RUSSIAN MARITIME REGISTER OF SHIPPING

RULES
FOR THE CLASSIFICATION
AND CONSTRUCTION
OF SEA-GOING SHIPS

PART XI
ELECTRICAL EQUIPMENT
ND No. 2-020101-124-E

Saint-Petersburg
Edition 2020
 Rules for the Classification and Construction of Sea-Going Ships of Russian Maritime Register of
Shipping have been approved in accordance with the established approval procedure and come into force
on 1 January 2020.
The present edition of the Rules is based on the 2019 edition taking into account the amendments
developed immediately before publication.
The unified requirements, interpretations and recommendations of the International Association of
Classification Societies (IACS) and the relevant resolutions of the International Maritime Organization
(IMO) have been taken into consideration.
The Rules are published in the following parts:
Part I "Classification";
Part II "Hull";
Part III "Equipment, Arrangements and Outfit";
Part IV "Stability";
Part V "Subdivision";
Part VI "Fire Protection";
Part VII "Machinery Installations";
Part VIII "Systems and Piping";
Part IX "Machinery";
Part X "Boilers, Heat Exchangers and Pressure Vessels";
Part XI "Electrical Equipment";
Part XII "Refrigerating Plants";
Part XIII "Materials";
Part XIV "Welding";
Part XV "Automation";
Part XVI "Structure and Strength of Fiber-Reinforced Plastic Ships";
Part XVII "Distinguishing Marks and Descriptive Notations in the Class Notation Specifying
Structural and Operational Particulars of Ships";
Part XVIII "Additional Requirements for Structures of Container Ships and Ships, Dedicated Primarily
to Carry their Load in Containers". The text of the Part is identical to IACS UR S11A "Longitudinal
Strength Standard for Container Ships" (June 2015) and S34 "Functional Requirements on Load Cases for
Strength Assessment of Container Ships by Finite Element Analysis" (May 2015);
Supplement to Rules and Guidelines of Russian Maritime Register of Shipping. IACS Procedural
Requirements, Unified Interpretations and Recommendations.
Parts I — XVII are published in electronic format in Russian and English.
Part XVIII and Supplement to Rules and Guidelines of Russian Maritime Register of Shipping are
published in electronic format in English only.

# Russian Maritime Register of Shipping, 2020

 REVISION HISTORY

(purely editorial amendments are not included in the Revision History)

Amended Information Number and date Entry-into-force

paras/chapters/sections on amendments of the Circular Letter date
Para 2.2.1.3 A misprint in Formula (2.2.1.3-2) has been corrected 315-05-1327c of 12.02.2020 12.02.2020

Requirements for cables of intrinsically safe circuits 315-05-1327c of 12.02.2020 12.02.2020

Para 2.9.14 have been specified considering IEC 60079-14 and
IEC 60079-25

Para 3.4.3 A new para with the requirements for the section area – 01.01.2020
of the neutral wire has been introduced

Para 5.5.1 Requirements for steering gear have been specified 315-05-1389c of 12.05.2020 01.07.2020
considering IACS UI SC 242 (Rev.2 Jan 2020)

Para 5.5.12 Requirements for movement of rudder blade in case of 315-05-1369c of 08.04.2020 01.01.2021
failures identification in the control system of the steering
gear have been specified considering IACS UR E25
(Rev.1 Dec 2019)

Para 5.8.3 The requirements for the position of the second switch 315-05-1327c of 12.02.2020 12.02.2020
of general shipboard ventilation considering
regulation II 2/5.2.1.2 of SOLAS 74

Para 6.8.3 The para has been deleted 315-05-1327c of 12.02.2020 12.02.2020

Paras 6.8.4 – 6.8.7 Paras have been renumbered 6.8.3 – 6.8.6, accordingly 315-05-1327c of 12.02.2020 12.02.2020

Para 6.8.5 Requirements for the alarm system of navigation lights 315-05-1327c of 12.02.2020 12.02.2020
(renumbered 6.8.6) have been specified

Paras 6.8.7 – 6.8.9 New paras with requirements for navigation lights 315-05-1327c of 12.02.2020 12.02.2020
have been introduced considering IMO resolution
MSC.253(83)

Chapter 7.7 The Chapter has been completely amended considering – 01.01.2020
IACS UI SC156 (Rev.1 Oct 2018)

Para 7.7.1 References to Section 7, Part III "Equipment, Ar- 315-05-1327c of 12.02.2020 12.02.2020
rangements and Outfit" have been specified

Paras 7.7.1.3 and 7.7.1.4 Paras have been deleted 315-05-1327c of 12.02.2020 12.02.2020

Paras 7.7.1.5 – 7.7.1.7 Paras have been renumbered 7.7.1.3 – 7.7.1.5, accord- 315-05-1327c of 12.02.2020 12.02.2020
ingly

Chapter 7.20 A new Chapter with the requirements for alarm for the – 01.01.2020
failure of towing winch emergency release system has
been introduced considering IACS UR M79 (Oct 2018)

Chapter 16.9 A new Chapter with the requirements for the busbar – 01.01.2020
conduits arranged outside switchboards has been intro-
duced considering IACS recommendation No. 67
(Rev.1 June 2018)

Para 17.1.3 Requirements for electric propulsion plants and the 315-05-1394c of 15.05.2020 14.07.2020
ships they are installed on have been specified

Para 17.2.1 The definition of "Electric propulsion plant" has been 315-05-1327c of 12.02.2020 12.02.2020
specified

Para 17.7.1.7 A new para with the requirements for selecting electric 315-05-1436c of 03.09.2020 01.11.2020
propulsion plant generators’ rated power has been
introduced
 Amended Information Number and date Entry-into-force
paras/chapters/sections on amendments of the Circular Letter date
Para 19.10.3.2 Requirements for spaces of electrical equipment 315-05-1327c of 12.02.2020 12.02.2020
distribution gear and start-protection devices have
been specified

Para 19.10.3.4 A new para with the requirements for categorization of 315-05-1433c of 25.08.2020 01.10.2020
spaces for refrigerating plants and storerooms for
cylinders containing Group II refrigerant has been
introduced

Para 19.10.4.2 Requirements for power of the main source of 315-05-1433c of 25.08.2020 01.10.2020
electrical power have been specified considering the
Cape Town Agreement of 2012 and the experience of
technical supervision

Para 19.10.8.1 A new para 19.10.8.1 with the requirements for 315-05-1433c of 25.08.2020 01.10.2020
emergency sources of electrical power has been
introduced considering the Cape Town Agreement of
2012 and the experience of technical supervision.
Existing para 19.10.8.1 has been renumbered 19.10.8.2

Para 19.10.8.2 Existing para 19.10.8.2 has been deleted 315-05-1433c of 25.08.2020 01.10.2020

Para 19.10.8.3 Existing para 19.10.8.3 has been deleted. 315-05-1433c of 25.08.2020 01.10.2020
A new para 19.10.8.3 with the requirements for the
period of supply from emergency sources of electrical
power has been introduced

Section 24 A new Section with the special requirements for 315-05-1362c of 20.03.2020 01.07.2020
composite (hybrid) propulsive systems has been
introduced
 PART XI. ELECTRICAL EQUIPMENT

1 GENERAL

1.1 APPLICATION

1.1.1 The requirements of this Part of the Rules apply to electrical installations in ships subject to
the Register survey, as well as to individual types of electrical equipment in accordance with 1.3.
1.1.2 It is recommended that the relevant requirements of this Part shall be also applied to
electrical equipment, which is installed in ships not specified in 1.3.2 and 1.3.3.
 Rules for the Classification and Construction of Sea-Going Ships
XI-6

1.2 DEFINITIONS AND EXPLANATIONS

1.2.1 Definitions and explanations relating to the general terminology of the Rules are given in Part I
"Classification".
For the purpose of this Part of the Rules the following definitions and explanations have been adopted.
E m e r g e n c y l i g h t i n g is lighting of ship's spaces and zones by means of lighting fixtures fed
from the emergency source of power or from the transitional emergency source of power.
E m e r g e n c y s o u r c e o f e l e c t r i c a l p o w e r is a source of electrical power intended to
supply necessary ship's services in case of power failure on the main switchboard.
E m e r g e n c y t r a n s i t i o n a l s o u r c e o f e l e c t r i c a l p o w e r is a source of electrical
power intended to supply necessary ship's services from the moment of the power failure on the main
switchboard busbars until the emergency generator is switched on to supply the emergency
switchboard busbars.
E m e r g e n c y s w i t c h b o a r d is a switchboard intended to be supplied directly from the
emergency or emergency transitional source of electrical power in case of failure of the main source of
electrical power and to supply the emergency services.
A n t i s t a t i c e a r t h i n g is electrical connection to ensure grading of static electricity potentials of
the structural parts of equipment and ship's hull due to their direct contact or through antistatic earthing
conductors.
The antistatic earthing conductors are:
metal conductors connecting equipment subject to antistatic earthing, cable shields, piping, etc, to one
another and/or to ship's hull or other equipment earthed;
layers of conductive substances applied onto equipment surfaces, such as: metal coatings, conductive
plastics, compounds, mastics, antistatic paint coatings, etc.
S a f e t y v o l t a g e is any voltage not dangerous to the personnel. This condition is considered
to be satisfied if the windings of transformers, converters, and other devices to step down voltage are
electrically separated and if the value of stepped-down voltage across these devices or sources of
electrical power does not exceed:
50 V between poles for direct current;
50 V between phases or between phases and the ship's hull for alternating current.
S h a f t g e n e r a t o r s are generators driven by the main machinery and supplying the ship's
mains or separate consumers.
G a l v a n i c i n t r i n s i c s a f e t y is such a state of the ship equipment and systems, under which the
possibility of fire or explosion due to electric sparking in case of galvanic contact of the ship with a shore
structure or another ship caused by electrochemical phenomena and stray currents in surrounding sea water
and ground is excluded.
M a i n s w i t c h b o a r d is a switchboard intended to be supplied directly from the main source of
electrical power and to supply the ship services.
E a r t h i n g is electrical connection of a part of electrical equipment to be earthed to ship's hull.
L i g h t n i n g p r o t e c t i o n z o n e is the area, within the limits of which the ship's space is
protected against direct lightning strokes.
U n i n t e r r u p t i b l e p o w e r s y s t e m ( U P S ) is combination of converters (rectifier-inverter),
switches (bypass) and energy storage means, for example, batteries, constituting a power system for
maintaining continuity of load power in case of input power failure.
C o m p e t e n t b o d y is an organization possessing appropriate knowledge and experience in a
specific area, which documents are recognized by the Register.
S h i p ' s h u l l means all ship's metal parts, which have a reliable electrical connection to the outer
metal shell plating. For ships with non-conducting hull, it is a special copper sheet with the area of not less
than 0,5 m2 and the thickness not less than 2 mm, which is fixed to the outside of the ship's shell plating at
a level below the light load waterline and is used for earthing all the equipment installed on board the ship.
 Rules for the Classification and Construction of Sea-Going Ships
XI-7

A i r t e r m i n a t i o n n e t w o r k is the upper part of the lightning protection device intended

for the perception of atmospherics.
N o n - e s s e n t i a l s e r v i c e s are services, the temporary disconnection of which does not impair
the safety of navigation, the safety of human life and the safety of cargo on board.
M a i n e l e c t r i c a l p o w e r p l a n t is a space where the main source of electrical power is placed.
M a i n e l e c t r i c a l p o w e r s o u r c e is a source of electrical power intended to supply all
electrical equipment and systems essential for maintaining the ship in normal operational and habitable
condition, without resorting to the emergency source of electrical power.
E s s e n t i a l s e r v i c e s are services normal operation whereof ensures safe navigation, safety
of human life and safety of cargo on board ship; essential services are divided into primary and
secondary services.
P r i m a r y e s s e n t i a l s e r v i c e s are the services, which need to be in continuous operation to
maintain propulsion and steering of the ship. Such services are those listed in 1.3.2.1.
S e c o n d a r y e s s e n t i a l s e r v i c e s are the services, which need not necessarily be in continuous
operation to maintain propulsion and steering but which are necessary for maintaining the ship safety.
These services shall be ready for the immediate activation. Such services are those listed in 1.3.2.2.
D o w n c o n d u c t o r is a conductor, which electrically connects the air termination network to
the earth termination network.
S p e c i a l e l e c t r i c a l s p a c e s are spaces or locations intended expressly for electrical
equipment and accessible only to operating personnel.
N o t r e a d i l y i g n i t a b l e e l e c t r i c a l l y i n s u l a t i n g m a t e r i a l is a material, which
sustaines the tests specified in the Rules for Technical Supervision during Construction of Ships and
Manu-facture of Materials and Products for Ships.
E l e c t r i c a l i n s t a l l a t i o n o f l o w p o w e r is an electrical installation of a ship with the
total power of supply sources up to 50 kW (kVA).
E l e c t r o s t a t i c i n t r i n s i c s a f e t y is such a state of the ship equipment and systems, under
which the possibility of fire or explosion due to static electricity discharges is excluded.
E l e c t r i c a l p o w e r p l a n t w i t h v a r i a b l e f r e q u e n c y m a i n p o w e r s o u r c e is an
electrical power plant intended for operation in a set frequency range. The definition of an electrical power
plant is given in 17.2.1.
 Rules for the Classification and Construction of Sea-Going Ships
XI-8

1.3 SCOPE OF SURVEYS

1.3.1 General.
General provisions applicable to the classification procedure, survey during ship's construction and
manufacture of the equipment are stated in the General Regulations for the Classification and Other
Activity and in Part I "Classification".
1.3.2 Survey of ship's electrical equipment.
Main and emergency sources of electrical power, power and lighting transformers and converters (both
rotating and static), main and other switchboards, cable network, as well as electrical equipment, systems
and arrangements listed in 1.3.2.1 to 1.3.2.4 are subject to survey on board the ship.
1.3.2.1 Primary essential services are:
.1 steering gear;
.2 pumps of hydraulic systems of CP-propellers;
.3 scavenging air blower, fuel oil supply pumps, fuel valve cooling pumps, lubricating oil pumps and
cooling water pumps for main and auxiliary engines and turbines necessary for propulsion;
.4 forced draught fans, feed water pumps, water circulating pumps, vacuum pumps and condensate
pumps for steam plants on steam turbine ships, and also for auxiliary boilers on ships where steam is used
for equipment supplying primary essential services;
.5 oil burning installations for steam plants on steam turbine ships and for auxiliary boilers where
steam is used for equipment supplying primary essential services;
.6 electrical equipment for azimuth thrusters which are the sole means for propulsion/steering with
lubricating oil pumps, cooling water pumps;
.7 electrical equipment for electric propulsion plant and azimuth electric propulsion plant with
lubricating oil pumps, cooling water pumps and forced draught systems;
.8 electric generators and associated power sources supplying the above equipment;
.9 hydraulic pumps supplying the above equipment;
.10 viscosity control equipment for heavy fuel oil;
.11 navigation lights, aids and signals;
.12 internal communication devices/systems;
.13 lighting system;
.14 control, monitoring, alarm and safety devices/systems for equipment to primary essential services;
.15 other primary essential services needed to ensure that the ship is used in compliance with its
purpose and class notation.
1.3.2.2 Secondary essential services are:
.1 windlass;
.2 fuel oil transfer pumps and fuel oil treatment equipment;
.3 lubrication oil transfer pumps and lubrication oil treatment equipment;
.4 pre-heaters for heavy fuel oil;
.5 starting air and control air compressors;
.6 bilge, ballast and heeling pumps;
.7 fire pumps and other fire extinguishing medium pumps;
.8 ventilating fans for engine and boiler rooms;
.9 services considered necessary to maintain dangerous spaces in a safe condition, including services
for hull earthing on oil tankers, lightning protection and services ensuring electrostatic and galvanic
intrinsic safety;
.10 fire alarm systems;
.11 electrical equipment for watertight closing appliances;
.12 electric generators and associated power sources supplying the above equipment;
.13 hydraulic pumps supplying the above equipment;
.14 tunnel and azimuth thrusters;
 Rules for the Classification and Construction of Sea-Going Ships
XI-9

.15 inert gas devices/systems in oil tankers;

.16 control, monitoring, alarm and safety devices/systems for cargo containment systems;
.17 electric drives for refrigerating plants, specified in 1.1, Part XII "Refrigerating Plants";
.18 control, monitoring, alarm and safety devices/systems for equipment to secondary essential
services;
.19 other secondary essential services needed to ensure that the ship is used in compliance with its
purpose and class notation.
1.3.2.3 Services for habitability are those services, which need to be in operation for maintaining the
vessel's minimum comfort conditions for the crew and passengers. Examples of equipment for maintaining
conditions of habitability are as follows:
.1 cooking;
.2 heating;
.3 domestic refrigeration;
.4 domestic ventilation;
.5 sanitary and fresh water;
.6 electric generators and associated power sources supplying equipment specified in 1.3.2.3.1 to 1.3.2.3.5.
1.3.2.4 Other electrical services are:
.1 electrical equipment of processing machinery of ships used for processing the living resources of the
sea and not engaged in their catching (refer to 19.4.4.1);
.2 electrical equipment of fishing and processing machinery of fishing vessels (refer to 19.10.1.1).
1.3.2.5 Electrical equipment of domestic services, as well as the equipment not supplying primary and
secondary essential services, including the specified in 1.3.2.4, shall be subject to survey on board the ship
only in respect to the following:
.1 influence exerted by the operation of this equipment on the quality of electrical power produced by
the shipboard electrical power plant;
.2 selection of the types and sections of cables and wires, as well as the methods of cable installation;
.3 insulation resistance, earthing and protective devices.
1.3.3 Survey during manufacture of electrical equipment.
1.3.3.1 The following kinds of electrical equipment intended for use in installations and systems
listed in 1.3.2 are subject to survey during manufacture:
.1 generating sets;
.2 electric machines;
.3 transformers;
.4 switchboards;
.5 control and monitoring panels;
.6 electric slip couplings and brakes;
.7 apparatus and devices for electrical protection, starting, control and switching;
.8 apparatus and devices of internal communication and signalling;
.9 power semiconductor converters and other similar power units;
.10 fuel and oil heaters;
.11 accumulator batteries;
.12 cables and wires;
.13 fixed electrical measuring instruments;
.14 electrical apparatus and facilities to measure non-electrical values;
.15 space heating and cooking appliances;
.16 lighting switches and accessories;
.17 stationary lighting fixtures;
.18 control and monitoring devices.
1.3.3.2 The safe type electrical equipment shall be surveyed (with respect to its safety) by a
competent authority whose documents are recognized by the Register, irrespective of whether or not
this equipment is subject to survey according to the requirements of 1.3.3.1.
 Rules for the Classification and Construction of Sea-Going Ships
XI-10

1.3.3.3 Scope of tests of electrical equipment after manufacture and requirements for tests are
given in the Rules for Technical Supervision during Construction of Ships and Manufacture of
Materials and Products for Ships.
 Rules for the Classification and Construction of Sea-Going Ships
XI-11

1.4 TECHNICAL DOCUMENTATION

1.4.1 General provisions applicable to the procedure of approval of technical documentation are
set forth in the General Regulations for the Classification and Other Activity. The scope of technical
documentation on electrical equipment for the entire ship to be submitted to the Register for
consideration is stated in 3.2, Part I "Classification".
1.4.2 Prior to starting the survey of the electrical equipment manufacture, the following
documentation shall be submitted to the Register for consideration:
.1 description of the principle of operation and main characteristics;
.2 specification (list of items), which indicates all the components, instruments and materials used
and their technical characteristics;
.3 general view drawing with sectional views;
.4 circuit diagram;
.5 programme of tests;
.6 results of rotor shaft (armature) calculation and drawing of fastening of poles, active iron core,
commutator, etc., as well as welded joints of the spoke rib and the shaft, for electric machines with
rated current in excess of 1000 A;
.7 busbar calculation of electrodynamic and thermal short circuit strength _ for switchboards, if
rated current of the generators operating separately or total current of the generators operating in parallel
exceeds 1000 A;
.8 data concerning immunity to static or dynamic interference or method of electromagnetic
compatibility testing;
.9 measures to be taken for interference suppression.
When necessary, the Register may require supplementary technical documentation and data on
reliability to be submitted.
 Rules for the Classification and Construction of Sea-Going Ships
XI-12

2 GENERAL REQUIREMENTS

2.1 OPERATING CONDITIONS

2.1.1 Influence of climatic conditions.

2.1.1.1 The rated ambient air and cooling water temperatures for electrical equipment shall be
those specified in Table 2.1.1.1.
T a b l e 2.1.1.1

Ambient air and cooling water temperature, 8C

Nos Location of equipment
Unrestricted service Navigation outside the tropical zone

Air Water Air Water

1 Machinery and special electrical +45 ... 0 +32 +40 ... 0 +25
spaces, galleys
2 Weather decks +45 ... 725 _ +40 ... 725 _
3 Other spaces +40 ... 0 _ +40 ... 0 _
N o t e . Electronic elements and devices designed for mounting in the switchboards, panels or casings shall be capable of reliable
performance at an ambient air temperature up to 55 8C.
Temperature up to 70 8C shall not lead to failure of the elements, devices and systems.

