Piri Reis University

Faculty of Maritime – Department of Marine Engineering

SMME422-Marine Electrotechnology-II

Ship electric plant- Ships electric requirements

In commercial ships, electrical, main propulsion and steering systems are vitally important,
respectively. If one of these is not working, the commercial ship cannot sail. The most
important one is the electrical system. For this reason, the economical, continuous, efficient,
safe, secure and environmentally friendly operation of the infrastructure established for the
supply, distribution and consumption of electrical energy is never ignored. Although the main
energy source is hydro-carbon based fuels, almost all systems and devices now work with
electrical energy. The investment cost, production, transportation, assembly and operation of
electrical system elements are more affordable than other energy production sources.

In addition, voltage (V=volt), current (I=ampere), frequency (f=cycle), impedance (Z=ohm) and
insulation resistance (GR=ohm) are dynamic variables that must always be kept within
operating limits, and observation, Adjustments and calibrations must be made meticulously.
All of these parameters are related to the monitoring, analysis, interpretation, decision-
making and implementation of decisions made at the production, distribution and
consumption stages of electrical energy. For this reason, the Marine Engineer responsible for
the watch must have thrustable knowledge and experience on every element that make up
the ship's electrical system. Marine Engineer is not a designer or manufacturer engineer but,
operational management engineer on site. His duty is to operate all systems and devices of
the ship under his responsibility in an economical, continuous, efficient, safe, secure and
environmentally friendly manner, within the ethical and technical rules required by the
profession. The basis of the contract he will make with his company is based on this.

Except for special designs, the electrical systems of all commercial ships are designed,
produced, assembled, tested and commissioned in accordance with almost the same
specifications rules, laws and principles, in EEEI standards, under the control of Shipbuilding
Classification Societies.

Today, the trend towards electrical energy has accelerated in order to reduce the great
physical, chemical, biological and psychological damage caused to the climate, environment
and health by flue gases and wastes produced by the burning of hydro-carbon-based fuels.
This situation requires Marine Engineers to be more knowledgeable and experienced in ship
electrotechnology.

General structure of ship electrical system

As with every system, the ship electrical system also has a beginning and an end. The ship's
electrical system starts in the hydro-carbon-based fuel tank and ends with the consumer
converting the generated electrical energy into a job. Between these two points are the

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 Piri Reis University
Faculty of Maritime – Department of Marine Engineering
SMME422-Marine Electrotechnology-II

production, distribution and consumption functions of electrical energy, respectively, and the
devices and elements that will perform these functions (Figure.1).

Base Energy Electric Energy Electric Energy Electric Energy

Source Production Distribution Consumption

Hydrocarbons Diesel- Generator Ward Leonard

in liquid form Generator Control Panel system
Alcohols Shaft - Main Switch Thrusters
(methanol, Generator Board
ethanol) Gas Turbo- High &Low Azimuth
LPG (propane Generator Voltage Panels thrusters
and butane)
Steam Turbo- Emergency Azipods
Hydrogen Generator High &Low
Voltage Panels
Emergency Lighting system
Diesel-
Transformers
Generator
High &Low
Voltage Panels
Electronics
Transformers

Electric Motors
Cables

Figure.1 Ship electric plant concept

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 Piri Reis University
Faculty of Maritime – Department of Marine Engineering
SMME422-Marine Electrotechnology-II

Figure-2 A typical electrical plant of a LCC tanker

In order to provide international convenience and practicality, electrical energy is produced in

two standards: European (EU) and American (USA). In EU standard, voltage is 380 ± 10% volts,

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 Piri Reis University
Faculty of Maritime – Department of Marine Engineering
SMME422-Marine Electrotechnology-II

frequency is 50 Hertz, Phase Φ 1 and 3. In the US standard, voltage is 440 ± 10% volts,
frequency is 60 Hertz, Phase Φ 1 and 3. Therefore, a Marine Engineer who will work on any
merchant ship must first of all know the ship's electrical standard.

Marine Engineers manage the ship's electrical system with command elements and signals,
and also control it with elements and signals such as actuators, sensors and monitors installed
at the necessary points. Command and control operations must continue in a sustainable
manner for the safety of the ship, device, system and life. Marine Engineers, especially during
the periods when they are responsible for the shift, carefully observe, analyze and interpret
all data related to the electrical system, decide on the necessary actions and implement this
decision. Therefore, Marine Engineers must be very well familiar with the command-and-
control elements provided on either local or remote panels and their signals. This is very
important for them for making fast and correct analysis, interpret and decisions to apply
necessary counter measures.

