supplied via transformers and short-circuit on the secondary side of the transformer does not impair the function of the other loudspeakers.
4.4.10
Communication equipment located or used in areas where flammable gases may be present shall be certified intrinsically safe.
According to Sec.1 [10.3] electrical equipment in hazardous areas shall be a certified safe type. Details are defined for different types of spaces.
4.5 On board two-way communication (Regulation VII, 12)
4.5.1
On board two-way communication systems shall:
— allow clear and distinguishable two-way verbal communication
— be suitably rated for the environment under which it will operate
— have complete system redundancy
The general requirements for important voice communications (intercommunication systems and talk-back systems) are specified in Sec.9 [3.5.1] .
4.5.2
The two-way communication system shall be operable from all strategic escape, evacuation and rescue positions, such as bridge and/or the command, damage control stations, muster stations (if provided) and evacuation stations, machinery control room.
The voice communications which are required (like bridge – radio, bridge – MCC, bridge – machinery, bridge
– steering gear, bridge – CIC, etc.) are defined in Sec.9 [3.5.1.2] .
4.5.3
An emergency means comprised of either fixed or portable equipment or both shall be provided for two-way communications between strategic positions for escape, evacuation and rescue.
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According to Sec.9 [3.5.2] the following requirements for a voice communications in an emergency have to be met:
4.5.3.1 An intercommunication system shall be provided which enables commands to be transmitted between strategically important locations, the assembly points, the emergency control stations, the muster stations and the launching stations of lifesaving equipment.
4.5.3.2 This system may consist of portable or permanently installed devices and shall also be operable in the event of the failure of the electrical power generation plants.
4.5.4
Additionally, on vessels fitted with a MES, two-way communication shall be provided between the MES embarkation point and the platform or survival craft.
Not required by DNV GL!
4.5.5
The power supply to the internal two-way communication system shall comply with the requirements of Regulation 14 – Power supply to escape, evacuation and rescue systems (see 7.). Alternatively a redundant system not requiring a power supply shall be provided such as sound powered telephones or battery powered portable equipment.
See [5.3.2] .
4.5.6
Complete system redundancy shall be demonstrated through an FMEA.
Not required by DNV GL!
4.5.7
Cables for internal communication systems shall be routed clear of galleys, machinery spaces and their casings and other high fire risk areas, except for supplying equipment in those spaces.
The requirements for routing and installation of cables are specified in Sec.12 [4] .
4.5.8
Communication equipment located or used in areas where flammable gases may be present shall be certified intrinsically safe.
According to Sec.1 [10.3] electrical equipment in hazardous areas shall be a certified safe type. Details are defined for different types of spaces.
4.5.9
Performance requirements at [5.1] shall be verified by a risk assessment and/or demonstration.
Risk assessment not required by DNV GL!
According to Sec.17 [4.3.7] operational tests of all control, monitoring and ship’s safety systems shall be performed.
4.6 External communication equipment (Regulation VII, 13)
Not subject to Classification! For cables in the vicinity of radio communication rooms, see Sec.12 [4.9] .
4.7 Power supply to escape, evacuation and rescue systems (Regulation
VII, 14)
4.7.1
Power supply to escape, evacuation and rescue systems shall:
— have sufficient capacity to simultaneously operate any combination of escape, evacuation and rescue equipment with any other essential consumers
— operate for a period as necessary to complete all escape, evacuation and rescue activities
— be provided such that any incident which may cause power supply failure shall be guarded against by system or equipment redundancy, so that nominated equipment will be powered continuously
— have minimised susceptibility to damage
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These requirements will be fulfilled inter alia by Sec.11 [2.5] for escape, evacuation and rescue lighting or by
Sec.14 [5.4] for uninterrupted power supply, if applicable.
For ships with Class Notation NSC (VI) see [2.4].
4.7.2
The power supply to the following escape, evacuation and rescue systems shall fulfil the requirements of Chapter IV Engineering Systems:
— main broadcast system
— general emergency system
— internal communication system
— escape, evacuation and rescue lighting system
— radio communication equipment
— electrically powered way finding systems
— electrically powered operated doors
— additional systems as deemed necessary by the Naval Administration
According to Sec.3 [4] such systems are to be connected to the transitional electrical power supply with an operating time of at least 3 hours.