2.1.1.2 Electrical equipment shall be capable of reliable performance at a relative air humidity
of 75+3 % and a temperature of +45+2 8C or at a relative air humidity 80+3 % and a temperature
of +40+2 8C, as well as at a relative humidity of 95+3 % and a temperature of +25+2 8C.
2.1.1.3 Where electrical equipment is installed within environmentally controlled spaces the ambient
temperature, for which the equipment shall be suitable, may be reduced as against the value given in
Table 2.1.1.1 and maintained at a value not less than +35 8C, provided:
.1 the equipment is not for use for emergency services and is located outside the machinery spaces;
.2 temperature control is achieved by at least two cooling units so arranged that in the event of loss of
one cooling unit, the remaining unit is capable of satisfactorily maintaining the design temperature;
.3 the equipment installed in such spaces shall be able to work safely at temperature of +45 8C until the
nominal working ambient temperature may be achieved; the cooling equipment shall be rated for +45 8C
ambient temperature;
.4 audible and visual alarms shall be provided at a continually manned control station to indicate any
malfunction of the cooling units.
2.1.2 Mechanical effects.
2.1.2.1 Electrical equipment shall be capable of reliable performance at vibrations with frequency
of 2 to 80 Hz, i.e. with an amplitude of displacements of +1 mm for frequency range of 2 to 13,2 Hz
and an acceleration of +0,7 g for frequency range of 13,2 to 80 Hz.
Electrical equipment located on the sources of vibrations (diesel engines, compressors, etc.) or in the
steering gear room shall be capable of reliable performance at vibrations of 2 to 100 Hz, i.e. with an
amplitude of displacement of +1,6 mm for frequency range of 2 to 25 Hz and an acceleration
of +4,0 g for frequency range of 25 to 100 Hz.
Electrical equipment shall also be capable of reliable performance at shocks having an acceleration
of +5,0 g and at a frequency of 40 to 80 shocks per minute.
2.1.2.2 Electrical equipment shall be capable of reliable performance with the ship having
continuous list up to 158 and trim up to 58, as well as with the ship rolling up to 22,58 with period of
rolling of 7 _ 9 s and pitching up to 108.
Emergency equipment shall also be capable of functioning reliably with the ship having continuous
list up to 22,58 and trim up to 108, or within the same limits of simultaneous list and trim.
 Rules for the Classification and Construction of Sea-Going Ships
XI-13

In gas carriers and chemical tankers, the emergency electrical power sources shall be capable of
reliable performance with the ship having list up to 308.
2.1.2.3 Electrical equipment shall possess the relevant mechanical strength and shall be so located
as to avoid the risk of mechanical damage (refer also to 2.7.4).
2.1.3 Permissible variations of supply parameters.
2.1.3.1 Electrical equipment shall be so designed that it remains operative in all cases, except as
noted in 10.8.2, 14.1.4.2 _ 14.1.4.3 at all variations from the supply voltage and frequency as
specified in Table 2.1.3.1 (refer also to 3.1.2.2 and 16.8.3.3).
T a b l e 2.1.3.1
Variations from rated values
Parameters
for long periods, % for short periods
% time, s
Voltage (a.c) +6…-10 +20 1,5
Frequency (frequency range of an electrical power plant with +5 +10 5
variable frequency main power source)

Voltage (d.c.) +10 5 cyclic variations

10 ripple
N o t e . When the services are fed from accumulator battery:
long-period voltage variation within + 30 to 725 % for the equipment fed from the accumulator battery connected to the charging unit;
long period voltage variation within + 20 to 725 % for the equipment, which is not connected to the charging unit.

2.1.3.2 On ships of restricted area of navigation R3, it is allowed (except for in machinery and
devices of essential services) to use the electrical equipment (of general commercial type) not fully
complying with the above requirements.
 Rules for the Classification and Construction of Sea-Going Ships
XI-14

2.2 ELECTROMAGNETIC COMPATIBILITY

2.2.1 General.
2.2.1.1 The present requirements are applicable to electrical equipment and automation equipment to
ensure electromagnetic compatibility on board.
2.2.1.2 Failure-free performance of the equipment shall be ensured under conditions of
interference having the following parameters:
.1 static and variable (50 Hz) magnetic field in accordance with Table 2.2.1.2.1.
T a b l e 2.2.1.2.1
Class of equipment Intensity, A/m
static field variable field (50 Hz)
1 100 100
2 400 400
3 1000 1000

Installation of equipment is permitted:

class 1 _ at a distance of 2 m and more from a powerful field source (busbar, group transformer);
class 2 _ at a distance of 1 m and more from a powerful field source;
class 3 _ irrespective of the distance from field source of any kind;
.2 harmonic components of voltage in supply circuits in accordance with the higher harmonics
diagram for ship mains to be found in Fig. 2.2.1.2.2 on a logarithmic scale;

Fig. 2.2.1.2.2
Diagram of higher harmonic components for ship mains

.3 electrostatic discharges with a voltage amplitude of 8 kV;

.4 radio frequency electromagnetic fields within a range of 80 MHz _ 2 GHz with a root-mean-
square value of field intensity of 10 V/m;
.5 nanosecond voltage pulse with an amplitude of 2 kV for the power supply and of 1 kV for
signalling and control cables with a duration of 5/50 ns;
.6 radio frequency interference in conductivity circuits within a range of 150 kHz to 80 MHz with
a root-mean-square voltage of 3 V and 80 % modulation at a frequency of 1 kHz;
.7 microsecond voltage pulse with the duration of 1,2/50 µs in supply circuits with an amplitude
of 1 kV when fed via the coupling decoupling device between each circuit and casing and of 0,5 kV when
fed via the coupling decoupling device between the circuits.
2.2.1.3 The total harmonic distortion shall not exceed 8 % and shall be determined by the formula
U 2
Kᵤ =HS 40
k=2 ( U p,k ) ∙100 %,
p,1
(2.2.1.3.1)

where Up,k – mean square value of k harmonic subgroup voltage;

k – harmonic component order
 Rules for the Classification and Construction of Sea-Going Ships
XI-15

Up,k =HU2k +Sh=+1 2

h=71Uc,k+h, В, (2.2.1.3.2)

where Uk – mean square voltage value of k harmonic component;

Uc,k – mean square value of spectral component adjacent to k harmonic component;
h – spectral component order.

The value of Kᵤ is specified for the complete electrical power system of a ship.
For circuits of electric propulsion plants not directly connected to ship's general consumers the total
harmonic distortion shall not exceed 10 %.
Busbars with Kᵤ > 10 % may be used for power supply to powerful sources of voltage curve harmonic
components and to electrical equipment not sensitive to such harmonic components, provided that the
busbars are connected to the main busbars through isolating devices (refer to 2.2.2.2).
When the specified value of the total harmonic distortion is exceeded, all electrical equipment shall be
designed for such excess, which shall be supported by the documentation.
2.2.1.4 The intensity levels of radio interference from equipment in the power supply circuits shall not
exceed the following values within the frequency bands given below:
for the equipment installed on open deck and navigation bridge:
10 _ 150 kHz _ 96 _ 50 dBmV/m;
150 _ 350 kHz _ 60 _50 dBmV/m;
350 kHz _ 30 MHz _ 50 dBmV/m;
for the equipment installed in machinery and other enclosed spaces:
10 _ 150 kHz _ 120 _ 69 dBmV/m;
150 _ 500 kHz _ 79 dBmV/m;
500 kHz _ 30 MHz _ 73 dBmV/m.
Artificial mains network and quasi-peak measuring receiver shall be used for measuring the intensity level
of radio interference. The receiver bandwidth when measurements are taken within the frequency band
from 10 to 150 kHz shall be 200 Hz and within the frequency band from 150 kHz to 30 MHz _ 9 kHz.
2.2.1.5 On ships, for which the level of radio interference from power semiconductor converters
cannot be limited in conformity with 2.2.1.4, the mains of automation, radio and navigational
equipment shall be galvanically isolated from the mains of those converters so that at least 40 db are
damped within the frequency range 0,01 _ 30 MHz.
The power supply cables of equipment having the radio interference levels in excess of those stipulated
by 2.2.1.4 shall be laid at least 0,2 m away from the cables of other equipment groups where the common
cable run is longer than 1 m (refer to 2.2.2.8).
2.2.1.6 The levels of the radio interference electromagnetic field induced at a distance of 3 m from the
equipment shall not exceed the following values within the frequency bands given below:
for the equipment installed on open deck and navigation bridge:
150 _ 300 kHz _ 80 _ 52 dBmV/m;
300 kHz _ 30 MHz _ 52 _ 34 dBmV/m;
30 _ 2000 MHz _ 54 dBmV/m, except for the band 156 _ 165 MHz where the level shall be equal
to 24 dBmV/m.
for the equipment installed in machinery and other enclosed spaces:
150 kHz _ 30 MHz _ 80 _ 50 dBmV/m;
30 _ 100 MHz _ 60 _ 54 dBmV/m, except for the band 156 _ 165 MHz where the level shall be
equal to 24 dBmV/m.
Quasi-peak measuring receiver shall be used to take measurements. The receiver bandwidth within the
frequency band from 150 kHz to 30 MHz and from 156 to 165 MHz shall be 9 kHz and within the
frequency band from 30 to 156 MHz and from 165 MHz to 1 GHz _ 120 kHz.
2.2.2 Measures to ensure electromagnetic compatibility.
2.2.2.1 To ensure protection of radio equipment against electromagnetic interference, the
requirements of Part IV "Radio Equipment" of the Rules for the Equipment of Sea-Going Ships
shall be considered.
 Rules for the Classification and Construction of Sea-Going Ships
XI-16

2.2.2.2 For the purpose of dividing the power supply of the ship, rotary converters, special
transformers and filters shall be used.
2.2.2.3 Power cable screens or metal armour shall be connected to the metal casing of relevant
equipment and shall be earthed as frequently as possible, at each end as a minimum.
2.2.2.4 The screens of signal cables shall be earthed at one point on the side of the initial
signal processing block. The cable shall have an external insulating sheath.
2.2.2.5 Continuous screening shall be ensured, and for this purpose cable screens shall be
connected to equipment casings, and it shall also be ensured in cable branch boxes and cable
distribution boxes, and in way of cable penetrations through bulkheads.
2.2.2.6 The earthing installed for the purpose of interference protection shall have an electric
resistance not greater than 0,02 Ohm, minimum length possible, shall be resistant to vibration and
corrosion, and shall be readily accessible for inspection.
2.2.2.7 Cable screens shall not be used as return conductors.
2.2.2.8 By the type of signals conveyed, ship cables are subdivided in groups as follows:
.1 coaxial cables of radio receivers and conveying video signals with the level of signals 0,1 mV
to 500 mV;
.2 screened or coaxial cables conveying analogue or digital signals with a level 0,1 to 115 V;
.3 screened cables of telephone and radio broadcasting apparatus, control and signalling network
with the level of signals 0,1 to 115 V;
.4 unscreened and located below the deck or screened and located above the deck cables of power
and lighting network with the level of signals 10 to 1000 V;
.5 coaxial or screened cables of the transmitting aerials of radio transmitters, radar installations
and echo sounders, power semiconductor converters with the level of signals 10 to 1000 V.
2.2.2.9 Cable of the same group may be laid in the same cable run provided interference-sensitive
equipment is not influenced by the difference in the levels of signals conveyed. Where cable lengths laid in
parallel are in excess of 1 m, the cables (cable runs) of different groups shall be laid at least 0,1 m apart
and their intersections shall be effected at right angles. The radar installation and echo sounder
cables mentioned in 2.2.2.8.5 shall either be double-screened or, if they are coaxial, laid inside a metal
pipe. The outer screen shall be earthed, as well as the principal screen of the cable.
2.2.2.10 When electrical equipment is installed or cables are laid in the vicinity of magnetic compasses
and to ensure protection against interference from other navigational equipment, the requirements of
Part V "Navigational Equipment" of the Rules for the Equipment of Sea-Going Ships and Appendices 1
and 2, Section 16 of the Guidelines on Technical Supervision of Ships under Construction.
2.2.2.11 On all ships constructed from non-conductive materials, for which radio equipment is
required by the Rules, all cables located within 9 m from the aerials shall be shielded or otherwise
protected from radio interference, and all the equipment on board those ships shall be fitted with
devices for radio interference suppression.
 Rules for the Classification and Construction of Sea-Going Ships
XI-17

2.3 MATERIALS

2.3.1 Structural materials.

2.3.1.1 The structural parts of electrical equipment shall be fabricated of durable materials not
containing asbestos, rated at least as having low flame-spread characteristics, resistant to sea air, oil
and fuel vapour effects, or reliably protected against such effects.
For equipment installed or intended for use in dangerous spaces and zones, the structural parts of
electrical equipment shall be fabricated of materials ensuring electrostatic and galvanic intrinsic safety.
2.3.1.2 Screws, nuts, hinges and similar items designed to fasten enclosures of the electrical
equipment to be installed on weather decks or in spaces with increased humidity shall be made of
corrosion-resistant materials or have effective corrosion-resistant covering.
2.3.1.3 All current-carrying parts of electrical equipment shall be of copper, copper alloys or
other materials of equivalent qualities, with the exception of:
.1 rheostat elements, which shall be made of mechanically strong materials having high resistivity
and capable of withstanding high temperatures;
.2 short-circuit rotor windings of asynchronous and synchronous motors, which may be made of
aluminium or its alloys resistant to sea conditions;
.3 carbon brushes, cermet contacts and other similar parts when the properties specified so
require;
.4 parts of electrical equipment directly connected to the ship's hull in case of hull-return single-
wire system;
.5 aluminium windings of high-voltage transformers in compliance with 18.4.1.6.
2.3.2 Insulating materials.
2.3.2.1 Insulating materials of live parts shall not contain asbestos and shall have adequate
dielectric strength and resistance to creepage currents, moisture and oil, as well as sufficient
mechanical strength, or else be suitably protected.
The heating temperature of current-carrying parts and their connections shall not exceed the
permissible heating temperature of the insulating materials at the rated load.
2.3.2.2 Non-flammable liquids may be used for cooling uninsulated parts of electrical equipment.
2.3.2.3 The insulating materials used for winding insulation in machines, apparatus and other
equipment for essential services shall comply with the agreed standards.
The use of insulating materials not inferior to Class E is recommended.
2.3.2.4 Conductors used in electrical devices for internal connections shall have insulation made
of materials rated at least as having low flame-spread characteristics and for apparatus with
increased heating and also indicated in Section 15 _ of non-combustible materials.
2.3.2.5 For insulation materials used for the manufacture of cables, refer to 16.3.
 Rules for the Classification and Construction of Sea-Going Ships
XI-18

2.4 STRUCTURAL REQUIREMENTS AND PROTECTION OF ELECTRICAL EQUIPMENT

2.4.1 General.
2.4.1.1 Such parts as require replacement while in service shall be easily dismountable.
2.4.1.2 Where screw fastenings are employed, provision shall be made of exclude self-loosening of
screws and nuts or, where dismantling and opening are a frequent occurrence, loss of same.
2.4.1.3 Gaskets used in components of electrical equipment (such as doors, covers, sight holes,
packing glands, etc.) shall ensure adequate protection when in service.
The gaskets shall be secured to the covers or casings.
2.4.1.4 If the casings, panels and covers of electrical equipment, installed where unspecialized
personnel has access to it, render lived parts inaccessible, they shall be opened with tools only.
2.4.1.5 Suitable water drainage arrangements shall be provided in electrical equipment where
condensation is likely to occur. Channels shall be fitted inside the equipment to provide for
condensate drainage from all equipment components. The windings and live parts shall be so
arranged or protected that they are not exposed to the effects of such condensate as may accumulate
inside the equipment.
2.4.1.6 Electrical equipment with forced ventilation, designed for installation in bottom parts of
damp spaces, shall be provided with a ventilation system so as to avoid, as far as possible, suction of
moisture and oil vapours inside the equipment.
2.4.1.7 Where measuring instruments with oil, steam or water supply are fitted in the control
panel or desk, measures shall be taken to prevent these agents from making contact with the live
parts in case of damage to the instruments or pipelines.
2.4.2 Insulation clearances.
Clearances between live parts at different potentials, or between live parts and earthed metal parts or
outer enclosure, both in air and across the insulant surface shall be in conformity with the operating
voltage and operating conditions of the installation, with the properties of the insulating materials used
duly taken into account.
2.4.3 Internal wiring.
2.4.3.1 Stranded wires shall be used for internal wiring of electrical equipment throughout.
Hookup wires shall be marked according to connection diagram.
2.4.3.2 For internal wiring of switchboards, control desks, other distribution and switching
arrangements, etc., wires of not less than 1 mm2 in cross-sectional area shall be used.
For systems of control, protection, measurement of different parameters, signalling and internal
communication the use of wires having a cross-sectional area not less than 0,5 mm2 is permitted.
For electronic and electrical devices for transformation and transmission of low-power signals wires
not less than 0,2 mm2 in cross-sectional area may be used.
2.4.3.3 Current-carrying parts shall be so attached that they will not have to sustain any
additional mechanical stresses; such parts shall not be attached by screws fitted directly into
insulating materials.
2.4.3.4 Stranded cores, cables and wires shall have their ends fitted out to suit the type of terminal
used, or shall be provided with lugs.
2.4.3.5 Insulated wires shall be laid up and secured in such a manner that the method used for
their attachment and arrangement does not lead to reduced insulation resistance and that they are
not exposed to damage due to electrodynamic loads, vibrations or shocks.
2.4.3.6 Arrangements shall be made to ensure that the temperatures allowed for insulated wires
under normal service conditions or for the duration of short-circuit current breaking are not
exceeded.
2.4.3.7 Insulated wires shall be so connected to terminals or busbars that the wire insulation shall
not be exposed to the overheating temperature under rated operating conditions.
 Rules for the Classification and Construction of Sea-Going Ships
XI-19

2.4.4 Protection of electrical equipment.

2.4.4.1 Depending on location, the use shall be made of electrical equipment in appropriate
protective enclosure, or other suitable measures shall be taken to protect the equipment from
harmful effect of the environment and to protect the personnel from electric shock hazards.
2.4.4.2 The minimal degree of protection of electrical equipment installed in ship's spaces and
zones shall be chosen from Table 2.4.4.2.
T a b l e 2.4.4.2

Spaces, in which electrical equipment is Type of electrical equipment

installed
Electric machines, Switchboards, Communication and Space heating Lighting
transformers control gear, signalling equipment, and cooking fixtures
starters automation equipment, appliances
accessories (switchers,
sockets, junction boxes)

Spaces and zones, in which explosive eH _ eH _ eH,

mixtures of vapours, gases or dust with air (refer to 2.9, 19.2.4) (refer to 2.9, 19.2.4) (refer to 2.9,
are likely to occur 19.2.4)

Dry spaces, dry accommodation spaces Ir20 Ir20 Ir20 Ir20 Ir20

Navigation bridge, radio room Ir22 Ir22 Ir22 Ir22 Ir22

Service spaces, steering gear rooms, Ir22 Ir22 Ir22 Ir22 Ir22
refrigerating plant rooms (except for
ammonia equipment), emergency diesel
generator rooms, general purpose stores.
Pantries, provision stores

Engine Above plating Ir22 Ir22 Ir44 Ir22 Ir22

and
boiler rooms Below plating Ir44 _ Ir44 Ir44 Ir44
Control stations (dry) Ir22 Ir22 Ir22 Ir22 Ir22

Enclosed separator rooms Ir44 Ir44 Ir44 Ir44 Ir44

Premises and spaces Ir44 Ir44 Ir44 Ir44 Ir44

protected by the fixed local
application fire extinguishing
systems1
Refrigerated spaces, galleys, laundries, Ir44 Ir44 Ir55 Ir44 Ir44
bathrooms and showers
Catch processing spaces2, shafting tunnels, Ir55 Ir55 Ir55 Ir55 Ir55
cargo holds