As with every system, the ship's electrical system is protected by various safety mechanisms
either toward the start point to the end point or vise-versa.

Low voltage
Over current
Over speed
Over load
Phase Loss
Short circuit
Open circuit
Grounding
Low insulation
Over heating
Unusual vibration

Base Energy Electric Energy Electric Energy Electric Energy

Source Production Distribution Consumption

Figure.3 Basics of the ships electric plant protection

Marine Engineers must be familiar with the electric system malfunctions, safety and
protection devices. They must have also enough acknowledged as well as experience how to
set, adjust this equipment and acknowledge, clear and reset the alarms.

Marine Engineers must be familiar with the ship electric plant standards to operate the ship
electrical systems and machinery sustainably in economic, continuous, efficient, safe, secure
and environmental conditions.

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 Piri Reis University
Faculty of Maritime – Department of Marine Engineering
SMME422-Marine Electrotechnology-II

Design, manufacturing, installation and operation of ship electrical systems are based on IEC
standards to meet the needs determined by authorities such as IMO and STCW. The IEC 60092
series includes international standards for electrical installations in sea-going ships,
incorporating good practice and coordinating, as far as possible, existing rules. These
standards form a code of practical interpretation and amplification of the requirements of the
International Convention for the Safety of Life at Sea, a guide for future regulations which may
be prepared and a statement of practice for use by ship-owners, shipbuilders and appropriate
organizations.

IEC 60092 ELECTRICAL INSTALLATIONS IN SHIPS

Part 101: Definitions and general requirements

1. Scope

This part of IEC 60092 is applicable to electrical installations for use in ships. The definitions
and general requirements given in this part are applicable, unless otherwise indicated, to
other parts of the IEC 60092 series.

2. Normative references

The following documents are referred to in the text in such a way that some or all of their
content constitutes requirements of this document. For dated references, only the edition
cited applies. For undated references, the latest edition of the referenced document
(including any amendments) applies.

IEC 60034-30-1, Rotating electrical machines – Part 30-1: Efficiency classes of line operated AC
motors (IE code)
IEC 60079 (all parts), Explosive atmosphere
IEC 60092-201, Electrical installations in ships – Part 201: System design – General
IEC 60092-305, Electrical installations in ships – Part 305: Equipment – Accumulator (storage)
batteries
IEC 60092-504:2016, Electrical installations in ships – Part 504: Automation, control and
instrumentation
IEC 60529, Degrees of protection provided by enclosures (IP Code)
IEC 60533, Electrical and electronic installations in ships – Electromagnetic compatibility (EMC)
– Ships with a metallic hull
IEC 60664-1, Insulation coordination for equipment within low-voltage systems – Part 1:
Principles, requirements and tests

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 Piri Reis University
Faculty of Maritime – Department of Marine Engineering
SMME422-Marine Electrotechnology-II

IEC 60695-11-5, Fire hazard testing – Part 11-5: Test flames – Needle-flame test method –
Apparatus, confirmatory test arrangement and guidance
IEC 61439-1:2011, Low-voltage switchgear and control gear assemblies – Part 1: General rules

1. Scope

This document is applicable to the main features of system design of electrical installations
for use in ships.

2. Normative references

IEC 60092-201, Electrical installations in ships – Part 201: System design – General

The following documents are referred to in the text in such a way that some or all of their
content constitutes requirements of this document. For dated references, only the edition
cited applies. For undated references, the latest edition of the referenced document
(including any amendments) applies.

IEC 60092-101, Electrical installations in ships – Part 101: Definitions and general requirements
IEC 60092-202, Electrical installations in ships – Part 202: System design – Protection
IEC 60092-401, Electrical installations in ships – Part 401: Installation and test of completed
installation
IEC 60364-1, Low-voltage electrical installations – Part 1: Fundamental principles, assessment
of general characteristics, definitions
IEC/IEEE 80005 (all parts), Utility connections in port - IMO, International Convention for the
Safety of Life at Sea (SOLAS):1974, consolidated edition 2009

Electric shipping and hybrid ships

Electric shipping and hybrid ships are important solutions now that the marine industry has
entered a new era – the age of decarbonization and strict regulation. Vessels must be future
proof: flexible enough to adapt to the changing needs in the future. As the regulation evolves
and restrictions on emissions become stricter, the best way to stay competitive is to rely on
the best available technologies. Electric shipping or ship electrification is one of the key
solutions for marine decarbonization.

Electrical solutions and decarbonization

Electrical solutions will deliver reduced emissions as retrofits and offer a competitive
advantage also for newbuild vessels.