The escape, evacuation and rescue lighting is to be supplied by an independent source of electrical power according to Sec.11 [2.5] .
Way finding systems are not required by DNV GL!
The requirements for electrically powered operated doors are to be agreed case by case.
For details see DNVGL-SHIP Pt.4 Ch.8
4.7.3
Failure of any power supply to any of the above systems shall operate an audible and visual alarm.
See Sec.14 [5.4.3.5] .
4.8 Lighting during escape, evacuation and rescue emergencies (Regulation
VII, 15)
4.8.1
Escape, evacuation and rescue lighting systems shall:
— provide sufficient illumination to any location essential for any escape, evacuation and rescue activity
— operate for a period as necessary to complete all escape, evacuation and rescue activities
— be provided such that any incident which may cause lighting failure shall be guarded against by system or equipment redundancy
— have minimised susceptibility to damage
4.8.2
The following locations shall be served by emergency lighting:
— all primary and secondary escape routes giving access to the muster stations (if provided) and evacuation stations
— all muster stations (if provided)
— all launching stations, including survival craft, its launching appliances, and the area of water into which it is to be launched
— all evacuation stations, both at the station as at the survival craft in the water
— machinery spaces and workshops so that embarked persons do not come into contact with moving machinery
— exits from galleys and associated areas to define clearly the nearest escape route, avoiding hot equipment
— additional locations as deemed necessary by the Naval Administration
4.8.3
The requirements for DNV GL escape, evacuation and rescue lighting are specified in Sec.11 [2.5] .
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4.9 Escape routes and escape exits (Regulation VII, 16)
See Hull Structures and Ship Equipment Pt.1 Ch.2 Sec.20 [2] and Pt.1 Ch.2 Sec.24
.
4.10 Fixtures and fittings on escape routes (Regulation VII, 17)
See Hull Structures and Ship Equipment Pt.1 Ch.2 Sec.20 [2] and Pt.1 Ch.2 Sec.24
.
4.11 Way finding systems (Regulation VII, 18)
4.11.1
For general aspects see Hull Structures and Ship Equipment Pt.1 Ch.2 Sec.20 [2] and Pt.1 Ch.2
Sec.24
.
4.11.2
When Electrically Powered Low Location Lighting or Electrically Powered Directional Sound is installed to enhance Photo Luminescent Low Location Lighting, it shall:
— be provided with escape, evacuation and rescue power supply as started in Regulation 14, (see 7.)
— be capable of being manually activated by a single action from a continuously manned central control station. Additionally it may start automatically in the presence of smoke.
Not required by DNV GL!
4.11.3
Additionally, Electrically Powered Directional Sound shall be approved by the Naval Administration based on a risk assessment to ensure that it complies with the performance requirements.
Not required by DNV GL!
4.11.4
The Naval Administration shall ensure that such lighting or photo-luminescent equipment has been evacuated, tested and applied in accordance with the FSS Code.
Responsibility of Naval Administration!
4.11.5
The functionally of each escape way-finding system shall be demonstrated by practical tests to the satisfaction of the Naval Administration.
According to Sec.17 [4.3.7] operational tests of all control, monitoring and ship’s safety systems shall be performed.
4.12 Muster station (Regulation VII, 19)
To be considered during ship arrangement and design by Naval Administration and Shipyard.
4.13 Emergency escape breathing devices (Regulation VII, 20)
Not subject to Classification!
4.14 Stretchers (Regulation VII, 21)
Not subject to Classification!
4.15 Launching arrangements (Regulation VII, 22)
Not subject to Classification according to these DNV GL Naval Rules!
The technical requirements can be found in DNVGL-ST-0377 .
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4.16 Evacuation arrangements (Regulation VII, 23)
To be considered during ship arrangement and design by Naval Administration and Shipyard.
4.17 Survival craft (Regulation VII, 24)
Not subject to Classification according to these DNV GL Naval Rules!
4.18 Life jackets (Regulation VII, 25)
Not subject to Classification!
4.19 Personal thermal protection suits (Regulation VII, 26)
Not subject to Classification!
4.20 Rescue arrangements (Regulation VII, 27)
Not subject to Classification!
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DNV GL
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