Open decks Ir56 Ir56 Ir56 Ir56 Ir56

1
The electrical equipment within adjacent areas not exposed to direct spray, upon agreement with the Register may have a lower degree of
protection provided relevant measures of the electrical equipment protection are taken (e.g. installation of extra inlet ventilation openings, filters,
baffles, etc).
2
For the electrical equipment installed in the catch processing spaces an additional protection is recommended to enable sanitarization of the
equipment with sea water.
N o t e . Where the enclosure of equipment does not guarantee the necessary protection, alternative methods of protection or alternative
arrangement of equipment shall be applied to ensure the degree of protection stipulated by the Table.
 Rules for the Classification and Construction of Sea-Going Ships
XI-20

2.5 PROTECTIVE EARTHING OF METAL PARTS, WHICH DO NOT CARRY CURRENT

Metal enclosures of electrical equipment operated at a voltage exceeding the safety level or having no
double or reinforced insulation shall be fitted with an earth terminal marked with the symbol |.
Provision shall be made for earthing inside and outside of the electrical equipment enclosure
dependent on its purpose.
2.5.1 Parts to be earthed.
2.5.1.1 Metal parts of electrical equipment, which are likely to be touched under service
conditions and which may become live in the event of damage to the insulation (except for those
mentioned under 2.5.1.2), shall have a reliable electric contact with a component fitted with an earth
terminal (refer also to 2.5.3).
2.5.1.2 Protection earthing is not required for:
.1 electrical equipment supplied with current at safety voltage;
.2 electrical equipment provided with double or reinforced insulation;
.3 metal parts of electrical equipment fastened in non-conducting material or passing
therethrough and separated from the earthed and live parts in such a manner that under normal
operating conditions these parts cannot become live or come in contact with earthed parts;
.4 bearing housings isolated to guard against circulating currents;
.5 lamp caps and fasteners for luminescent lamps, lamp shades, reflectors and guards supported
on lamp holders or lighting fixtures constructed of, or shrouded in non-conducting material;
.6 cable clips, cleats, etc.;
.7 individual consumer _ under voltage up to 250 V supplied through an isolation transformer.
2.5.1.3 The shields and metal armour of cables shall be earthed.
2.5.1.4 The secondary windings of all instrument transformers for current and voltage shall be earthed.
2.5.2 Earthing of aluminium structures in steel ships.
Superstructures of aluminium alloys fastened to the ship steel hull but insulated therefrom shall be
earthed by at least two special wires, which will not start electrolytic corrosion at the points of their contact
with the superstructure and the hull. The conductivity of each wire shall not be lower than the equivalent
conductivity of a copper wire having a cross-sectional area of 16 mm2. Such earthing connections shall be
provided at different locations around superstructure perimeter, shall be accessible for inspection and
protected from damage.
2.5.3 Earth terminals and conductors.
2.5.3.1 Bolts for fastening the earthing conductor to the ship's hull shall have a diameter not less
than 6 mm. For cables and wires having a cross-sectional area of 2,5 mm2 and 4 mm2 it is permitted to use
bolts (screws) 4 mm and 5 mm in diameter, respectively. Such bolts shall not be used for other purposes.
The bolts screwed into material (without nuts) shall be manufactured of brass or other corrosion-
resistant material.
Ship's hull in places of earthing conductor connections shall be cleaned to metal and properly protected
against corrosion.
2.5.3.2 Fixed electrical equipment shall be earthed by means of external earthing conductors or
an earthing core in the feeding cable.
When earthing is effected with a special core of the feeding cable, it shall be connected to the earthing
device inside the enclosure of the electrical equipment.
Such earthing effected with external earthing conductors need not be provided in case the arrangement
of equipment ensures a reliable electrical contact between the equipment enclosure and the metal ship's
hull under all operating conditions.
For earthing effected with an external earthing conductors, the use shall be made of copper conductors,
as well as conductors of any other corrosion-resistant metal provided the resistance of these conductors
does not exceed that of the required copper conductor. The cross-sectional area of copper earthing
conductor shall not be less than that specified in Table 2.5.3.2.
 Rules for the Classification and Construction of Sea-Going Ships
XI-21

T a b l e 2.5.3.2
Cross-sectional area of cable Cross-sectional area of earthing conductor of fixed electrical equipment, mm2, min
core connected to consumer,
mm2 solid stranded
Up to 2,5 2,5 1,5
2,5 to 120 Half the cross-sectional area of cable core connected, but not less than 4
Over 120 70

In case earthing is effected with a special core, the cross-sectional area of this core shall be equal to the
nominal area of the feeding cable core for cables, having a cross-sectional area up to 16 mm2 and at least
half the cross-sectional area of the feeding cable core, but not less than 16 mm2 for cables having a cross-
sectional area over 16 mm2. Earthing resistance shall not exceed 0,4 Ohm.
2.5.3.3 Earthing of movable, loose and portable consumers shall be effected through and earthed
jack in the socket outlet or other earthed contact device and a copper earthing core of the feeding
flexible cable. The cross-sectional area of the earthing core shall not be less than the nominal cross-
sectional area of the feeding flexible cable core for cables up to 16 mm2 and at least half the cross-
sectional area of the feeding flexible cable core, but not less than 16 mm2, for cables over 16 mm2.
2.5.3.4 Earthing of the fixed equipment shall be non-disconnectable.
2.5.3.5 Earthing of shields and metal armour of cables shall be effected in one of the following ways:
.1 using a copper earth wire of a cross-section not less than 1,5 mm2 for cable conductors with a
cross-sectional area up to 25 mm2 and not less than 4 mm2 for cable conductors with a cross-
sectional area over 25 mm2;
.2 by adequate attachment of the shields and metal armour to the hull;
.3 by means of cable gland rings provided these are characterized by corrosion resistance, good
conductivity and elasticity.
Except for cables of end branches of circuit, which may be earthed at the supply end only, earthing can
be effected at both cable ends. Cable shields and metal armour may be earthed in another approved way,
provided these methods do not hamper the operation of equipment.
2.5.3.6 The external earthing conductors shall be accessible for inspection and protected against
getting loose and mechanical damage.
 Rules for the Classification and Construction of Sea-Going Ships
XI-22

2.6 LIGHTNING PROTECTION

2.6.1 General.
2.6.1.1 In ships provision shall be made for lightning protection devices covering the zone to be
protected.
2.6.1.2 In ships, where consequential effects of lightning strokes may cause a fire or explosion,
lightning protection earthing devices shall also be fitted to preclude consequential sparking.
2.6.1.3 Lightning protection device shall consist of an air termination, down conductor and earth
termination. On metal masts no special lightning protection device need be fitted if provision is made for
reliable electrical connection of the mast to the metal hull or earthing point.
2.6.2 Air termination network.
2.6.2.1 In metal ships the ship's vertical structures (masts, derrick posts, superstructures, etc.)
may be used as air termination if provision is made for reliable electrical connection of these
structures to the metal hull.
Additional air terminations shall be used only when ship's structural elements proper do not provide for
reliable lightning protection.
2.6.2.2 If electrical equipment is installed on the top of the metal mast, provision shall be made
for an air termination network, which is effectively earthed.
2.6.2.3 On each mast or top mast of non-conducting material an effectively earthed air termination
shall be provided.
2.6.2.4 The air termination shall be made of a rod at least 12 mm in diameter. The rod may be of
copper, copper alloys or steel protected against corrosion. For aluminium masts aluminium rods
shall be used.
2.6.2.5 The air termination shall be fitted to the mast in such a manner that it projects at
least 300 mm above the top of the mast or above any device fitted on its top.
2.6.3 Down conductor.
2.6.3.1 The down conductor shall be made of a rod, strip or multiwire cable having a cross-
sectional area not less than 70 mm2 for copper or its alloys and not less than 100 mm2 for steel. Steel
down conductors shall be protected against corrosion.
2.6.3.2 Down conductors shall run on the outer side of masts and superstructures with a
minimum number of bends, which shall be gradual and have as large radius as possible.
2.6.3.3 Down conductors shall not run through dangerous spaces and zones.
2.6.3.4 In ships with non-metal hull the down conductor of the lightning protection device shall
be laid separately throughout its length (including its connection to the earth termination network),
without connecting to the busbars of the protective and operation earthing circuits.
2.6.4 Earth termination network.
2.6.4.1 In composite ships the metal stem or other metal structures immersed in water under any
navigation condition may be used as earth termination.
2.6.4.2 Means shall be provided on board the ship to allow for connecting the ship's steel hull or
the earth termination network to the shore-based lightning protection device earthing when the ship
is in a dock or on a slipway.
2.6.4.3 Earthing of ships with non-conducting hulls shall be in accordance with 1.2 (refer to the
definition "Ship's hull").
2.6.5 Connections in lightning protection device.
2.6.5.1 Connections between the air termination network, down conductor and earth termination
network shall be welded or bolted with clamps.
2.6.5.2 The contacting surface area between the down conductor, air termination network and
earth termination network shall not be less than 1000 mm2.
The connecting clamps and connecting bolts shall be made of copper, copper alloys or steel protected
against corrosion.
 Rules for the Classification and Construction of Sea-Going Ships
XI-23

2.6.6 Lightning protection earthing devices.

2.6.6.1 Lightning protection earthing referred to in 2.6.1.2 shall be provided for isolated metal
structures, flexible connections, pipes, screens of power and communication lines, pipeline entries into
dangerous spaces.
2.6.6.2 All pipelines conveying petroleum products and other pipelines associated with dangerous
spaces and zones and located on open decks or in spaces free from electromagnetic screening shall be
earthed to the ship's hull at least at 10 m intervals throughout their length.
All pipelines, which are located on the upper deck where explosive gases may be present and which
are not associated with dangerous spaces and zones, shall be earthed to the ship's hull at least at 30 m
intervals throughout their length.
2.6.6.3 Metal parts near down conductors shall be earthed if they are not fixed to earthed
structures and have no other metal connection to the ship's hull. In so doing, facilities or metal parts
located at a distance of up to 200 mm from the down conductor shall be so connected to the down
conductor that consequential sparking is excluded.
2.6.6.4 The joints of earthing elements shall be accessible for inspection and protected from
mechanical damage.
 Rules for the Classification and Construction of Sea-Going Ships
XI-24

2.7 ARRANGEMENT OF ELECTRICAL EQUIPMENT

2.7.1 Electrical equipment shall be installed in such a manner as to provide convenient access to
controls and to all parts that require maintenance, inspection and replacement.
2.7.2 The horizontal-shaft electric machines shall be so installed that the shaft is positioned
parallel to the centre line of the ship. Installation of machines with the shaft positioned in
another direction is permitted only in those cases when the design of the machine ensures its
normal operation under conditions specified in 2.1.2.2.
2.7.3 The air-cooled electrical equipment shall be so located that cooling air is not taken from bilges or
other spaces wherein the air may be contaminated with substances having a harmful effect on insulation.
2.7.4 The electrical equipment placed in locations subject to vibration and shocks, which are
heavier than those specified in 2.1.2.1 and which are impossible to eliminate, shall be so designed as
to ensure its normal operation under these conditions or to mounted on relevant shock absorbers.
2.7.5 Electrical equipment shall be fixed in position in such a manner that the strength of decks,
bulkheads and skin is not impaired as a result of this.
2.7.6 No electrical equipment shall be located in spaces wherein explosives are stored. Lighting of
such spaces shall be provided with lighting fixtures fitted in adjacent flameproof spaces. If this is
impracticable, the electrical equipment shall be of the design and type which prevent potential
ignition and explosion.
2.7.7 When the enclosures of electrical equipment are made from different material than the
structures on which they are installed, care shall be taken, if necessary, to prevent electrolytic
corrosion.
 Rules for the Classification and Construction of Sea-Going Ships
XI-25

2.8 SPECIAL ELECTRICAL SPACES

2.8.1 The doors of special electrical spaces shall be locked. These doors shall open on the outside.
In case the doors face corridors and passageways in accommodation and service spaces, it is permitted
that these doors open on the inside on condition that protection guards and stops are provided. A warning
notice shall be placed on the door. From the inside of the space the door shall open without a key.
2.8.2 Special electrical spaces shall not be adjacent to the tanks filled with flammable liquids. If
this requirement is not feasible from the structural point of view, measures shall be taken eliminating
the possibility of flammable liquid penetration into these spaces.
2.8.3 No exits, side scuttles of the opening type or other openings are permissible from special
electrical spaces into dangerous spaces.
2.8.4 Handrails of non-conducting material shall be installed in special electrical spaces, in
passageways and servicing areas when the open-type electrical equipment is used.
 Rules for the Classification and Construction of Sea-Going Ships
XI-26

2.9 SAFE-TYPE ELECTRICAL EQUIPMENT

2.9.1 The requirements of the paragraph are applicable to all ships, in which enclosed or semi-
enclosed spaces and zones explosive mixtures of vapours, gases or dust with air are likely to occur in
dangerous concentrations.
The following spaces and zones fall under this category: paint lockers, lantern rooms (for oil lanterns),
storerooms for cylinders with flammable gases, battery compartments and spaces, which contain tanks,
machinery and pipes for flammable liquids having a flash point 60 8C and below.
Additional requirements for installation of electrical equipment in oil tankers are specified in 19.2; in
ships intended for the carriage of motor vehicles with fuel in their taks _ in 19.3; in ships intended for the
carriage of dangerous goods _ in 19.11.
2.9.2 Safe type of the equipment shall be confirmed by a certificate issued by a competent body. For
simple electrical apparatus and components specified in 19.2.4.1.2 and 19.2.4.2.3, a certificate issued by a
competent body as regards safety is not required. The manufacturer's confirmation of the product
compliance with IEC 60079-11 and 60079-0 (or equivalent national standards) will be sufficient.
2.9.3 In dangerous spaces and zones, only safe type electrical equipment may be installed, the
protection level of which corresponds to the category and group of the most dangerous gas mixture:
.1 paint lockers _ sub-group IIB, temperature class T3 (refer also to 2.9.16);
.2 storerooms for cylinders with flammable gases _ sub-group IIC, temperature class T2;
.3 battery compartments _ sub-group IIC, temperature class T1;
.4 spaces which enclose tanks, machinery and piping for inflammable liquids having a flash point 60 8C
and below _ sub-group IIB, temperature class T3.
Depth-sounder oscillators and associated cables shall be installed in compliance with the requirements
of 3.7.4 and 3.8.3, Part V "Navigational Equipment" of the Rules for the Equipment of Sea-Going Ships,
and ventilator motors shall be installed in spaces adapted for the carriage of dangerous cargoes in
compliance with 12.7.4, Part VIII "Systems and Piping".
2.9.4 In spaces where explosive mixture of dust or fibre with air may accumulate electrical
equipment with the degree of protection not below IP65 shall be installed.
Electrical equipment of IP55 type may be permitted where the occurrence of explosive mixture of dust
or fibre with air is temporary, resulting from the damage or infiltration from processing equipment in
operation or ventilation cutoff.
Electrical equipment installed in these spaces shall have such protective enclosure that the temperature
of its upper horizontal surfaces or those inclined more than 608 to the horizontal is, under conditions of
continuous operation, by 75 8C below the smouldering point of dust accumulated in these spaces
(the smouldering point shall be determined for a layer of dust 5 mm thick).
2.9.5 Lighting fixtures of safe type shall be so installed that a free space around them is not less
than 100 mm, excluding the place of the fastenings.
2.9.6 Any equipment installed in dangerous spaces and zones, except for fire detectors, shall be
provided with switches fitted at a safe position outside dangerous spaces and zones to disconnect all
live conductors.
2.9.7 Fastening of electrical equipment directly to the walls of tanks intended for flammable
liquids is not allowed. In any case, electrical equipment shall be fastened at a distance not less
than 75 mm from the tank walls.
2.9.8 In enclosed and semi-enclosed spaces where an explosive mixture of gas or vapour with air
is not likely to occur, but direct openings lead to dangerous spaces, electrical equipment of safe type
shall be generally installed.
Installation of electrical equipment of non-safe type, is permitted if the following conditions are
observed:
.1 operation of alarms (visual and audible) and automatic disconnection of power supply
(in sound cases with time delay) to electrical equipment if the ventilation is shut off;
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.2 interlocking to provide for possible connection of electrical equipment only after adequate
ventilation of the space (at least 10 air changes).
2.9.9 In compartments/holds intended for carriage of flammable cargoes the electrical equipment, which is
essential for the safety and control of the ship, shall have a possibility to be completely isolated and protected
against unauthorised actuation. The equipment shall be isolated from locations outside the dangerous zones by
removing special disconnectors, by switches with interlocking devices or other effective means.
If provision of such equipment is necessary for the safety and control of the ship, the equipment shall
be of certified safe type: intrinsically safe (Exia or Exib), pressurised enclosure (Exp), flameproof (Exd),
increased safety (Exe).
2.9.10 In explosion-dangerous spaces and zones only the cables serving the electrical equipment fitted in
such spaces and zones in full compliance with the requirements of 2.9.11 may be laid. The through runs of
cables may be permitted in the above spaces and zones provided the requirements of 2.9.11 _ 2.9.15 are
complied with. No connections of cables laid in dangerous zones are permitted.
2.9.11 Cables installed in dangerous spaces and zones shall have protective covering of one of the
following types:
.1 metal armour or braid with additional insulation covering;
.2 lead sheath with additional mechanical protection;
.3 copper or stainless steel sheath (only for cables with mineral insulation).
2.9.12 Cables passing through dangerous spaces and zones shall be suitably protected against
mechanical damage.
Penetrations of cables through decks and bulkheads shall be sealed to avoid ingress of flammable gases
or vapours.
2.9.13 All shields and metal braids of cables of power circuits for electric motors and lighting
systems, which pass through dangerous spaces and zones or supply the electrical equipment installed
in these spaces, shall be earthed at both ends at least.
2.9.14 Cables of intrinsically safe circuits shall be laid separately from other cables and shall
comply with the requirements of IEC 60079-14 and IEC 60079-25.
2.9.15 Cables of portable electrical equipment, except for cables of intrinsically safe circuits, shall
not pass through dangerous spaces and zones.
2.9.16 Additional requirements for electrical equipment installed in paint lockers.
2.9.16.1 Electrical equipment shall be installed in paint lockers and in ventilation ducts serving
such spaces only when it is essential for operational services.
Safe type equipment of the following type is acceptable: intrinsically safe (Exi), pressurized (Exp),
flameproof (Exd), increased safety (Exe), special protection (Exs).
2.9.16.2 The minimum requirements for the safe type equipment are as follows: explosion group
IIB, temperature class T3.
2.9.16.3 In paint lockers and spaces mentioned under 2.9.16.4, cables (through-runs or
terminating cables) of armoured type or installed in metallic conduits shall be used.
2.9.16.4 In the areas on open deck within 1 m of inlet and exhaust ventilation openings or
within 3 m of exhaust mechanical ventilation outlets, the following electrical equipment may be
installed: safe type equipment permitted by 2.9.16.1, equipment of protection class (Exn), appliances,
which do not generate arcs or sparks in service and which surface does not reach unacceptably high
temperature under normal conditions.
2.9.16.5 Enclosed spaces giving access to the paint locker may be considered as non-hazardous,
provided that:
.1 the door to the paint locker is a gastight door with self-closing devices without holding-back
arrangements;
.2 the paint locker is provided with an acceptable, independent, natural ventilation system
ventilated from a safe area;
.3 warning notices are fitted adjacent to the paint locker entrance stating that the store contains
flammable liquids.
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2.10 ANTISTATIC EARTHING