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 Piri Reis University
Faculty of Maritime – Department of Marine Engineering
SMME422-Marine Electrotechnology-II

Electrical solutions have been part of vessel design for many years in the form of diesel-electric
propulsion or shaft generators, for example. The share of green energy – from renewable
sources such as wind, water, and solar – in land-based electrical grids is on the increase.

It makes sense for ships to take advantage of shore-based green energy. As an example, using
a shore connection can reduce emissions significantly while the ship is in port. Depending on
the vessel and its operating profile there are many ways to reduce its emission footprint. The
key is optimization: finding the right solution for each vessel.

Slow steaming used to be the favorite solution for many vessels to reduce emissions. Flexibility
was not an issue then, so this means that some vessels will never be fully optimized. Electrical
systems onboard make it possible to use smarter propulsion systems. Smarter, more resilient,
and more flexible – and thus capable of adapting to the changing needs in the future of
shipping.

Powers cruise ships in the future. Cargo ship engines be electric

Deepsea vessels will have to adopt green fuel engine technology to decarbonize. Electrical
systems will be an integral part of the system including shaft generators and shore
connection.
Electric cruise ships and electric cargo ships are a futuristic concept, but they can go hybrid
and take advantage of solar energy to improve their efficiency.
Tugs can benefit from hybrid or even full electric solutions. They operate close to the shore to
land based electrical infrastructure. Because they have high load variations and spend long
periods of time on standby, hybrid electric solutions will cut their GHG emissions significantly.
Ferries are often part of local transportation routes and can easily use the land-based charging
infrastructure. If the route is short enough, the ferry can even be fully electric. Many ferries
still prefer to have a hybrid electric solution to minimize risks.
Any short-distance or coastal vessel can be a hybrid ship. They can charge their ship battery
with green energy available at the port. They can be a zero-emission ship while maneuvering,
station keeping, and port navigating if they switch to full electric power during those
operations.

Battery-powered ships, hybrid ships or diesel-electric ships

Ro-Ro - Diesel electric, PTO/PTI and hybrid

A hybrid solution fits the needs of Ro-Ro vessels. The solution of shaft generators, converters,
and transformers, including a 5000-kWh energy storage system will enable zero emissions
operation while in port. This set-up meets RINA Green Plus class notation and saves fuel.

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 Piri Reis University
Faculty of Maritime – Department of Marine Engineering
SMME422-Marine Electrotechnology-II

Figure.8 Ro-Ro - Diesel electric, PTO/PTI and hybrid

Ferry - Diesel-electric and hybrid

The flexible hybrid solution allows the vessel to operate the engines at their optimal load by
providing peak shaving which removes variable loads and also acts as spinning reserve. This
reduces fuel consumption and associated emissions, increases engine maintenance intervals,
and reduces noise levels when needed.

Figure.9 Ferry - Diesel-electric and hybrid

Ferry – Zero emissions battery solution

A solution based on a maritime battery on board and shore charging at destination makes for
an all-electric propulsion. This is a zero emissions solution. The thrusters will also have a faster
response, which means that the ferry is easier to maneuver and operates more efficiently.

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 Piri Reis University
Faculty of Maritime – Department of Marine Engineering
SMME422-Marine Electrotechnology-II

Figure.10 Ferry – Zero emissions battery solution

Cruise Vessel - Fuel cell diesel-electric propulsion

The fuel cell on board a cruise ship can supply 2.5MW of power for hotel load and 1.5MW for
propulsion. In addition, it has a 2-MW peak power for maneuvering. This is especially practical
when the ship operates in fjords or on stabilizing LNG engines. This set up is silent when the
ship operates at low speeds and when it is at berth. Fully electric operation means zero
emissions.

Figure.11 Cruise Vessel - Fuel cell diesel-electric propulsion

Bulk Carrier - Hybrid propulsion with PTO/PTI and shore connection

The fully integrated Wärtsilä Hybrid Solution makes for emission free operations when the
vessel is sailing in or out of port or performing cargo operations. The battery will handle the
variable load when sailing, which allows the main engine to work on a stable load. This will
meet port regulations where reduced emissions are required.

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 Piri Reis University
Faculty of Maritime – Department of Marine Engineering
SMME422-Marine Electrotechnology-II

In this configuration, the Wärtsilä Hybrid Solution can achieve up to 15% fuel savings and
reduce the total CO2 emissions by up to 20%.

Figure.12 Bulk Carrier - Hybrid propulsion with PTO/PTI and shore connection

Offshore service vessels – Hybrid propulsion

Hybrid solution for DP vessels offer spinning reserve and allow the engines to operate at
optimal load. Total installed engine power can be reduced due to the additional power from
the batteries that also offer peak shaving for dynamic loads.