2.10.1 Antistatic earthing is a mandatory mean of ensuring electrostatic intrinsic safety for all types of
ships having dangerous spaces and zones.
2.10.2 Equipment to be installed on board, in enclosed and semi-enclosed spaces and zones where
explosive mixtures of vapours, gases or dust with air likely to occur (refer to 2.9.1), as well as any portable
equipment to be brought and installed in such spaces shall be antistatically earthed.
2.10.3 Bonding straps shall be required for cargo tanks/process plant/piping systems which are not
permanently connected to the hull of the ship, e.g.:
.1 independent cargo tanks;
.2 cargo tanks/piping systems which are electrically separated from the hull of the ship;
.3 pipe connections arranged for the removal of spool pieces;
.4 wafer-style valves with non-conductive (e.g PTFE) gaskets or seals.
2.10.4 The following equipment does not require use of the antistatic earthing conductors:
.1 fixed and portable electrical equipment shields and metal armour of cables earthed in accordance
with 2.5;
.2 pipes and conduits for installation of cables earthed in accordance with 16.8.8;
.3 electrical equipment, automation equipment, radio equipment and navigational equipment earthed in
accordance with 2.2.2;
.4 equipment and structures provided with lightning protection earthing in accordance with 2.6.6.
2.10.5 Arrangement and monitoring of antistatic earthing.
2.10.5.1 Where bonding straps are required, they shall be: clearly visible so that any shortcomings can
be clearly detected; designed and sited so that they are protected against mechanical damage and that they
are not affected by high resistivity contamination e.g. corrosive products or paint; easy to install and
replace.
2.10.5.2 Bonding straps shall be connected to the non-metallic equipment, e.g. plastic pipes, in a
manner defined by the manufacturer of the equipment. Design of the bonding straps being the
component part of the equipment delivered to the ship shall meet the requirements of relevant Parts
of the Rules or the standards approved by the Register.
2.10.5.3 Resistance of the antistatic earthing shall be monitored by portable instruments of any type
with control d.c. voltage of not more than 10 V. The resistance value measured between the equipment,
component, structure being monitored and ship's hull shall not exceed 106 Ohm with the area of contact
between the measure electrode and the equipment surface being no more than 20 mm2.
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2.11 ARRANGEMENTS AND SYSTEMS FOR INSULATION RESISTANCE MONITORING

2.11.1 In each isolated ship power system with the nominal voltage above 50 V AC or above 110 V DC
provision shall be made for an automatic continuous monitoring of insulation resistance of current-
carrying components relative to ship's hull. Measurements periodicity during the periodic monitoring shall
not exceed 300 s.
2.11.2 In the networks with the voltage 1000 V and above monitoring of the insulation resistance shall
be carried out only alive with the use of passive monitoring methods (for example, with the use of zero-
sequence current transformer).
2.11.3 Devices for insulation resistance monitoring in the networks with the voltage up to 1000 V
shall:
be fitted with an indicator showing the insulation resistance value;
have visible and audible alarm at decrease of controlled value under the prescribed limit;
allow to perform smooth adjustment of alarm actuating setting value within the range from 100 to 5 kOhm.
The current setting value shall be indicated;
have an operation speed sufficient for measuring insulation resistance value in the networks with the
existing capacity level during the measurement cycle of the device which shall not exceed 30 s;
produce measuring current not exceeding 0,03A under all modes (including transient);
provide for the possibility of periodic intactness monitoring under operational conditions by means of
earth leakage current through an active resistance equal to 80 % of resistance of the relevant setting
actuating.
2.11.4 Location of devices for insulation resistance monitoring shall meet the requirements of 4.6.4.7.
 Rules for the Classification and Construction of Sea-Going Ships
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3 MAIN ELECTRICAL POWER SOURCE

3.1 COMPOSITION AND CAPACITY OF MAIN ELECTRICAL POWER SOURCE

3.1.1 In every ship, a main electric power source shall be provided with a capacity sufficient to
supply all the electrical equipment on board under conditions specified in 3.1.5. Such a source shall
consist of two independently driven generators at least.
In ships of 300 gross tonnage and below (except for passenger ships), accumulator batteries may be the
main power source.
3.1.2 The number and capacity of independently driven generators and electric converters, of
which the main electrical power source is composed, shall be such that if any of them failed the rest
would ensure:
.1 supply to electrical equipment essential for propulsion, steering and safety of the ship with
the normal habitable conditions on board guaranteed;
.2 start of the most powerful electric motor with the greatest starting current. The motor start
shall not involve a voltage and frequency drop in the mains that could result in a fall out of
synchronism, stop of generator engine or disconnection of machinery and apparatus being in
operation;
.3 supply to consumers necessary to start the propulsion plant (refer to 1.2.1, Part VII
"Machinery Installation") when the ship is de-energized. For this purpose, emergency electrical
power source may be used if its capacity proper or in association with the capacity of any other
electrical power source would ensure a simultaneous supply of consumers listed under 9.3.1 to 9.3.3
or under 19.1.2.1 to 19.1.2.3 (refer also to 2.1.6, Part VII "Machinery Installations"), for this purpose
their parallel operation may be provided.
3.1.3 Where the main electrical power source is needed to ensure propulsion and steering of the ship,
provision shall be made that the power supply to the equipment essential for propulsion and steering and to
ensure safety of the ship is maintained continuously or restored immediately in case of failure of any
generator being in operation.
Along with that, in ships where electrical power is normally supplied by two or more generators
running in parallel, provision shall be made for automatic switching-off of less essential consumers
without any overloading of the remaining generators, with retention of power supply to consumers
essential for propulsion, steering and to ensure safety of the ship.
In ships where electrical power is normally supplied by one generator, in case of its failure and
deenergization of the main switchboard, provision shall be made for:
automatic starting of stand-by generator of sufficient capacity and its connection to busbars of the main
switchboard within 45 s;
automatic re-starting, in the necessary sequence, of essential devices ensuring propulsion, steering and
safety of the ship.
3.1.4 Instead of one independently driven generator as mentioned under 3.1.1, a generator driven
by the main engine (shaft generator) may be used if it complies with 3.2.3 under conditions listed
below:
.1 the shaft generator operates practically at a constant speed (in the set frequency range for an
electrical power plant with variable frequency main power source) under different operating
conditions of the ship;
.2 provision is made for actuation of the ship's propulsion plant in case of failure of any generator
with an independent prime mover.
3.1.5 The number and power output of generators forming the main source of electrical power
shall be determined with regard to the following operating conditions of the ship:
.1 running conditions;
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.2 manoeuvring;
.3 in case of fire, hole in the ship's hull or other conditions affecting the safety of navigation, with
the main sources of electrical power in operation;
.4 other operating conditions according to ship's purpose.
3.1.6 Where accumulator batteries are the main source of electrical power, their capacity shall be
sufficient to satisfy the requirements of 3.1.2.1 for 8 h without recharging; provision shall be made
for charging of accumulator batteries from the source of electrical power installed on board.
3.1.7 In ships of restricted area of navigation R3 (except passenger ships) with a low-power
electrical installation as the main source of electrical power, only one generator with an independent
prime mover or accumulator batteries may be installed.
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3.2 GENERATOR SETS

3.2.1 General.
3.2.1.1 Engines designed for use as generator prime movers shall comply with the requirements
set forth in Sections 2, 3 and 8, Part IX "Machinery", and, additionally, with the requirements of the
Chapter.
3.2.1.2 Electric machine sets shall be designed for continuous duty, with regard to the power
reduction during ship's service under conditions specified in 2.1.1.1.
3.2.1.3 Under short circuit in the ship's mains the generators shall provide for the value of the
sustained short-circuit current sufficient for the operation of protective devices.
3.2.1.4 The voltage of generators shall be regulable within the range specified in 10.6 and 10.7 of this
Part, and speed frequency shall be regulable within the range specified in 2.11.3, Part IX "Machinery".
3.2.2 Load sharing between sets running in parallel.
3.2.2.1 Alternating-current sets intended to run in parallel shall be provided with such a reactive-
voltage drop compensating system that when the sets run in parallel the reactive load sharing
between the generators does not differ from a value proportional to their output by more than 10 %
of the rated reactive load of the largest generator involved or by not more than 25 % of the rated
output of the smallest generator if this value is lower than the above one.
3.2.2.2 When the alternating-current sets run in parallel at 20 to 100 % of the total load, load
sharing shall be within the limits specified in 2.11.3, Part IX "Machinery".
3.2.3 Shaft generator sets.
3.2.3.1 Where shaft generators are used for feeding the ship mains, automatic connection of one or
more independently driven generators to the ship mains shall be provided, or an alarm shall be activated in
the engine room or at the main machinery control room in case the network frequency is below the
permissible value.
3.2.3.2 Shaft generators intended for supply of particular consumers may operate under
parameters, which differ from those specified in 3.2.1.4.
3.2.3.3 Shaft generators and semiconductor transducers (inverters) supplying the ship mains shall
not be damaged by short circuits at the main distribution board busbars. In this case, a steady short-
circuit current shall be ensured, sufficient for protection to be activated.
3.2.3.4 As a minimal requirement, shaft generators shall be designed for short periods of parallel
running with other types of generator sets so that manual or automatic (if available) switch-over of
the load is possible.
3.2.3.5 For shaft alternators, automatic devices shall be provided to preclude the current
overload of their excitation system components when running at a speed below 90 % of the nominal
speed during more than 5 s. In this case, a proportional voltage lowering across the generator
terminals is permitted.
3.2.3.6 For each shaft generator, a de-excitation device shall be provided at the main distribution
board, and measuring instruments as listed under 4.6.4.3.
3.2.3.7 When the shaft generator is connected into the ship mains, a visual warning signal shall be
activated at the navigation bridge indicating that a change in the mode of main machinery operation
might bring about a deviation in the ship main parameters beyond the limits stipulated by 10.6
and 10.7 of this Part and 2.11.3, Part IX "Machinery".
3.2.3.8 A generator with an independent prime mover may be used in shaft generators with
semiconductor converters as a synchronous condenser. In such cases, a disengaging clutch shall be
fitted between the generator and its prime mover.
3.2.4 Exhaust-heat turbogenerators.
3.2.4.1 Exhaust-heat turbogenerators supplying particular consumers may have performance
characteristics different from those stated under 3.2.1.4.
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3.2.4.2 The exhaust-heat turbogenerators used for feeding the ship mains shall be designed for
parallel operation with generators having an independent prime mover. In this case, the distribution
of load between the generator sets shall be in accordance with 3.2.2.
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3.3 NUMBER AND CAPACITY OF TRANSFORMERS

3.3.1 In ships, where lighting and other circuits of essential services are powered through transformers,
not less than two transformers shall be provided of such a capacity that in case of failure of the largest unit,
the remaining transformers are capable of satisfying the complete need in electrical power under all
operating conditions of the ship.
Where subdivided system of busbars is used, transformers shall be connected to different sections of
the main switchboards.
In ships of less than 300 gross tonnage (other than passenger ships) of restricted areas of
navigation R2, R2-RSN, R2-RSN(4,5), R3-RSN and R3, with the electrical installation of low power
installation of only one transformer is allowed.
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3.4 POWER SUPPLY FROM AN EXTERNAL SOURCE OF ELECTRICAL POWER

3.4.1 If provision is made for ship's mains to be supplied from an external source of electrical
power, an external supply switchboard shall be installed in the ship (refer also to 4.6.4.6).
For ships with the electrical installation of low power it is allowed that cables for supply of the ship's
mains from an external source of electrical power shall be connected to the main switchboard directly.
3.4.2 At the external supply switchboard, the following facilities shall be provided:
.1 terminals for flexible cable connection;
.2 switch gear and protection devices for connecting and protection of permanently laid cable of
the main distribution switchboard; where the cable length between the external supply switchboard
and the main distribution switchboard is less than 10 m, no protection devices may be fitted;
.3 voltmeter or pilot lamps to indicate the presence of voltage from an external source across the
terminals;
.4 device or facilities for connecting a device to control polarity and phase sequence;
.5 terminal for earthing a neutral wire from an external source;
.6 plate to indicate voltage, type of current and frequency;
.7 arrangement for mechanical fixation of the end of flexible cable connected to the switchboard
and a hanger for the cable, which shall both be provided at the external supply switchboard or in its
vicinity.
3.4.3 When supplying the ship's mains from an external source of power with the earthed neutral wire,
the cross-sectional area of the wire shall be at least 1/2 of the cross-sectional area of the supply cable.
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3.5 CONNECTION OF ELECTRICAL POWER SUPPLY UNITS

3.5.1 Where the electrical power supply units are not adapted for long operation in parallel to
feed common busbars, it is necessary to use a connection circuit ensuring their switching-on for
parallel operation for the duration of load transfer from one unit to another.
3.5.2 Direct current compound-wound generators designed for parallel operation shall have
equalizing connections.
3.5.3 Where alternating-current generators are intended to operate in parallel, a synchronizer
shall be installed in the main switchboard.
Where synchronizing is arranged to operate automatically, a standby manual synchronizer shall be
provided by one operator.
3.5.4 Where several direct-current generators are installed, a magnetizing device shall be fitted in
the main switchboard.
Such device may be also allowed for synchronous alternating-current generators if it is necessary for
initial excitation.
3.5.5 Where the ship's and external sources of electrical power are not intended to operate in
parallel to the common busbars of the ship's electrical installation, the system of connections shall be
so interlocked, in this case, as to prevent their possible switching-on for parallel operation.
3.5.6 Where the main source of electrical power is necessary for propulsion of the ship, the main
busbar shall be subdivided into at least two parts, which shall normally be connected by circuit breakers or
other approved means (e.g. circuit breaker without release or disconnector). Bolted links between the main
switchboard sections, by which the busbars can be split, are not acceptable.
So far as it is practicable, the connection of generating sets and other duplicated equipment shall be
equally divided between the parts.
 Rules for the Classification and Construction of Sea-Going Ships
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4 DISTRIBUTION OF ELECTRICAL POWER

4.1 DISTRIBUTION SYSTEMS

4.1.1 The following systems of electrical power distribution are acceptable:

.1 for alternating current up to and including 1000 V:
.1.1 three-phase three-wire insulated system;
.1.2 three-phase three-wire system with neutral earthed through high-value resistor or reactor
(compensated-resistored neutral);
.2 additionally for current up to and including 500 V:
.2.1 three-phase four-wire insulated system;
.2.2 three-phase four-wire system with neutral earthed according to 4.1.1.1.2;
.2.3 single-phase two-wire insulated system;
.2.4 single-phase two-wire system with neutral earthed according to 4.1.1.1.2;
.2.5 single-phase single-wire system with hull return for voltage up to 50 V (in ships of less than 1600
gross tonnage), except stated in 6.8.4, provided that any possible current will not pass directly through any
of the dangerous spaces;
.3 for direct current:
.3.1 two-wire insulated system;
.3.2 single-wire system with hull return for voltage up to 50 V (in ships of less than 1600 gross
tonnage), except stated in 6.8.4, provided that any possible current will not pass directly through any of the
dangerous spaces.
Where a hull return system is used, all final circuits shall be two-wire and the insulated return wire
shall be earthed by connecting to the earthing busbar of the distribution board supplying the circuit, at the
place accessible for inspection. In this case devices shall be provided for isolating the earthing busbars
from the hull to test insulation condition.
In ships of 1600 gross tonnage and upwards the use of local earthed systems is accepted for supplying
the following consumers (provided that any possible current will not pass directly through any of the
dangerous spaces and zones):
.1 electrical (battery) starter systems of internal combustion engines;
.2 impressed-current cathodic protection systems;
.3 insulation resistance monitoring and measuring systems (refer to 4.6.4.7).
 Rules for the Classification and Construction of Sea-Going Ships
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4.2 PERMISSIBLE VOLTAGE

4.2.1 Proceeding from the electrical power distribution system used, the permissible voltage
across the terminals of power generating sets of electrical power sources with frequencies of 50
and 60 Hz shall be found under 4.1. Additonal requirements for apparatus designed for a voltage in
excess of 1000 V shall be found in Section 18.
4.2.2 Permissible voltage across the terminals of sources of electrical power and direct current
sources shall not exceed the values below:
500 V for power systems;
250 V for lighting and heating systems, and socket outlets.
4.2.3 Permissible voltage across the terminals of alternating-current consumers shall not exceed
the values specified in Table 4.2.3.
T a b l e 4.2.3
Nos Consumers Permissible voltage, V

1 Permanently installed power consumers, cooking and heating appliances permanently installed in 1000
spaces other than those specified in item 2

2 Portable power consumers supplied from socket outlets fixed in position when used, heaters in 500
cabins and passenger accommodation (refer to 15.2.5)

3 Lighting, signalling and internal communication, socket outlets for portable consumers with double 250
or reinforced insulation or isolated electrically by isolating transformer

4 Socket outlets fitted in locations and spaces with increased humidity, and in extra humid spaces, 50
and intended for supply of consumers having no double or reinforced insulation and not isolated
electrically

4.2.4 Permissible voltage across the terminals of direct-current consumers shall not exceed the
values specified in Table 4.2.4.
T a b l e 4.2.4
Nos Consumers Permissible voltage, V

1 Permanently installed power consumers 500

2 Cooking, heating, etc. appliances 250
3 Lighting, socket outlets1 250
1
In spaces with increased humidity and extra humid spaces, notices shall be provided at socket outlets with voltage exceeding the
overrating voltage to notify of the use of consumers with double or reinforced insulation or those electrically isolated from overrating voltage.
 Rules for the Classification and Construction of Sea-Going Ships
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4.3 POWER SUPPLY OF ESSENTIAL SERVICES

4.3.1 The following services shall be supplied by separate feeders from the main switchboard
busbars:
.1 steering gear electric drives (refer also to 5.5.2);
.2 anchor gear electric drives (refer also to 4.3.3);
.3 fire pump electric drives;
.4 bilge pump electric drives;
.5 electric drives of sprinkler system compressors and pumps equipment to ensure operating of
foam generators of high expansion foam system;
.6 gyrocompass;
.7 refrigerating plant switchboard for cargo holds;
.8 electric drives of exciter sets of propulsion plant;
.9 section main-lighting switchboards;
.10 radio equipment switchboard;
.11 switchboard of navigational equipment;
.12 navigation light switchboard;
.13 section switchboards and distribution gear for supplying other essential services combined on
the principle of uniformity of their functions;
.14 switchboards of integrated bridge control console (refer also to 4.5);
.15 switchboard of automatic fire detection system;
.16 electric drives of auxiliaries ensuring the operation of main machinery;
.17 switchboards of electric drives for cargo, mooring, boat and other gears, ventilation and
heating appliances;
.18 control devices of controllable pitch propeller;
.19 charging facilities of starter accumulator batteries and batteries supplying essential
consumers;
.20 switchboards of electric drives for closure of watertight doors and devices holding fire doors
in open position and closure of watertight and fire doors;
.21 switchboard of refrigerating plant for the low pressure carbon dioxide extinguishing system;
.22 lighting switchboards for hangars and helicopter deck illumination.
It is permitted to supply services indicated in 4.3.1.4, 4.3.1.10 to 4.3.1.12, 4.3.1.15, 4.3.1.16, 4.3.1.18
to 4.3.1.20, from switchgear indicated in 4.3.1.13 or 4.3.1.14 by separate out-going feeders provided with
adequate switching and protective devices.
4.3.2 In case one-purpose machinery with electric drives indicated in 4.3.1 is installed in double or
greater number, except for specified in 4.3.1.1, 4.3.1.5 and 4.3.1.8 at least one of these drives shall be
energized by a separate feeder from the main switchboard. Electric drives of the rest of such
machinery are allowed to be supplied from section switchboards or special distribution devices
intended for supply of essential services.
When the collecting busbars in the main switchboard are subdivided into sections having intersectional
disconnecting devices, the electric drives, section switchboards, special distribution devices or boards
installed in double or greater number or supplied by two feeders shall be connected to different sections of
the main switchboard.
4.3.3 In cargo ships of restricted areas of navigation R2, R2-RSN, R2-RSN(4,5), R3-RSN and R3,
and in particular cases in ships of unrestricted service and ships of restricted area of navigation R1,
the supply feeder of anchor gear may be connected to the distribution board of cargo winches or to
another distribution board, on special approval of the Register, provided the boards are supplied
directly from the main distribution board and adequate protection is available.
4.3.4 Final sub-circuits having a current rating in excess of 16 A shall supply not more than one
consumer.
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4.4 POWER SUPPLY OF ELECTRICAL (ELECTRONIC) AUTOMATION SYSTEMS

4.4.1 Power supply of electrical (electronic) automation systems shall satisfy the requirements of
Part XV "Automation".
4.4.2 Power supply of automation devices necessary for starting and operating the emergency
diesel generator shall be taken from a starter battery or another independent accumulator battery
installed in the emergency diesel generator space.
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4.5 POWER SUPPLY TO INTEGRATED BRIDGE CONTROL CONSOLE

4.5.1 When locating in the integrated bridge control console the electrical equipment,
navigational equipment, radio equipment, electrical automatic and remote-control equipment for
the main and auxiliary machinery, such equipment shall be supplied by separate feeders as required
in this Chapter and other parts of the Rules.
It is allowed to feed the equipment specially listed in 4.3.1 from the switchboards of the integrated
bridge control console, provided the requirements of 4.5.2 to 4.5.6 are met (refer to 9.4.3 as well).
4.5.2 The switchboards of the integrated bridge control console shall be fed from the main
switchboard directly or through the transformers by two independent feeders connected to different
sections of the main switchboard busbars, where busbars are subdivided.
When the emergency generator is provided on board the ship, the switchboards of the integrated bridge
control console shall be supplied by one feeder from the main switchboard and by one feeder from the
emergency switchboard.
4.5.3 In addition, the switchboards of the integrated bridge control console shall be
independently supplied by a separate feeder from other source or sources of power, if necessary,
basing on the requirements for the equipment fed from these switchboards.
4.5.4 The switchboard shall be provided with a change-over switch for feeders specified in 4.5.2.
If an automatic change-over switch is used, manual switching of feeders shall be also ensured. In this
case, provision shall be made for necessary interlocking.
4.5.5 Each consumer specially listed in 4.3.1 fed from the switchboards of the integrated bridge
control console shall be supplied by a separate feeder (refer also to 9.4.3).
4.5.6 In the integrated bridge, control console a light signalling device indicating the presence of
voltage shall be fitted.
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4.6 SWITCHBOARD AND SWITCHGEAR

4.6.1 Switchboard design and construction.

4.6.1.1 Frames, front panels and enclosures of main, emergency, section and distribution
switchboards shall be constructed of metal or some other durable non-combustible material.
Where the aggregate capacity of generators intended for parallel operation exceeds 100 kW, barriers
shall be installed between the generator sections and adjacent sections for protection against the effects of
arcs.
4.6.1.2 Switchboards shall be of rigid construction capable of withstanding the mechanical
stresses liable to occur under service conditions or as a result of short circuits.
4.6.1.3 Switchboards shall at least be protected from drip. This protection is not required if the
switchboards shall be located in spaces where the conditions are such that no vertically falling drops
of liquid can get into the switchboard (refer also to 4.6.6.2).
4.6.1.4 Switchboards intended to be installed in places accessible to unauthorized persons shall be
provided with doors to be opened by means of a special key, the same for all the switchboards in the
ship.
4.6.1.5 The design of switchboard doors shall be such that with the doors opened access is
assured to all parts which require maintenance, and the live parts located on the doors shall be
protected against inadvertent touching.
Opening panels and doors, which are used for mounting electrical control gear and measuring
instruments, shall be securely earthed with at least one flexible connection.
4.6.1.6 Handrails shall be fitted to main, emergency and section switchboards and to control
panels on their front sides. Switchboards accessible from the rear shall be provided with horizontal
handrails fitted at the back.
The materials, which may be used for manufacture of handrails, are insulating material, wood or
earthed metal pipes with insulating covering.
4.6.1.7 The generator panels of main switchboards shall be illuminated with lighting fixtures
supplied on the generator side before the circuit breaker of the generator or not less than from two
different busbar systems in case these systems are provided according to 3.5.6. When no such systems
are provided, lighting fixtures may be supplied from the emergency switchboard.
4.6.1.8 The lighting of the front side of switchboard panels shall not interfere with instrument
observation or produce a blinding effect.
4.6.1.9 The design of switchboards and control consoles not accessible from the rear shall be such
that the access is ensured to all parts requiring maintenance.
Arrangements shall be provided for doors of switchboards to fix them in the open position.
Withdrawable blocks and instruments shall be fitted with devices to prevent their fall-out in the
withdrawn position.
4.6.1.10 Each distribution device designed for voltage over the safe, with switchgear and
protective devices and without a voltmeter, shall be furnished with a pilot lamp, which indicates the
presence of voltage on busbars.
4.6.2 Busbars and uninsulated conductors.
4.6.2.1 The maximum permissible temperature for switchboard busbars and uninsulated
conductors at the rated load and short-circuit current or at the permissible one-second short-circuit
load for copper busbars shall be determined according to national standards.
4.6.2.2 Equalizer busbars shall be designed for at least 50 % of the rated current of the largest
generator connected to the main switchboard.
4.6.2.3 Where the busbar is in contact with or close to insulated parts, its heat effects shall not
cause under operating or short-circuit conditions a temperature rise in excess of that allowable for a
given insulating material.
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4.6.2.4 Busbars and uninsulated conductors in switchboards shall have adequate electrodynamic
and thermal strength during short-circuit currents occurring at relevant points in the circuit.
Such electrodynamic loads as occur in busbars and uninsulated conductors due to short circuit shall be
as specified in the relevant national standards.
4.6.2.5 Insulators and other parts designed to support busbars and uninsulated conductors shall
be capable of sustaining the loads due to short circuits.
4.6.2.6 The natural frequency of copper tier busbars shall be outside the ranges of 40 to 60 Hz
and 90 to 110 Hz for rated frequency of 50 Hz, 50 to 70 Hz and 110 to 130 Hz for rated frequency
of 60 Hz.
4.6.2.7 Busbars and uninsulated conductors of different polarity shall be marked with the
following distinguishing colours:
.1 red for positive pole;
.2 blue for negative pole;
.3 black or green and yellow for earth connections;
.4 light blue _ for middle wire.
The equalizer connection shall be marked with white transverse bands in addition to the appropriate
colour as given above.
4.6.2.8 Busbars and uninsulated conductors of different phases shall be marked with the
following distinguishing colours:
.1 yellow for phase 1;
.2 green for phase 2;
.3 violet for phase 3;
.4 light blue for neutral wire;
.5 green and yellow for earth connections.
4.6.2.9 Busbars shall be connected so as to prevent corrosion in way of connections.
4.6.3 Calculation of short-circuit currents and selection of electrical switch apparatus.
4.6.3.1 Short-circuit current shall be calculated on the basis of the standards or calculation methods
approved by the Register.
4.6.3.2 In calculations of the maximum and minimum short-circuit currents a source of short-circuit
current shall contain all generators including synchronous condensers, which may be connected in parallel,
and all electric motors running simultaneously and able to produce current contribution to the short-circuit
point1. Calculation is carried out at three-phase "metal" short-circuit.
Calculation of short-circuit currents shall be performed for all electric circuits where electrical
equipment is installed which was selected and monitored with regard to permissible short-circuit current
supplied directly from the busbars of the main switchboard, including busbars of switchboards for their
testing for electrodynamic withstandability and heating while passing of short-circuit current.
These calculations shall be made at least for the following points:
on the generator side on the automatic circuit breaker terminals;
on the main switchboard busbars;
on the emergency switchboard busbars;
on the terminals of electric power consumers and busbars of the switchboards supplied directly from
the main switchboard.
For evaluation of protective sensitiveness the calculation shall be made both of maximum and
minimum short-circuit currents at the terminals of power consumers.
Calculation of short-circuit current in the circuit from the generator terminals up to the main
switchboard busbars is made at the outputs of the generator automatic circuit breaker. Short-circuit current
at the generator terminals is calculated with the availability of inner short-circuit protection of stator
winding (for example, differential protection).

1
Electrical motors supplied from semiconductor converters do not produce current contribution.
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The results of short-circuit current calculation shall contain the list of all the electrical switch apparatus
fitted and their parameters, as well as the maximum and minimum prospective short-circuit current at the
points of their installation.
4.6.3.3 Requirements for short-circuit currents in systems with electrical power distribution for direct
current are specified in 22.3.4.
4.6.4 Electric switch apparatus and instrumentation.
4.6.4.1 Apparatus, measuring and indicating instruments used in connection with generators and
other large essential installations shall be fitted on the switchboards associated with the appropriate
generators and installations.
This requirement may be dispensed with in the case of generators where there is a central control
console with switch gear and measurements for several generators.
4.6.4.2 One ammeter and one voltmeter shall be provided for each direct-current generator on the
main and emergency switchboards.
4.6.4.3 The following instruments shall be provided for each alternating current generator on the
main switchboard and for emergency generator on the emergency switchboard:
.1 an ammeter with a selector switch for current measurements in each phase;
.2 a voltmeter with a selector switch for measuring phase or line voltages;
.3 a frequency indicator (use of one double frequency indicator is permissible for generators
operating in parallel with change-over to each generator);
.4 a wattmeter (for output upwards of 50 kVA);
.5 other instruments as required.
4.6.4.4 In ships having a low-power electrical installation, in which the generators are not
expected to operate in parallel, one set of instruments as stipulated by 4.6.4.2 and 4.6.4.3 may be
installed at the main and emergency switchboards, which would ensure a possibility of taking
measurements at each generator installed.
4.6.4.5 Ammeters shall be installed in the circuits of essential consumers rated at 20 A and over.
These ammeters may be installed on the main switchboard or at the control stations.
It is allowed to install ammeters with selector switches but not more than for six consumers.
4.6.4.6 In the main switchboard the feeder energized from the external power source shall be
provided with:
.1 switchgear and protective devices;
.2 a voltmeter or a pilot lamp;
.3 means of protection against phase breaking.
4.6.4.7 A change-over arrangement or a separate device for each network of isolated systems for
measuring and indicating insulation resistance shall be installed on the main and emergency
switchboards.
In any case, the hull leakage current due to the ope-ration of the measuring device shall not exceed 30 mA.
Provision shall be made for audible and visual alarms to warn of inadmissible decrease in the
insulation resistance.
In ships with unattended machinery spaces this signalling shall be also provided at the ship's main
machinery control room.
4.6.4.8 Measuring instruments shall have scales with a margin of divisions in excess of the rated
values of quantities to be measured.
The upper scale limits of the instruments used shall not be less than:
.1 for voltmeters _ 120 % of the rated voltage;
.2 for ammeters associated with generators not operating in parallel and with current
consumers _ 130 % of the rated current;
.3 for ammeters associated with parallel-operating generators _ 130 % of the rated current for
load-current scale and 15 % of the rated current for reverse-current scale (the latter refers only to direct-
current generators);
.4 for wattmeters associated with generators not operating in parallel _ 130 % of the rated output;
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.5 for wattmeters associated with generators opera-ting in parallel _ 130 % for power scale
and 15 % for reverse power scale;
.6 for frequency indicator _ +10 % of the rated frequency.
4.6.4.9 Voltage, current and power ratings of electric power plant and generators shall be clearly
indicated on the scales of electrical measuring instruments.
4.6.4.10 Wherever possible, switchgear shall be installed and connected to busbars in such a way
that none of the movable elements and protective or control devices associated with switchgear are
energized in the open position.
4.6.4.11 When switches with fuses are installed in outgoing circuits of switchboards, the fuses
shall be positioned between the busbar and the switch.
4.6.4.12 Where switchboards are installed on a foundation at the floor level, the fuses shall be
located not lower than 150 mm and not higher than 1800 mm from the floor level.
Live open parts of switchboards shall be located at a height of not less than 150 mm above the floor level.
4.6.4.13 Fuses shall be so installed in switchboards that they are easily accessible and the fuse link
replacement is not dangerous for the operating personnel.
4.6.4.14 The fuses protecting the poles or phases of the same circuit shall be installed in a row,
horizontally or vertically depending on the fuse design. The fuses in an a.c. circuit shall be positioned
to follow the sequence of phases from left to right or from top to bottom.
In a d.c. circuit the positive-pole fuse shall be on the left, at top, or closer to reach.
4.6.4.15 The manual actuators of voltage regulators installed in main or emergency switchboards
shall be positioned close to the measuring instruments associated with the respective generators.
4.6.4.16 The ammeters of direct current compound generators intended for operation in parallel
shall be included in the hole circuit not connected to the common wire.
4.6.4.17 For connecting portable and semi-portable instruments, flexible-stranded con-
ductors shall be used.
4.6.4.18 Switch electrical apparatus controls, panels and outgoing circuits on the switchboards
shall have their designations marked. The apparatus switching positions shall be also indicated.
Besides, markings shall be provided to indicate the rated currents of the installed safety devices and
switches, settings of circuit breakers and electrothermal trips.
4.6.4.19 Each outgoing circuit in a switchboard shall be provided with an appropriate circuit
breaker to disconnect all poles and phases. Switches or circuit breakers may be dispensed with in
lighting branch boxes provided with a common switch and also in the circuits of instruments inter-
locking devices, alarms and local lighting of switchboards protected by fuses.
4.6.5 Light signals.
4.6.5.1 Light signals shall be of the colour specified in Table 4.6.5.1.
4.6.5.2 The use of letters as light signals is acceptable on condition that letters clearly identify the
condition of device.
T a b l e 4.6.5.1
Colour General meaning Type of signal Condition of device

Red Danger Blinking Alarm in dangerous conditions where immediate action is necessary
Permanent Alarm in dangerous conditions,detected, but not yet rectified

Yellow Attention Blinking Abnormal conditions where immediate action is not required
Permanent Intermediate condition between abnormality and safety
Abnormal condition already detected, but not yet rectified

Green Safety Blinking Standby machinery is put into operation

Permanent Rated conditions of running and operation

Blue Information Permanent Machinery and gear are ready to be started

Voltage in mains. Everything is in order

White General information Permanent Signals switched on when necessary

Notations relating to automatic control conditions
Other auxiliary signals
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4.6.6 Arrangement of distribution gear.

4.6.6.1 The switchboards shall be placed in locations where the possible concentration of gases,
water vapours, dust and acid evaporations is eliminated.
4.6.6.2 If the switchboard having protective enclosure of IP10 type and below is located in a
special space, cabinet or recess, then such spaces shall be made of non-combustible material or shall
have a lining of such material.
4.6.6.3 Arrangement of pipelines and tanks near the switchboards shall conform to the
requirements of 5.5, Part VIII "Systems and Piping".
4.6.6.4 The navigation lights switchboard shall be located in the wheelhouse where it is readily
accessible and visible to the personnel on watch.
4.6.6.5 The main switchboard and generating sets shall be positioned in close proximity to each
other, in the same engine room and within the boundaries of the same "A-60" class vertical and
horizontal fire-resistant constructions. The enclosure situated within the main boundaries of
machinery space, provided for the main machinery control room where the main switchboard is
positioned, is not considered as separating the main switchboard from the generating sets.
Where essential services for stearing and propulsion of ship are supplied from section switchboards
these switchboards and any transformers, converters and similar equipment forming the essential part of
the system supplying these services shall be also positioned in the same space as generating sets.
4.6.7 Access to switchboards.
4.6.7.1 In front of the switchboard, a passageway shall be provided not less than 800 mm wide for
switchboards up to 3 m long, and not less than 1000 mm wide for switchboards 3 m long and over.
In ships of less than 500 gross tonnage, the width of the passageway may be reduced to 600 mm.
4.6.7.2 Behind the free standing switchboards, it is necessary to provide a passageway not less
than 600 mm wide for switch boards up to 3 m in length and not less than 800 mm wide, for longer
switchboards.
Between the free standing switchboards with open live parts located in special electrical spaces a
passageway shall not be less than 1000 mm wide.
4.6.7.3 The space behind the free standing switchboards with open live parts shall be enclosed
and fitted with doors in accordance with 2.8.1.
4.6.7.4 For switchboards more than 3 m in length mentioned in 4.6.7.3 at least two doors shall be
provided leading from the space where the switchboard is installed to the space behind the
switchboard. These doors shall be as widely spaced as possible.
It is allowed that one of these doors shall lead to the adjacent space having at least another exit.
4.6.7.5 Passageways specified in 4.6.7.1 and 4.6.7.2 are measured from the most protruding parts of
apparatus and structure of the switchboard to the protruding parts of equipment or hull structures.
 Rules for the Classification and Construction of Sea-Going Ships
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5 ELECTRIC DRIVES FOR SHIPBOARD MECHANISMS AND EQUIPMENT

5.1 GENERAL

5.1.1 The control stations of the drives shall meet the relevant requirements of Part VII
"Machinery Installations", while the power supply of electrical (electronic) automation systems shall
meet the requirements specified in Part XV "Automation".
5.1.2 Electrically-driven mechanisms shall be provided with light signals to indicate switching-on
of the electric drive.
5.1.3 Equipment provided with automatic, remote and local control shall be so designed that the
automatic control is switched off as well as the remote control when the change-over to the local
control occurs. The local control shall be independent both of the automatic and remote control.
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5.2 INTERLOCKING OF MACHINERY OPERATION

5.2.1 The machinery provided with electric and manual drives shall be fitted with an interlocking
device that will prevent simultaneous operation of the drives.
5.2.2 If the machinery is required to operate in a certain sequence, appropriate interlocking
devices shall be used.
5.2.3 A device may be installed that will switch off the interlocking on condition that this device is
protected from switching off the interlocking inadvertently. Informative inscription shall be placed in
close proximity to this device that will indicate its application and forbid its use by unauthorized
personnel.
Such a device is not permitted for machinery specified in 5.2.1.
5.2.4 Starting of the machinery, which electric motors or switchgear require additional
ventilation in normal operation, shall be possible only with ventilation in action.
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5.3 SAFETY ISOLATION DEVICES

5.3.1 Control systems of mechanisms, which operation under certain conditions may endanger
human or ships safety, shall be provided with push-buttons or other safety isolation devices that will
ensure disconnection of the electric drive from the power supply.
These push-buttons and/or other safety isolation devices shall be suitably protected against inadvertent
actuation.
5.3.2 Push-buttons or other safety isolation devices shall be located near the control stations or in
other places with a view to ensure safety of operation.
5.3.3 Electric drives of arrangements and machinery which require restriction of motion to
prevent damage or break-down shall be provided with terminal switches to ensure reliable isolation
of the electric motor.
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5.4 SWITCHGEAR AND CONTROL GEAR

5.4.1 The switchgear in the circuits of electric drives, which in itself does not provide for short-
circuit protection shall withstand the short-circuit current that may flow at the point of its
installation during the time required for operation of a special protection device.
5.4.2 Starting of the engine shall be possible only from the zero position of the control gear.
5.4.3 A discharge protection device shall be provided for the control gear that permits isolation of
the shunt-field windings.
5.4.4 For directly started alternating-current electric motors, the requirements of 3.1.2.2
and 16.8.3.3 shall be taken into consideration.
5.4.5 For each electric motor rated at 0,5 kW and more and its control gear, provision shall be
made for fitting a device to isolate the power supply. If the control gear is mounted on the main
switchboard or on any other switchboard in the same compartment and its visibility is ensured from
the place of installation of the electric motor, then for this purpose it is permitted to use a switch
mounted on the switchboard.
If the requirements in respect of location of machine control gear stated above are not met, the
following shall be provided:
.1 a device interlocking the switch on the switchboard in the "off" position; or
.2 an additional disconnecting switch near the electric motor; or
.3 fuses in each pole or phase of the control gear arranged in such a manner that they could be
readily removed or replaced by the personnel.
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5.5 ELECTRIC DRIVES AND CONTROL OF STEERING GEAR