Figure.13 Offshore service vessels – Hybrid propulsion

Shuttle Tanker - Diesel Electric

Shuttle tankers benefit from the flexible diesel-electric solution because they have the
requirement for dynamic positioning (DP). The power required by DP varies, but the diesel
electric solution allows the engine loads to be adjusted according to environmental factors. A
diesel-electric solution makes it possible to use the engines for steaming and DP, which means
that the total installed power can be reduced. This flexible hybrid solution allows the vessel to
operate the engines at their optimal load in DP and steaming because it provides peak shaving.

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 Piri Reis University
Faculty of Maritime – Department of Marine Engineering
SMME422-Marine Electrotechnology-II

This, in turn, removes variable loads and acts as spinning reserve as well. The set-up saves
fuel, reduces associated emissions, increases engine maintenance intervals, and reduces noise
levels when needed.

Figure.14 Shuttle Tanker - Diesel Electric

Tug – Hybrid

Because tug operations have a variable load need, a hybrid configuration is an ideal solution
for tugs. This configuration offers peak shaving and load balancing, which means that the
engines can operate at their optimal level. The hybrid system allows the tug can run on battery
in low load conditions – in and out of harbor and when waiting. The engines will be there for
a boost when it needs more power. A hybrid solution can also allow a smokeless start.

Figure.15 Tug – Hybrid

Fishing Vessel - Hybrid

A fishing vessel with variable loads will benefit from a hybrid solution, which allows the main
engine to run at optimal load. The total installed power can also be reduced – in other words,
the main engine installation can be smaller. The battery and auxiliary engines will supply

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 Piri Reis University
Faculty of Maritime – Department of Marine Engineering
SMME422-Marine Electrotechnology-II

additional power for a boost to propulsion in harsh weather conditions and to offer peak
shaving.

Figure.16 Fishing Vessel - Hybrid

Large LNG carrier – Next-generation hybrid-electric

The next-generation hybrid electric LNG design is the result of broad industry collaboration. It
introduces an impressive 185kcbm cargo capacity within the standard dimensions and
displacement of a 174kcbm vessel design. Its five Wärtsilä 31 Spark Gas and Dual Fuel
generating sets offer best efficiency and lowest emissions in this segment.

The Wärtsilä 31 engine platform is flexible – designed to operate on carbon neutral and zero
carbon fuels in the future. The electric distribution system including Wartsila’s 690VAC Low
Loss Hybrid concept minimizes electrical losses and delivers exceptional redundancy and
operational safety. The hybrid system also includes twin 1MWh, 3C batteries and DC hubs
running Wartsila’s Energy Management software.

The modular propulsion system ensures optimal efficiency in all operating conditions. It is also
a flexible foundation for integrating new decarbonization technologies – for example

• Fuel cells
• New energy saving solutions
• Other operational optimization technologies.

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 Piri Reis University
Faculty of Maritime – Department of Marine Engineering
SMME422-Marine Electrotechnology-II

Figure.17 Large LNG carrier – Next-generation hybrid-electric

Catamaran ferry – zero emissions battery solution

Incat Tasmania is building the world’s largest zero-emissions, lightweight catamaran ferry for
Buquebús. It will be powered by a battery electric propulsion system and waterjets. The
waterjets are driven by eight very efficient permanent magnet e-motors in a compact and
lightweight design.

Figure.18 Catamaran ferry – zero emissions battery solution

Shore power solutions

Shore power solutions from Wärtsilä reduce fuel consumption and emissions by enabling
vessels to plug in to the onshore electricity grid when in port instead of using auxiliary engines

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 Piri Reis University
Faculty of Maritime – Department of Marine Engineering
SMME422-Marine Electrotechnology-II

to generate power. With vessel owners seeking new ways to decarbonize and achieve
compliance, a ship shore power system is quickly becoming standard in new build vessels and
a popular retrofit option for existing vessels too.

Figure.19 Shore power solutions

Alternative Marine Power (AMP) while in port allows the vessel to turn off the genset and take
power from shore, which reduces emissions and fuel consumption in port.
The AMP solution is most common in container and cruise vessels, but also used for Ro-Ro,
LNGC, tankers, ferries and mega yachts.

Q&A
1. What are the three vital systems on commercial ships?
2. What are ME responsibilities?
3. How does the ME handle his responsibilities?
4. What does the ME need to fulfill its responsibilities?
5. What are the main parts of the commercial ship electrical system?
6. What is new in commercial ship electrical systems in terms of voltage?
7. What is the difference between conventional and HV systems?

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