5.5.1 In addition to the requirements of 6.2, Part IX "Machinery", 2.9, Part III "Equipment,
Arrangements and Outfit" and 7.4.10, Part VII "Machinery Installations", steering gear shall comply with
the requirements of this Part of the Rules.
5.5.2 Main electric or electro-hydraulic steering gear comprising one or more power units shall be
supplied by two separate feeders laid directly from the main switchboard in two different runs (refer
also to 16.8.4.12). One of these feeders may be supplied through the emergency switchboard.
When the collecting busbars in the main switchboard are subdivided, each feeder shall be supplied
from different sections (refer also to 4.3.2).
In case the auxiliary electric or electro-hydraulic steering gear is provided according to 2.9, Part III
"Equipment, Arrangements and Outfit", it may be supplied from the feeders of the main electric steering gear.
5.5.3 Each feeder shall be selected so as to supply all the electric motors, which are normally
connected thereto and operate simultaneously.
5.5.4 If a change-over arrangement is provided to supply any electric motor or a combination of
motors from one or the other feeders, such feeders shall be designed for operation under the most
severe loads, and the change-over arrangement shall be installed in the steering gear compartment.
5.5.5 In case a steering gear power unit becomes inoperative, another unit required by 2.9.4,
Part III "Equipment, Arrangements and Outfit" shall be actuated manually from the bridge control
station. Provision may be made for an additional automatic actuation of the power unit.
5.5.6 In every ship provided with steering gear according to 2.9.6, Part III "Equipment,
Arrangements and Outfit" in the event of failure of the main source of electric power of the steering
gear power unit provision shall be made for automatic connection within 45 s to the emergency
source of electrical power or an other independent source located in the steering gear compartment
and intended only for this purpose.
For ships of 10000 gross tonnage and over the power of this source shall be sufficient for continuous
supply of the steering gear, associated control system and rudder angle indicators within at least 30 min
and for all other ships, within at least 10 min.
5.5.7 The operating conditions for the electric motors of the drives for the active means of the
ship's steering shall conform to the conditions prescribed for the entire gear, but the motors shall at
least satisfy the short-term operating conditions during not less than 30 min.
5.5.8 The electric or electrohydraulic drive of a steering gear shall ensure:
.1 putting the rudder from hard over to hard over within the time and angle stated in 6.2.2,
Part IX "Machinery";
.2 putting the rudder continuously from hard over to hard over during 30 min for each set at the
maximum service speed ahead corresponding to the draught at which the rudder is fully immersed
(refer also to 2.9.2 and 2.9.3, Part III "Equipment, Arrangements and Outfit");
.3 continuous operation during one hour at the maximum service speed ahead with putting the
rudder over through an angle so as to ensure 350 puttings over per hour;
.4 possible stalling of the electric motor in "on" position for one minute from hot state (only for
rudders fitted with the direct electric drive);
.5 sufficient strength of electric drive in the presence of mechanical forces arising at maximum
speed astern.
It is recommended that a possibility shall be provided for putting the rudder over at the average speed
astern.
5.5.9 Starting and stopping of the steering gear electric motors, other than electric motors of
rudders with direct electric drive, shall be effected from the steering room and from the wheelhouse.
5.5.10 The starting devices shall ensure automatic restarting of electric motors as soon as the
voltage is restored after a discontinuity in power supply.
5.5.11 Visual and audible alarm shall be initiated on the navigation bridge in case of:
 Rules for the Classification and Construction of Sea-Going Ships
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.1 power supply failure of each power unit, the control system, as well as the earth faults;
.2 short circuit, broken connections, earth faults in command and feedback loops;
.3 data communication errors, computer hardware and software failures (if programmable electronic
systems are used);
.4 low oil level in any tank of the hydraulic system;
.5 hydraulic locking;
.6 critical deviations between rudder order and response unless rudder's actual position reaching the set
value position within acceptable time limits for feedback control systems (eg, for the follow-up control
system and autopilot). The alarm may be actuated with mechanic, hydraulic or electric failures.
Besides, means shall be provided to indicate operation of electric motors of the steering gear power
units.
5.5.12 For ships contracted for construction before 1 January 2021, failures, including those specified
in 5.5.11, that can cause uncontrolled movement of the rudder blade shall be clearly identified. In case of
the failures identification the rudder blade shall be fixed in the current position.
For ships contracted for construction on or after 1 January 2021, failures, including those specified
in 5.5.11, that can cause uncontrolled movement of the rudder blade shall be clearly identified. In case of
the failures identification the rudder blade shall be fixed in the current position without manual
intervention.
5.5.13 The following visual and audible alarm shall be provided at the main machinery control room:
.1 loss of voltage, phase break-off;
.2 power supply circuit overload of each power unit;
.3 low oil level in any tank of the hydraulic system.
Besides, means shall be provided to indicate operation of electric motors of the steering gear power
units.
5.5.14 The steering gear control systems specified in 2.9.13 and 2.9.14, Part III "Equipment,
Arrangements and Outfit" shall be supplied by separate feeders laid in different runs from the power
circuits of the steering gear in the steering gear compartment or directly from the busbars of the
switchboard serving these power circuits.
5.5.15 In the steering gear compartment means shall be provided for disconnecting any bridge
control system from the steering gear it serves.
5.5.16 Each remote control system specified in 2.9.13 and 2.9.14, Part III "Equipment,
Arrangements and Outfit" shall have its own independent circuit, including all electrical components,
for transmission of orders to the steering gear actuator and shall be so arranged that a mechanical or
electrical failure in one of them will not render the other one inoperative. Wires, terminals and the
components for duplicated steering gear control systems installed in units, control boxes,
switchboards or bridge consoles, as well as circuits of common switching units of control systems,
shall be separated as far as practicable or separated by means of a fire retardant plate.
5.5.17 In the case of double follow-up control, the amplifiers shall be electrically and mechanically
separated. In the case of non-follow-up control and follow-up control, it shall be ensured that the follow-up
amplifiers are protected selectively. Therewith, selectivity of protection devices actuation shall be ensured.
5.5.18 Where additional control systems are provided, their control circuits shall be designed for all-
pole disconnection.
5.5.19 Feed-back units and limit switches for the steering gear control systems shall be separated
electrically and mechanically connected to the rudder stock or actuator separately.
5.5.20 Any of the most probable failures (loss of power or failure in feedback control systems) shall
not result in the complete loss of steering capability.
5.5.21 The direction of rotation of the rudder wheel or the direction of motion of the control gear
handle shall agree with the direction of putting the rudder over.
In the push-button control system, the push-buttons shall be arranged in such a manner that the
switching on of the push-button located to the right causes the rudder blade to move rightward, while the
button to the left its motion leftward.
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5.6 ELECTRIC DRIVES OF ANCHOR AND MOORING MACHINERY

5.6.1 In addition to the requirements of 6.3 and 6.4, Part IX "Machinery", the drives of
windlasses, anchor and mooring capstans and mooring winches shall comply with this Part of the
Rules.
5.6.2 Electric drives of anchor and mooring machinery shall ensure possible stalling. Duration of
stalling shall be limited by the activating time of overload protection or winding temperature protection,
but not exceeding 30 s for anchor machinery and 15 s for mooring machinery.
5.6.3 In anchor and mooring capstans and mooring winches at the speed steps intended only for
mooring operations provision shall be made for overload protection of the electric motor.
5.6.4 The supply of electric drives of anchor capstans shall be effected in conformity with 4.3.1
and 4.3.3.
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5.7 ELECTRIC DRIVES OF PUMPS

5.7.1 The electric motors of fuel and oil transfer pumps and separators as well as of organic
coolant circulation pumps shall be provided with remote disconnecting switches located outside the
space wherein these pumps are placed and outside the machinery casings, but in close vicinity of the
exits from these spaces.
5.7.2 The electric motors of the pumps transferring the liquids overboard through the drain holes
above the lightest waterline at locations where lifeboats or liferafts are lowered shall be provided with
disconnecting switches located near the control stations of the driving machinery for lowering the
relevant boats or rafts.
5.7.3 The electric motors of emergency fire pumps and submersible bilge pumps shall be provided
with remote starting devices located above the bulkhead deck (refer to 3.2.3.9, Part VI "Fire
Protection").
A remote starting device shall be provided with a light signal indicating the "on" condition of the
electric drive.
5.7.4 Disconnecting switches of electric drives specified in 5.7.1 shall be located in conspicuous
positions covered with glass and provided with explanatory inscriptions. The disconnecting switches
shall de-energize feeders of those electric drives.
5.7.5 Local starting of fire and bilge pumps shall be possible even in case of failure of their remote
control circuits, including protection equipment (refer also to 6.6.8.3, Part VI "Fire Protection").
5.7.6 The electric motors of oily and sewage water transfer and discharge pumps shall be provided
with remote cut-off arrangements located in the vicinity of discharge manifolds, provided no telephone or
radio communication is available between the discharge observation position and discharge control
position.
 Rules for the Classification and Construction of Sea-Going Ships
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5.8 ELECTRIC DRIVES OF FANS

5.8.1 The electric motors of ventilation fans in machinery spaces shall be provided with at least
two disconnecting switches, one of which shall be located outside these spaces and their casings, but
in close vicinity of the exits from these spaces. It is recommended that these disconnecting switches be
positioned together with similar switches referred to in 5.7.1.
5.8.2 The electric motors of ventilation fans of cargo holds and galley fans shall be provided with
disconnecting switches at locations readily accessible from the main deck, but outside the machinery
casings.
Electric motors of exhaust ventilation from galley ranges shall be provided with a disconnecting switch
located inside the galley, regardless of the number of disconnecting switches.
5.8.3 The electric motors for general shipboard ventilation shall have at least two switches for remote
disconnection of the motors, one of the switches being fitted in the wheelhouse and the other located at an
easily accessible position outside the space being served. This position shall not be readily cut off in the
event of a fire in the spaces served.
For ships with electrical installation of low power (other than passenger ships) it is permitted to use
one disconnecting switch.
5.8.4 The electric motors of fans in the spaces protected by a smothering system shall be provided
with a disconnecting switch operating automatically when fire extinguishing medium is discharged
into the space. When such spaces are fitted with fire closing appliances that automatically block air
access therein, the manual switching off the fans may be permitted; therewith, the disconnecting
switches shall be located outside the above spaces.
5.8.5 The disconnecting switches of the electric motors of fans listed in 5.8.1 to 5.8.3 shall be so
grouped on board the ship that all these electric motors could be stopped from not more than three
positions. The disconnecting switches shall de-energize feeders of those electric motors of fans.
 Rules for the Classification and Construction of Sea-Going Ships
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5.9 ELECTRIC DRIVES OF BOAT WINCHES

5.9.1 The electric drives of boat winches shall comply with the requirements of 6.20, Part II "Life-
Saving Appliances" of the Rules for the Equipment of Sea-Going Ships.
5.9.2 The winch electric drive controls shall be provided with self-return to the "stop" position.
5.9.3 A switch in power circuit of the electric motor shall be installed near the boat winch control
station.
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XI-57

5.10 ELECTRIC DRIVES OF WATERTIGHT AND FIRE DOORS

5.10.1 The electric drives of watertight doors shall meet the requirements of 7.12, Part III
"Equipment, Arrangements and Outfit".
5.10.2 Power supply of electric drives and indicators of position and closure of the watertight
doors shall be taken from the main, emergency and emergency intermediate sources of electrical
power in accordance with 4.3.1, 9.3 and 19.1.2.
5.10.3 As far as practicable, electrical equipment and components for watertight doors shall be
situated above the bulkhead deck and outside dangerous areas and spaces.
5.10.4 Suitable protection from water penetration shall be provided for the enclosures of the
following electrical equipment positioned perforce below the bulkhead deck:
.1 electric motors and control equipment circuits related thereto _ IPX7;
.2 door position indicator sensors and circuit elements related thereto _ IPX8;
.3 door movement audible alarm elements _ IPX6.
5.10.5 Electric power, control, indication and alarm circuits shall be protected against fault in
such a way that a failure in one door circuit will not cause a failure in any other door circuit. Short
circuits or other faults in the alarm or indicator circuits of a door shall not result in a damage in the
electric power and control circuits. Arrangements shall be such that leakage of water into the
electrical equipment located below the bulkhead deck will not cause the door to open.
5.10.6 A single failure in the power operating or control circuits of a sliding watertight door shall
not result in a closed door opening. Availability of the power supply shall be continuously monitored
in the immediate vicinity of each of the motors required by 7.12.5.7, Part III "Equipment,
Arrangements, and Outfit". Loss of power supply in the power operating and control circuits shall
activate an audible and visual alarm in the main machinery control room and at the navigation
bridge.
5.10.7 The electric drives of devices for holding the fire doors in the open position (refer
to 2.1.3.4, Part VI "Fire Protection") shall:
.1 be supplied from the main and emergency sources of electrical power;
.2 be remotely controlled from the wheelhouse for closing the doors individually, in groups or all
doors simultaneously;
.3 automatically close all the doors simultaneously in case of the supply voltage loss;
.4 be so designed that any damage in the mechanism of closing any door could not render
inoperative the systems of supply and operation of other doors.
 Rules for the Classification and Construction of Sea-Going Ships
XI-58

5.11 ELECTRIC DRIVES FOR OIL BURNER UNITS OF BOILERS AND INCINERATORS

5.11.1 Electric drives for oil burner units of boilers and incinerators shall be provided with remote shut
off devices located outside the spaces where they are installed (refer also to 5.3.8, Part X "Boilers, Heat
Exchangers and Pressure Vessels" and 4.3.6, 4.10.3.4 and 6.2.3, Part XV "Automation").
5.11.2 Where the spaces in which the incinerators and boilers are installed are protected by aerosol
fire-extinguishing system, the electric drives for oil burner units of boilers and incinerators shall be
automatically shut off when the said system is activated.
 Rules for the Classification and Construction of Sea-Going Ships
XI-59

5.12 ELECTRIC DRIVES OF DEWATERING ARRANGEMENTS OF FORWARD SPACES

OF BULK CARRIERS

5.12.1 In addition to the requirements of 7.9.2 and 7.9.3, Part VIII "Systems and Piping", electric
drives of dewatering arrangements of forward spaces of bulk carriers shall meet the requirements of this
Part.
5.12.2 Positive indication shall be provided at the navigation bridge or other station complying with
the requirements of 7.9.2, Part VIII "Systems and Piping" to show that the valve is fully open or closed.
5.12.3 The enclosures of electrical equipment for the dewatering system installed in any of the forward
dry spaces shall provide protection to not lower than IPX8 standard for a water head equal to the height of
the space in which the electrical equipment is installed for a time duration of at least 24 h.
 Rules for the Classification and Construction of Sea-Going Ships
XI-60

6 LIGHTING

6.1 GENERAL

6.1.1 In all ship's spaces, places and zones where the illumination is essential for safety of navigation,
control of machinery and gear, habitability and evacuation of passengers and crew, pilot embarkation and
disembarkation stationary main lighting fixtures shall be provided, which are supplied from the main
source of electrical power.
The list of spaces, places and zones where the emergency lighting fixtures shall be installed in addition
to the main ones is given in 9.3.1.1 and 19.1.2.1.1.
6.1.2 Lighting fixtures installed in spaces and zones where mechanical damage is possible to the glass
hoods shall be provided with protection gratings.
6.1.3 Lighting fixtures shall be installed in such a manner as to prevent heating of cables and adjacent
materials up to a temperature exceeding the permissible level.
6.1.4 In spaces or spaces illuminated with luminescent lamps where visible rotating parts of machinery
are located, all measures shall be taken to prevent stroboscopic effect.
6.1.5 External-illumination lighting fixtures shall be so installed that no light interference with ship's
navigation could occur.
6.1.6 In spaces and zones illuminated with discharge lamps, which do not ensure continuity of burning
at voltage variations according to 2.1.3, provision shall be also made for lighting fixtures with
incandescent lamps.
6.1.7 Battery and other dangerous compartments shall be illuminated with lighting fixtures located in
adjacent safe spaces through gastight windows, or with safe-type lighting fixtures located inside the
compartment (refer also to 2.9).
 Rules for the Classification and Construction of Sea-Going Ships
XI-61

6.2 POWER SUPPLY OF MAIN LIGHTING ELECTRIC CIRCUITS

6.2.1 The switchboards of the main lighting shall be supplied by separate feeders. The main lighting
switchboards may supply the electric drives of non-essential services rated up to 0,25 kW and individual
cabin heaters rated up to 10 A.
6.2.2 The protective devices of final lighting circuits shall be set to operate at a current rating not
exceeding 16 A, the total load current of the consumers connected shall not exceed 80 % of the current
setting of the protective device.
The number of lighting fixtures supplied by final lighting circuits shall not exceed that specified in
Table 6.2.2. Cabin fans and other appliances may be supplied by final lighting circuits.
T a b l e 6.2.2
Voltage, V Maximum number of lighting fixtures
Up to 50 10
51 to 120 14
121 to 250 24

6.2.3 Lighting of corridors, machinery spaces, propeller shaft tunnels, boiler water-level
indicators shall be supplied by not less than two independent feeders, with the lighting fixtures
arranged in such a manner that, even in case of failure of either feeder, as uniform lighting as possible
is ensured. These feeders shall be supplied from different distribution boards, which, in case of
application of the lighting subdivided busbars in the main switchboard, shall be supplied from
different busbar sections. One of the feeders may be that supplying from the emergency switchboard.
For cargo ships with the electrical installation of low power it is allowed that lighting of the above
spaces, except for machinery spaces, be supplied by one feeder from the distribution board or from the
main switchboard directly.
6.2.4 Local lighting fixtures in accommodation spaces, as well as socket outlets shall take power from
the lighting switchboard by a separate feeder, other than that intended for supplying the common lighting
fixtures.
6.2.5 If the ship is divided into main fire zones, then lighting of each zone shall be supplied by two
feeders supplying the lighting circuits in other fire zones.
The lighting feeders shall be installed, as far as possible, in such a manner that a fire in one zone
cannot damage the feeders supplying the lighting circuits in other zones.
In case of application of the lighting subdivided busbars in the main switchboard, these feeders shall be
supplied from different busbar sections.
6.2.6 The main lighting circuits shall be arranged so that fire or any emergency in the spaces
accommodating the main sources of power and/or main lighting transformers, if any, will not cause
failure of the emergency lighting.
6.2.7 Permanently installed lighting fixtures in holds shall take power supply from a special
switchboard. Apart from the switchgear and protective devices, this switchboard shall be provided
with light signals to indicate switching-on of each individual lighting circuit.
For ships with low power electrical installations the lighting fixtures in holds may be supplied from the
switchboard located in the wheelhouse; in this case, visual alarm is required on voltage availability in the
power supply circuit of lighting fixtures in holds.
 Rules for the Classification and Construction of Sea-Going Ships
XI-62

6.3 EMERGENCY LIGHTING

6.3.1 The illumination obtained from the emergency lighting fixtures in separate spaces, locations
and zones listed in 9.3.1.1 and 19.1.2.1.1 shall at least be equal to 10 % of the general illumination
obtained from the main lighting fixtures (refer to 6.7). It is permitted that the illumination from the
emergency lighting fixtures in the machinery space is equal to 5 % of the main illumination if the
socket outlets fed from the emergency lighting circuit are provided.
The illumination shall be sufficient to easily find one's way to the means of escape (or shall be equal
to 0,5 lx).
6.3.2 To obtain the illumination required in 6.3.1, the emergency lighting fixtures with
incandescent lamps may be combined with luminescent lamps.
6.3.3 The main lighting fixtures are permitted for use as emergency lighting fixtures if they may
be also fed from the emergency sources of electrical power.
6.3.4 The emergency lighting circuit shall be so arranged that in case of a fire or other casualty in
the spaces containing the emergency sources of electrical power and/or emergency lighting
transformers the system of the main lighting will not fail.
6.3.5 For emergency lighting use could be made of the stationary lighting fixtures with built-in
accumulators, automatic recharging from the main lighting circuit.
6.3.6 Emergency lighting fixtures or a combined lamp shall be marked in red in visible parts.
 Rules for the Classification and Construction of Sea-Going Ships
XI-63

6.4 SWITCHES IN LIGHTING CIRCUITS

6.4.1 Two-pole switches shall be used in all lighting circuits.

In dry accommodation and service spaces it is allowed to use single-pole switches in circuits
disconnecting individual lighting fixtures or groups of lighting fixtures rated at not more than 6 A and also
in lighting fixture circuits designed for safety voltage.
6.4.2 For permanently installed external-illumination lighting fixtures, provision shall be made
for switching off all the lighting fixtures from the wheelhouse or from any other permanently
watched station on the upper deck.
6.4.3 The switches of lighting circuits of the fire extinction stations shall be located outside these
spaces.
6.4.4 The lighting switches behind free-standing switchboards shall be installed near each access
door behind the switchboard.
6.4.5 In emergency lighting circuits local switches shall not be used.
The use of local switches is permitted in circuits of such emergency lighting fixtures, which under
normal conditions serve as the main lighting fixtures.
A switch shall be provided for emergency lighting in the wheelhouse.
Emergency lighting fixtures of embarkation stations, which under normal conditions serve as main
lighting fixtures shall switch on automatically if the ship is de-energized.
 Rules for the Classification and Construction of Sea-Going Ships
XI-64

6.5 GAS DISCHARGE LAMP INSTALLATIONS

6.5.1 Reactors and capacitors of gas discharge lamp installations shall be protected by securely
earthed metal enclosures.
6.5.2 Capacitors of 0,5 mF and over shall be fitted with discharging devices. The discharging
device shall be so designed that the voltage of the capacitor does not exceed 50 V in 1 min after
disconnection from supply.
6.5.3 Reactors and transformers having a high inductive reactance shall be installed as close as
possible to the lighting fixture they serve.
6.5.4 Gas discharge lamp installations supplied at over 250 V shall be provided with warning
notices giving the voltage rating. All live parts of such installations shall be suitably protected.
 Rules for the Classification and Construction of Sea-Going Ships
XI-65

6.6 SOCKET OUTLETS

6.6.1 Socket outlets for portable lighting fixtures shall be installed at least:
on deck near the windlass;
in the gyrocompass room;
in the radio equipment converter room;
in the steering gear compartment;
in the emergency generator set compartment;
in the machinery spaces;
behind the main switchboard;
in special electrical spaces;
in the propeller shaft tunnel;
in the wheelhouse;
in the radioroom;
in the vicinity of winches;
in the vicinity of the log and echo-sounder trunk or recess;
in spaces where centralized ventilation and air conditioning installations are located.
6.6.2 Socket outlets fed with different voltages shall be so designed as to prevent insertion of a
plug intended for one voltage into a socket intended for higher voltage.
6.6.3 Socket outlets for portable lighting and other electric appliances installed on the open decks
shall be mounted with their face looking downward.
6.6.4 Socket outlets shall not be fitted in machinery spaces below the plating, in enclosed fuel and
oil separator rooms or where approved safety-type equipment is required.
 Rules for the Classification and Construction of Sea-Going Ships
XI-66

6.7 ILLUMINATION

6.7.1 The illumination of particular spaces and zones shall not be below that specified in Table 6.7.1.
This requirement is not applicable to ships provided with lighting circuits supplied at a voltage below 30 V.
The general lighting standards stated in Table 6.7.1 refer to a level of 800 mm above the deck
(flooring) of the space, while the standards of general plus local lighting, to the level of working surfaces.
T a b l e 6.7.1
Illumination, lux
Nos Spaces and surfaces
Luminescent lighting Incandescent lighting/LED lamps

general+local general general+local general

1 Radio communica- At the predetermined level above the deck _ _ _ 100
tion station Operator tables in radio communication station _ _ 200 _
2 Chartroom At the predetermined level above the deck _ 100 _ 50
Chart tables 150 _ 150 _
3 Wheelhouse At the predetermined level above the deck _ 75 _ 50
4 Machinery spaces, At the predetermined level above the deck plating _ 75 _ 75
spaces for switch- Surfaces of switchgear and control desks 200 100 150 75
boards, manoeuvring Main engine controls 150 100 150 75
and control stations Passageways between boilers, machinery, _ 75 _ 30
and panels, spaces for ladders, platforms, etc.
automation facilities In front of boilers 100 75 75 75
and gyrocompasses
5 Battery compartment At the predetermined level above the deck _ 75 _ 50
6 Propeller shaft tun- At the predetermined level above the deck _ 50 _ 20
nels, log, echo sounder Surfaces of shaft bearings and connection
trunks, chain lockers flanges, etc. 75 _ 50 _
7 P a s s a g e w a y s o n At the predetermined level above the deck _ 50 _ 20
decks, gangways
and lifeboat and life-
raft positions
8 Overboard spaces in Near the load waterline _ _ _ 5
way of lifeboat and
liferafts launching
 Rules for the Classification and Construction of Sea-Going Ships
XI-67

6.8 NAVIGATION LIGHTS

6.8.1 The navigation lights switchboard shall supply by separate feeders the masthead lights,
sidelights and sternlight, and in towing, pushing, fishing, pilot vessels, vessels restricted in ability to
manoeuvre and air-cushion vehicles it shall supply also permanently mounted lights listed in
Table 2.4.1, Part III "Signal Means" of the Rules for the Equipment of Sea-Going Ships, and
additional masthead and stern lights listed in Table 5.2.1 of the said Part of the Rules.
6.8.2 The navigation lights switchboard shall be supplied by two feeders:
.1 one feeder from the main switchboard through the emergency switchboard;
.2 the second feeder from the nearest distribution board, which is not supplied from the
emergency switchboard.
It is permitted to install the navigation lights control devices in the integrated bridge control console
and taking the power in accordance with 4.5.2.
Where the main source of power of the ship is an accumulator battery and the main switchboard is
installed in the wheelhouse, the navigation lights may be controlled directly from the main switchboard.
6.8.3 The power supply of navigation lights shall be of two-wire system with a double-pole switch
for each circuit to be installed in the navigation light switchboard.
6.8.4 Each navigation light power supply circuit shall be provided with protection in both wires
and with indication of the navigation light switching in compliance with the requirements of 4.1.4,
Part III "Signal Means" of the Rules for the Equipment of Sea-Going Ships.
The indication device of the navigation light switching shall be so designed and installed that its failure
does not cause the navigation light disconnection.
The voltage drop at the distribution board supplying navigation lights including the system of indicating the
lights operation shall not exceed 5 % at rated voltage up to 30 V and 3 % at rated voltage above 30 V.
6.8.5 Independent of the navigation light switching indication referred to in 6.8.4, provision shall be
made for visual and audible alarms operating automatically in case of:
.1 failure, including short circuit, of any navigation light with the switch in the "on" position;
.2 failure of power supply to navigation lights switchboard.
Alarms shall be supplied from a source or feeder other than that used for power supply to navigation
light switchboard or from an accumulator battery.
6.8.6 Lamp holders and lamps used in navigation lights shall comply with the requirements
of 3.1.7, Part III "Signal Means" of the Rules for the Equipment of Sea-Going Ships.
6.8.7 For navigation lights using light-emitting diodes (LEDs) in addition to the indication of
navigation lights switching as required in 6.8.4 and the alarm as required in 6.8.5, provision shall be made
for visual and audible alarms operating automatically in case luminous intensity of the light reduces below
the level required in 3.1.7, Part III "Signal Means" of the Rules for the Equipment of Sea-Going Ships. In
the absence of such alarms, it is permitted to use LEDs within their lifespan notified by the manufacturer.
6.8.8 All indicators on the navigation lights switchboard shall be dimmable, the brightness of a display,
if fitted, shall be controllable.
6.8.9 Navigation lights switchboard shall support standard serial interfaces for data exchange with
shipboard systems. For transferring alarms to external systems and receiving acknowledgements of alarms
from external systems a bi-directional interface complying with IEC 61162 series shall be used.
Pre-programmed navigation lights group settings may also be provided.
 Rules for the Classification and Construction of Sea-Going Ships
XI-68

6.9 LIGHTING AND ILLUMINATION MEANS OF HELIDECKS

6.9.1 General.
6.9.1.1 The lighting and illumination means for helidecks shall at least provide for the following:
indication of the perimeter (boundaries) of the helideck;
illumination of the landing area;
indication of the elevated structures within the landing area.
6.9.1.2 Lights used for this purpose shall be protected to not lower than level IP56 and shall function
reliably under environmental effects mentioned in Section 2.
6.9.1.3 All lighting and illumination means as well as other electrical equipment within helicopter
refuelling stations and hangars shall be of certified safe type and designed to not lower than the
temperature class T3 and subgroup IIA.
6.9.1.4 In respect to their lighting characteristics and arrangement, the lights shall meet the
requirements of ICAO (International Civil Aviation Organization) which shall be confirmed by the
appropriate conclusion or by a Certificate of the Civil Aviation competent body.
6.9.1.5 The lighting and illumination means mentioned in this Chapter shall be fed by uninterruptible
power supply.
6.9.2 Perimeter lights.
6.9.2.1 The lights shall be divided into two independent circuits and supplied in such a manner that
when the power to any one circuit fails, 50 % of lights to indicate the perimeter remain functioning.
6.9.3 Illumination of the landing area.
6.9.3.1 The landing area and wind direction indicator shall be properly illuminated. For this purpose,
floodlights may be used.
6.9.3.2 Helideck floodlights shall be located so as to avoid glare to pilots during take-off, landing and
maneuvering.
6.9.4 Obstruction/warning lights.
6.9.4.1 To provide flight safety, all considerably elevated structures and items such as superstructure
components, drill and production strings, etc. shall be marked by special obstruction/warning red lights.
6.9.4.2 Lights shall be divided into several independent circuits and supplied in such a manner that when
power supply to one of the circuits fails, the basic part of the obsruction/warning lights remains functioning.
 Rules for the Classification and Construction of Sea-Going Ships
XI-69

7 INTERNAL COMMUNICATION AND SIGNALLING

7.1 ELECTRIC ENGINE ROOM TELEGRAPHS

7.1.1 In addition to the requirements of this Chapter, the engine room telegraphs shall meet the
requirements of 3.3.1, Part VII "Machinery Installations".
7.1.2 Engine room telegraphs shall be provided with visual alarm on voltage availability in the
power supply circuit and audible alarm on loss of voltage in the power supply circuit.
7.1.3 Engine room telegraphs installed in the wheelhouse shall be provided with an illuminated
dial of regulated illumination.
7.1.4 Engine room telegraphs shall be fed from the main switchboard or from the navigation
equipment switchboard.
If the ship is provided with the integrated bridge control console the engine room telegraph may be fed
from this control console.
7.1.5 The engine room telegraph transmitter shall be so intalled in the wheelhouse that when
orders are given out for ship's motion, the telegraph operating handle is shifted in the same direction
with the ship. Vertical position of the handle shall correspond to the "stop" order.
7.1.6 Where engine room telegraphs and devices for remote control of the main engines and the
controllable pitch propellers are installed on sloping desks of control panels, the handle in the "stop"
position shall be perpendicular to the panel surface and be fixed precisely in this position.
7.1.7 Where two and more engine room telegraphs are located in close proximity to one another
(on one deck), they shall ensure the transmission of an order from any telegraph and the reception of
order by all of them simultaneously, without additional changing-over.
Change-over to telegraphs located on another deck or in another part of the ship shall be effected with
the use of switches fitted on the navigation bridge.
7.1.8 Each engine room telegraph shall be provided with an audible signal arrangement that will
ensure the operation of an audible signal on the bridge and transmission of orders and reception
thereof in the engine room. In case of a wrong reply, the operation of the audible signal arrangement
shall not stop (refer also to 3.3.1, Part VII "Machinery Installations").
 Rules for the Classification and Construction of Sea-Going Ships
XI-70

7.2 INTERNAL SERVICE COMMUNICATION

7.2.1 The system of internal service communication (refer to the requirements below) shall provide a
subscriber call and clear voice communication under the normal and emergency ship's operation
conditions, as well as under specific noise conditions in places where the communication facilities are
installed.
7.2.2 Sound-powered telephones, voice communication facilities, two-way loud-speaking commu-
nication facilities, automatic telephone systems or mobile phones of a local network may be used in the
system of internal service communication.
7.2.3 The system of internal service communication shall provide voice communication between the
wheelhouse and main service spaces and stations. In this case the separate two-way voice communication
may be omitted if the communication facility provides at any time the call priority and communications
between the wheelhouse and the following main service spaces and stations:
.1 main machinery control room;
.2 local control stations of the main machinery and propellers (for this purpose the two-way telephone
communication between the wheelhouse and the main machinery control room with telephones connected
in parallel and fitted at local control stations may be used);
.3 radioroom (may be omitted where communication may be established without hardware);
.4 steering gear compartment;
.5 space containing the emergency switchboard;
.6 forecastle and poop stations;
.7 gyrocompass room;
.8 fire smothering station (refer also to 3.1.3.2.6, Part VI "Fire Protection");
.9 space containing electric propulsion motors;
.10 cargo operations control station (in oil tankers);
.11 fire and rescue control station (in ships with distinguishing mark of provision with means for fire
fighting aboard other ships in the class notation);
.12 other spaces where equipment ensuring ship's safe navigation is installed.
7.2.4 Provision shall be made for communications between the main machinery control room or local
control stations of the main machinery and propellers and the engineers' accommodations.
7.2.5 For the communication facilities specified in 7.2.3 and 7.2.4, in addition to sound-powered
telephones, provision shall be made for power supply from the main source of electrical power and
accumulator battery actuated automatically in case of failure of the main source of electrical power with a
capacity sufficient to supply the communication facilities during the time specified in 9.3.1.3 or 19.1.2.1.4.
7.2.6 The communication facilities between the wheelhouse and the main machinery control room or
local control stations of the main machinery and propellers shall include an additional audible and visual
alarm to indicate the call both in the main machinery control room and the engine room.
7.2.7 A damage to, or disconnection of one communication facility shall not interfere with the
functioning of other communication facilities.
 Rules for the Classification and Construction of Sea-Going Ships
XI-71

7.3 SIGNALLING. GENERAL

7.3.1 The requirements cover the following systems signaling the equipment or ship's condition
requiring attention of personnel or passengers, activating an audible and visual alarm:
.1 general alarm and fire alarm systems;
.2 fire detection and fire alarm system;
.3 release indication of fire smothering system;
.4 indication of closing of watertight and fire doors and also the doors indicated in 7.12;
.5 machinery alarm system;
.6 high level of bilge water alarm;
.7 cargo hold water level alarm on bulk carriers, passenger ships carrying 36 persons and more and
single-hold cargo ships other than bulk carriers;
.8 engineer's alarm;
.9 personnel alarm, cargo control alarm and alarm of ultimate concentration of dangerously explosive
and noxious gases;
.10 side port doors condition alarm;
.11 alarm on presence of people inside refrigerated holds: "Man in hold" alarm (for ships used for
processing the living resources of the sea and not engaged in their catching);
.12 sewage holding tanks level alarm;
.13 release indication of fixed local application fire extinguishing system;
.14 bulkhead shaft glands, bearing and pump case temperature alarm system;
.15 maximum permissible cargo temperature alarm system;
.16 overpressure or under pressure in the cargo tanks alarm system;
.17 high- and limit-level alarms in cargo tanks.
7.3.2 An opportunity to functionally test each alarm system shall be provided.
Unless otherwise stated, all alarm systems shall be designed on the fail safe principle with provision
for power supply failure alarm, alarm on contact-to-frame fault or circuit break, as well as the possibility of
checking visual and audible alarms operability.
7.3.3 The control panel shall clearly distinguish between normal, alarm, acknowledged alarm, fault
and silenced conditions. The system shall be arranged to automatically reset to the normal operating
condition after alarm and fault conditions are cleared.
7.3.4 Audible alarms shall be heard and distinguishable in all the spaces and areas they intended for.
7.3.5 Audible alarms of an alarm system shall be given until their acceptance (acknowledgement) is
confirmed, and the visual indication of each separate alarm shall remain until the fault has been corrected.
7.3.6 The sound frequency of audible alarm devices, excepting a bell, shall be within the range of 200
to 2500 Hz.
7.3.7 Where the visual alarm is applied, the colours specified in Table 4.6.5.1 shall be used unless
otherwise stated.
7.3.8 The height of inscription text symbols for operating and alarm controls, unless they have
been duplicated with symbols/a plate of an established pattern, shall be at least 7 mm, the width
is 0,7 symbol height.
This requirement, excepting the visual alarms mentioned in 7.3.1, also applies to the texts of
inscriptions above the controls in switchboards, control consoles, starting, protection and control
equipment for electric drives of essential machinery listed in 1.3.2.1.5.
7.3.9 The texts of inscriptions above operating and alarm controls not mentioned in 7.3.8, as well as
the texts of watch-keeping and other instructions used for the description of a working procedure, starting
and control of an object shall have symbols of at least 3,5 mm high, the width is 0,7 symbol height.
7.3.10 Flashing alarms shall emit light within 50 % of the entire work cycle, the pulse frequency
therewith shall be within the range of 0,5 to 1,5 Hz.
 Rules for the Classification and Construction of Sea-Going Ships
XI-72

7.4 GENERAL ALARM SYSTEM

7.4.1 In addition to the requirements stated below, the general alarm system shall comply with
the requirements of 2.1.3 and 6.22.1, Part II "Life-Saving Appliances" of the Rules for the
Equipment of Sea-Going Ships.
7.4.2 Sound devices shall be installed in the following places:
in machinery spaces;
in public spaces, if their floor area is more than 150 m2;
in corridors of accommodation, service and public spaces;
on open decks of passenger ships;
in working spaces.
7.4.3 General alarm system shall be supplied from the ship mains and the busbars of the
emergency distribution board in conformity with 9.3.1.3 and 19.1.2.1.4.
General alarm system may be energized from the ship mains and from an independent accumulator battery
if provision is made for an automatic changeover of general alarm circuits to the battery. In this case, no supply
either from the emergency source or from an intermediate emergency source of electrical power is necessary.
7.4.4 The general alarm system shall be energized continuously, no matter if the accumulator
battery is set in position for charging or discharging.
7.4.5 In case a separate accumulator battery is used for supply of the general alarm system, it may
also energize other internal communication and signalling facilities if the battery capacity is sufficient
for simultaneous supply of all consumers for at least 3 h and also if these facilities are so designed
that a damage to one circuit will not interfere with operation of other circuits provided no longer
supply time is required for those facilities.
7.4.6 In circuits supplying the general alarm system the protection only from short circuit shall be
provided. Protective devices shall be fitted in both conductors of the feeder and also in circuits of
each sound device.
Protection of several sound devices by one common protective device is permitted if in spaces where
they are installed good audibility of other sound devices provided with independent protection is ensured.
7.4.7 General alarm sound devices shall be so located that a signal is clearly heard against the
noise in the given space. Sound devices installed in spaces with high intensity of noise shall be fitted
with luminous indicators.
The sound of general alarm devices shall differ in tone from the sounds of all other kinds of signalling.
With the exception of bells, audible alarms shall have a sound frequency between 200 and 2500 Hz.
Facilities may be provided for regulating the audible signal frequency within the above limits.
7.4.8 The general alarm system shall be actuated by means of a double-pole switch.
If the general alarm signal is not heard from the wheelhouse or from the station where it has been
given, a pilot lamp shall be fitted after the switch to indicate that the general alarm system is activated.
The switches shall be provided with the inscriptions indicating their purpose.
7.4.9 No switching devices shall be incorporated into the circuits of the general alarm system
other than the switch specified in 7.4.8. Where a power supply switch is installed on the general alarm
system switchboard, provision shall be made for its interlocking in the "on" position or it shall be
otherwise protected against access thereto of unauthorized persons.
It is permitted to use intermediate contactors controlled by the switch, but not more than one contactor
in each loop.
7.4.10 Sound devices, switches and distribution devices of the general alarm system shall be
provided with readily visible distinctive symbols.
7.4.11 The general alarm system shall consist of at least two loops controlled by one switch. Short-
circuit protection shall be provided at both poles of each loop of the general alarm system.
7.4.12 Sound devices connected to different loops of the general alarm system shall be fitted in large
area spaces (machinery spaces, boiler rooms, fish-processing shops, etc.).
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7.5 FIRE DETECTION AND FIRE ALARM SYSTEM

7.5.1 Fire detection and fire alarm systems used on ships shall be of the Register-approved type and, in
addition to the requirements of this Chapter, meet the requirements of 4.1.1 and 4.2.1, Part VI "Fire
Protection", the Code for Fire Safety Systems and the Code on Alerts and Indicators (refer to 1.2, Part VI
"Fire Protection").
7.5.2 Application of fire detectors located in spaces where explosive vapours may accumulate or
in a flow of air sucked out of these spaces is regulated by 2.9, 19.2 to 19.4.
7.5.3 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. 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. Operation
of the automatic changeover switch or failure of one of the power supplies shall not result in degradation of the
fixed fire detection and fire alarm system. Where the fixed fire detection and fire alarm system would be
degraded by the momentary loss of power, a source of stored energy having adequate capacity according to 9.3.7
shall be provided to ensure the continuous operation during changeover between power supplies.
The fixed fire detection and fire alarm system emergency power may be supplied by an accumulator
battery or from the emergency switchboard. The emergency source of power shall be sufficient to maintain
the operation of the fire detection and fire alarm system for the periods required under 9.3.1.5
or 19.1.2.1.5, as applicable. At the end of that period, it shall be capable of operating all connected visual
and audible fire alarm signals for a period of at least 30 min. Where the system is supplied from
accumulator batteries, they shall be located in or adjacent to the control panel for the fire detection system,
or in another location suitable for use in an emergency. The rating of the battery charge unit shall be
sufficient to maintain the normal output power supply to the fire detection system while recharging the
batteries from a fully discharged condition. 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 changeover switch without passing
through any other switchboard.
7.5.4 The smoke detection system based on air sampling (refer to 4.2.1.6, Part VI "Fire
Protection") and the fans of this system shall be fed by separate feeders from the main and emergency
sources or another independent source of electrical power.
7.5.5 Indicating units of the fire detection and fire alarm system, other than those indicated
in 7.5.4, shall be designed in such a manner that:
.1 any signal or damage to one circuit does not influence normal operation of other circuits;
.2 a fire detection signal shall prevail over other signals fed to the indicating unit and to make it
possible to determine the location of the space wherefrom this fire detection signal has arrived;
.3 contact-type fire detector circuits are normally closed; it is permitted to use detectors with
normally open circuits if the contacts are hermetically sealed and permanent damage control of the
circuits is effected;
.4 provision is made for monitoring its operation.
7.5.6 Indicating units of the fire detection and fire alarm system shall produce information
specified in Table 7.5.6.
A visual signal of fire detection shall be executed in such a manner that is consists of two indicators
(two lamps or a double filament), or a special device shall be provided to check the proper condition of
signalling lamps. The colour of a light signal shall comply with the requirements of 4.6.5.
Visual signals shall be separate for each kind of information.
Signals intended to determine the location of the space or area wherefrom a pulse has arrived may be
common with the signal of fire detection or damage.
Visual signals shall function from the moment a pulse is received till the moment the cause of their
operation has been removed; the signal specified in item 1 of Table 7.5.6 shall function continuously
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T a b l e 7.5.6
Nos Signalling of operating Signal of using temperature fire Signal of using systems, in which air from
conditions and faults detection and fire alarm system protected spaces enters indicating units
1 Operation of device Visual Visual
2 Power supply from emergency source Visual Visual
3 Signals of fire and location of area or space Audible Audible
where outbreak of fire is detected Visual Visual
4 No draught in detection chamber _ Visual
Audible
5 No draught in pipelines _ Visual
Audible1
6 Disconnection in detector circuits Visual _
Audible
7 Location of faults in detector circuit Visual _
8 Off position of detector circuit1 Visual _
9 Main power supply failure Visual Visual
Audible Audible
1
Recommended.

irrespective of the nature of supply.

7.5.7 The fire detection and fire alarm system shall meet the following requirements:
.1 the activation of any automatic detector or manually operated call point shall initiate a visual and
audible signals at the control panel and indicating units. If the signals have not received attention
within 2 min, an audible alarm shall be automatically sounded throughout the crew accommodation and
service spaces, control stations and machinery spaces of category A. This alarm sounder need not be an
integral part of the fire detection and fire alarm system;
.2 the control panel shall be located on the navigation bridge or in the continuously manned main
machinery control room, and in the cargo control room, if any. One indicating unit shall be located on the
navigation bridge if the control panel is located in the main fire control station;
.3 indicating units shall, as a minimum, denote the section in which an automatic detector has activated
or manually operated call point has operated;
.4 clear information shall be displayed on or adjacent to each indicating unit about the spaces covered
and the location of the sections.
7.5.8 Fire detection and fire alarm systems with a zone address identification capability shall be so
arranged that:
.1 no loop shall pass through a space more than once to prevent its damage at more than one point by a
fire. When this is not practical (e.g. for large spaces), the parts of the loop passing through the space for the
second time shall be installed at the maximum possible distance from the other parts of the loop;
.2 means are provided to ensure that any fault (e.g. power break, short circuit, earth) occurring in the
loop will not render the whole loop ineffective. It means that a fault occurring in the loop only renders
ineffective a part of the loop not being larger than a section of a system without means of remotely
identifying each detector (refer also to 2.2.6.5, Part VI "Fire Protection");
.3 all arrangements are made to enable the initial configuration of the system to be restored in the
event of failure (electrical, electronic, informatic);
.4 the first initiated fire alarm will not prevent any other detector to initiate further fire alarms.
7.5.9 The fire detectors containing ionising radiation sources (radioactive isotopes) shall have a
certificate confirming their radiation safety issued by a competent body.
7.5.10 Detectors shall meet the following requirements:
.1 automatic detectors shall be operated by heat, smoke or other products of combustion, flame, or any
combination of these factors. The possibility of using automatic detectors operated by other factors
indicative of incipient fires may be considered by the Register provided they are no less sensitive than the
above detectors. Flame detectors shall only be used in addition to smoke and heat detectors;
.2 smoke detectors required according to 4.2.1.1, Part VI "Fire Protection" shall operate before the
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smoke density exceeds 12,5 % obscuration per metre, but not until the smoke density exceeds 2 %
obscuration per metre. Smoke detectors fitted in machinery spaces of category A shall operate before the
smoke density reaches 50 % obscuration per metre;
.3 heat detectors fitted in spaces with a normal air temperature shall operate within the temperature
limits of 54 to 78 8C when the temperature is increased to those limits at a rate less than 1 8C per min. The
Register may consider the possibility of using heat detectors with higher rates of temperature increase
taking into account their sensitivity;
.4 the temperature of heat detectors activation in drying rooms and similar spaces, which are
characterized by high temperatures, may be set up to 130 8C inclusive, and in saunas up to 140 8C
inclusive;
.5 heat detectors shall reliably operate at a temperature at least by 5 8C in excess of the temperature at
which the sensor is set;
.6 in machinery spaces of category A the detectors may be used which reveal a seat of fire on
appearing temperature pulsation (heat-pulse detectors). They shall be set to a temperature pulse frequency
of 1,9 to 2,3 Hz and above, and operate when an amplitude is exceeded by (2+0,5) 8C whatever a space
temperature may be;
.7 the type of all automatic detectors shall be so chosen that after the operation test they come back to
normal operation without any components being replaced.
7.5.11 Sections and their cables shall meet the following requirements:
.1 automatic detectors and manually operated call points shall be grouped into sections;
.2 a section of automatic fire detectors which covers a control station, a service space or an
accommodation space shall not cover a machinery space of category A and cargo spaces of ro-ro ships. In
case the fire detection and fire alarm system is fitted with individually identifiable fire detectors, a loop
covering sections of automatic fire detectors in accommodation spaces, service spaces and control stations
shall not serve machinery spaces of category A and cargo spaces of ro-ro ships;
.3 where the fire detection and fire alarm system is not fitted with individually identifiable fire
detectors, no section covering more than one deck within accommodation spaces, service spaces and
control stations shall be permitted except the section serving an enclosed stairway. A number of enclosed
spaces served by one section shall not exceed 50. In case the fire detection and fire alarm system is fitted
with individually identifiable fire detectors, the sections may cover several decks and serve any number of
enclosed spaces;
.4 cables of sections, including their feeding cables, being part of the system shall be so arranged as to
avoid galleys, machinery spaces of category A, and other enclosed spaces of high fire risk except where it
is necessary to provide fire detection or fire alarm in such spaces (refer to 16.8.1.8).
7.5.12 A fire detection and fire alarm system for periodically unattended machinery spaces of catego-
ry A shall be so designed and the automatic detectors so positioned as to quickly detect the fire in any part
of those spaces and under any normal operation conditions of machinery and variations of ventilation.
Except in spaces of restricted height and where their use is especially appropriate, fire detection and fire
alarm systems using only thermal detectors shall not be permitted. The fire detection and fire alarm system
shall initiate audible and visual alarms, distinct from those of any other system not indicating fire, in
sufficient number of places to ensure that the alarms are heard and observed on the navigation bridge and
by a responsible engineer officer. When the navigation bridge is unmanned, the alarm shall sound in a
continuously manned place.
7.5.13 A fire detection and fire alarm system for unattended machinery spaces of category A, as
required in 4.2.3, Part VI "Fire Protection", shall meet the following requirements:
.1 an indicating unit shall be installed on the navigation bridge, in the fire control station or another
accessible place protected against fire in a machinery space of category A;
.2 a visual alarm on the indicating unit shall indicate the location (zone) of fire;
.3 a fire alarm shall initiate visual and audible alarms distinct from those of any other system which
shall be provided at the locations sufficient to be heard and observed by the watch officer on the navigation
bridge and by the responsible engineer officer;
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.4 in case of power supply failure or any fault in the system, the audible alarm shall be initiated in
addition to the visual alarm;
.5 the type and arrangement of detectors shall ensure quick detection of fire and prevent misoperation
under normal conditions of machinery space. Provision shall be made for detectors of at least two types
operating by different factors of fire detection. In spaces of less than 2,5 m in height only the use of heat
detectors is permitted;
.6 the arrangement of detector sections shall provide for the indication of fire location. An air
movement due to machinery operation shall not affect the efficient operation of the fire detection and fire
alarm system;
.7 detectors with controlled sensitivity shall have fixing arrangement and an indicator of the preset
sensitivity;
.8 where provision is made for temporarily cutting off an individual detector or a section of detectors,
this shall be clearly indicated. When a preset period of time expires, the switching-off detector or section
of detectors shall automatically switch on;
.9 facilities shall be provided to release the fire alarm from the following locations:
.9.1 corridors having entrances to machinery spaces of category A;
.9.2 a wheelhouse;
.9.3 a control station in the machinery space.
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7.6 RELEASE INDICATION OF FIRE SMOTHERING SYSTEM

7.6.1 The release indication system shall comply with the requirements of 3.8.3.9 and 4.3, Part VI
"Fire Protection".
7.6.2 The release indication system shall be energized from two independent (main and
emergency) sources of power. An accumulator battery having a capacity sufficient for feeding the
system during 30 min may be used as an emergency source of power. Provision shall be made for
automatic change-over of power supply for the release indication system to the emergency source in
case of disappearance of voltage from the main source.
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7.7 INDICATION OF CLOSING WATERTIGHT AND FIRE DOORS

7.7.1 Indication of closing watertight doors as required in 7.1.9, 7.1.11, 7.1.13, 7.12.2 and 7.12.4 –
7.12.6, Part III "Equipment, Arrangements and Outfit" shall meet the following requirements:
.1 for all ships at watertight door control stations and in the immediate vicinity, and on both sides of the
internal doors for cargo ships the visual indicator system for door position shall be provided;
.2 the door position indicator system shall be of self-monitoring type and the means for testing of the
indicator system shall be provided at the position where the indicators are fitted;
.3 all door types, including power-operated sliding watertight, shall be provided with an audible alarm,
distinct from any other alarm in the area, which will sound whenever such a door is closed. For passenger
ships the alarm shall sound for at least 5 s but not more than 10 s before the door begins to move and shall
continue sounding until the door is completely closed. In the case of remote closure by hand operation, an
alarm shall sound only while the door is actually moving. In passenger areas and areas of high ambient
noise, the audible alarms shall be supplemented by visual signals at both sides of the door;
.4 all watertight doors, including sliding doors, operated by hydraulic door actuators, either a central
hydraulic unit or independent for each door, shall be provided with a low fluid level alarm or low gas
pressure alarm, as applicable or some other means of monitoring loss of stored energy in the hydraulic
accumulators. This alarm shall be both audible and visible and shall be located on the central operating
console at the navigation bridge;
.5 the power supply for indicator system of door position and for the alarm system shall be independent
of the power supply for operating and closing the doors and shall be provided with a backup power supply
from the emergency source of power (e.g. uninterruptible power supply). In case of failure of the main
power source audible and visual alarm shall be provided.
7.7.2 Indication of position of fire doors as required in 2.2.3.3, 2.2.4 and 3.1.2.3, Part VI "Fire
Protection" shall meet the following requirements:
.1 at the navigation bridge the visual indicator system for each door position shall be provided;
.2 remote-released sliding doors or power operated doors shall be equipped with an alarm that sounds
for not less than 5 s but not more than 10 s before the door begins to move and shall continue sounding
until the door is completely closed;
.3 the power supply for indicator system of door position and for the alarm system shall be independent
of the power supply for operating and closing the doors and shall be provided with a backup power supply
from the emergency source of power (e.g. uninterruptible power supply). In case of failure of the main
power source audible and visual alarm shall be provided.
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7.8 SOUND SIGNALS IN ENGINEERS' ACCOMMODATION SPACES

7.8.1 In the engineers' accommodation spaces the sound signalling system shall be provided for the
emergency call of the engineer, which is actuated manually from the main engines control station in the
engine room or from the main machinery control room, if any.
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7.9 PERSONNEL ALARM

7.9.1 In ships where engineering watch is maintained by one person, or in ships with unattended
machinery space, personnel alarm shall be provided, and in this case:
.1 the alarm system shall monitor safe and efficient condition of the machinery space personnel at least
every 30 min;
.2 the alarm signal shall be transmitted to machinery spaces. If the signal is not acknowledged within
3 min, an appropriate signal shall be transmitted to navigation bridge and to accommodation, service and
public spaces where machinery attending personnel might be staying;
.3 the alarm shall be put into operation by personnel attending machinery installation, when one person
stays in the machinery space, and shall be disconnected after he leaves the space.
.4 the system shall also meet the requirements in 2.4.1.14, Part XV "Automation".
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7.10 CARGO HOLD WATER LEVEL ALARM SYSTEM ON BULK CARRIERS, PASSENGER SHIPS
CARRYING 36 PERSONS AND MORE AND SINGLE-HOLD CARGO SHIPS OTHER THAN BULK
CARRIERS

7.10.1 Unless otherwise specified in this Chapter, the cargo hold water level alarm system shall meet
the requirements of 7.3 of this Part, as well as 3.4.11, Part V "Subdivision" and 7.9.9, Part VIII "Systems
and Piping".
7.10.2 The alarm system shall provide warning and emergency visual and audible alarms to indicate
water level in cargo holds and for the ballast tanks and dry spaces, forward of the collision bulkhead _
only emergency visual and audible alarms.
The warning alarm shall be activated when the water reaches the lower level with the emergency alarm
activated when the water reaches the upper level as mentioned in 7.9.9, Part VIII "Systems and Piping".
It is allowed to use one sensor to initiate warning and emergency alarms.
The error in the water level determination by detectors shall not exceed 100 mm.
The warning and emergency audible alarms shall be dissimilar.
The system shall provide clear identification of spaces from which the alarm has been released.
The audible alarm shall be silenced from the alarm panel installed on the navigation bridge.
7.10.3 The alarm system shall be supplied by the main and emergency sources of electrical power.
Instead of the emergency source of electrical power an independent, continuously charged from the
shipboard charging facility, accumulator battery complying with the requirements for the emergency
source of electrical power and capable of supplying the system during at least 18 h may be used.
In the event of loss of the main or emergency power and of automatic changeover to the emergency
power, an emergency warning alarm shall be released.
7.10.4 The system shall be provided with self-monitoring capability. The alarm signal shall be
activated when at least the following faults occur: short circuit, circuit break, contact-to-frame fault. For
the computer-based systems, alarm shall be additionally provided to indicate the excess program execution
time, central processor fault and input-output unit fault.
The system shall provide a possibility of checking the visible and audible alarms.
7.10.5 Provision shall be made in the system for disabling of the alarm in the events when the cargo
holds and forepeak are used as water ballast tanks. In case where such ballast tanks are emptied, disabling
shall be automatically released when the water level lowers below the level of the lowest detector fitted in
the hold concerned.
7.10.6 The alarm system components fitted in cargo holds, ballast tanks and dry spaces shall be
corrosion-resistant and protected to not lower than IP68 degree of protection and those fitted on open
deck _ to not lower than IP56 degree of protection.
7.10.7 Where the alarm system components are fitted in holds intended for the carriage of dangerous
goods as well as other goods causing formation of explosive mixtures in the holds, these components and
their circuit shall be of intrinsically safe type and protected to not lower than (Exi) standard.
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7.11 ALARM OF ULTIMATE CONCENTRATION OF DANGEROUSLY EXPLOSIVE

AND NOXIOUS GASES

7.11.1 The alarm systems for ultimate concentration of dangerously explosive and noxious gases shall
meet the requirements of 9.14.3 and 9.14.4, Part VIII "Systems and Piping", as well as of 7.2.7, Part XII
"Refrigerating Plants".
7.11.2 The alarm systems for ultimate concentration of dangerously explosive and noxious gases shall
initiate audible and visual alarms in the cargo control room, on the navigation bridge and at the analysing
unit when the vapour concentration in a given space reaches a pre-set value, which shall not be higher than
the equivalent of 30 % of the lower flammable limit.
7.11.3 The control panel shall be located in the cargo control room, on the navigation bridge, or in a
gas safe continuously manned main machinery control room. Clear information shall be displayed on or
adjacent to the control panel to allow the crew to readily determine the source of the alarm or fault
condition.
7.11.4 An indicating unit shall be located on the navigation bridge if the control panel is located elsewhere.
7.11.5 The control panel shall have a button or switch to manually reset to normal operating condition
after alarm and fault conditions are cleared.
7.11.6 Control panel and indicating unit alarm signals shall be distinct from fault condition signals.
7.11.7 Indicating units may have common alarms servicing multiple sampling points, provided that all
sampling points within an alarm group are located in the same space.
7.11.8 Control panels shall have the capability to manually test audible and visual alarms.
7.11.9 Audible and visual alarms shall be initiated on the navigation bridge, at the control panel, and at
all indicating units under the following conditions:
.1 upon detection of gas concentrations above the alarm setpoint in any monitored space;
.2 in a fault condition, such as power failure or short-circuit;
.3 low or no flow in any sampling pipe;
.4 tampering with the alarm setpoint; or
.5 failure of any self-test functions in computerized alarm systems.
7.11.10 Computerized systems shall have a self-test function to monitor power supply and volatile
memory on start-up and repeated at least once every 24 h.
7.11.11 Audible alarms shall continue until their accepting (quitting) is acknowledged, and visual
alarm shall remain in effect while an alarm condition is present.
7.11.12 Electrical components which would reasonably be expected to come into contact with sample
gases shall be explosion-proof.
7.11.13 The gas detection equipment shall be so designed that it may readily be tested and calibrated.
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7.12 INDICATION OF DOOR POSITION IN RO-RO PASSENGER SHIPS AND RO-RO CARGO SHIPS

7.12.1 Visual and audible alarms shall be installed on the navigation bridge and on each operating
panel for closing/opening the doors specified in 7.4, 7.15, Part III "Equipment, Arrangements and Outfit"
(visor outer bow doors, folding doors, inner bow doors, side shell and stern doors1) to provide separate
indication of door closed and door fully locked.
The indication panel shall be provided with a lamp test function. The possibility for accidental or
unauthorized turning off the indicator light shall be excluded.
7.12.2 The indicator system shall be designed on the fail safe principle and shall include the following:
.1 the indication panels installed on the navigation bridge and at doors' control station shall be provided
with:
power supply failure alarm;
earth fault alarm or open-circuit alarm;
a lamp test;
separate indication for door closed, door not closed, door locked and door not locked;
.2 limit switches (door position sensors) closed when the door is closed (when more limit switches are
provided for each door they may be connected in series);
.3 limit switches closed when securing arrangements are in place (when more limit switches are
provided for each door they may be connected in series);
.4 circuits for the indication of door closed/not closed and for door locked/not locked shall be inde-
pendent, but may be designed in one multicore cable;
.5 in case of position of limit switches (door position sensors), indication to show: not closed/not
locked, securing device is not in place _ as appropriate.
7.12.3 The indicator system shall indicate by visual and by audible alarms in the following cases:
.1 if the door is not fully closed, or not fully locked; or
.2 at least one securing device is open or a locking device is unsecured.
7.12.4 The indication panel on the navigation bridge shall be equipped with a mode selection switch
"harbour/sea voyage", so arranged that audible alarm is given on the navigation bridge if the vessel leaves
harbour with the doors not closed or with any of the securing devices not in the correct position.
7.12.5 The power supply for the indicator system shall be independent of the power supply for
operating and closing the doors and shall be provided with a backup power supply from the emergency
source of power or any other reliable source (e.g. uninterruptible power supply).
The sensors of the indicator system shall be protected from water, ice formation and mechanical
damages, or they shall have respective design resistant to the action of the above factors.
7.12.6 For ro-ro passenger ships, besides the indicator system of door position, provision shall be made
of a water leakage detection system with audible alarm and television surveillance, which shall be so
arranged as to provide an indication to the navigation bridge and to the main machinery control room of
any leakage through inner, side shell and stern doors.
For ro-ro cargo ships, it is permitted that television surveillance of water leakage through side shell and
stern doors is provided from the navigation bridge only.
7.12.7 To control the bow door and the inner bow door position a television surveillance system shall
be fitted with a monitor on the navigation bridge and in the main machinery control room. The system
shall monitor the position of the doors and a sufficient number of their securing devices. Special
consideration shall be given for the lighting and contrasting colour of objects under surveillance.
7.12.8 A drainage system (sumps) shall be arranged in the area between the bow door and the ramp, or
where no ramp is fitted, between the bow door and inner door. The system shall be equipped with an
audible and visual alarm functions to the navigation bridge for the high water level alarm in the sump or
for water level in these areas exceeding 0,5 m, proceeding from the type of structure.

1
Hereinafter referred to as "the doors".
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7.12.9 For ro-ro passenger ships engaged in international voyages, the special category spaces and
cargo spaces, indicated in 1.5.4.3 and 1.5.9, Part VI "Fire Protection" (in the absence of continuous
patrolling or other effective means of monitoring) shall be monitored by means of television surveillance,
so that any movement of vehicles in adverse weather conditions or unauthorized access of passengers
thereto, may be detected whilst the ship is moving.
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7.13 RELEASE INDICATION OF FIXED LOCAL APPLICATION FIRE EXTINGUISHING SYSTEM

7.13.1 Release indication system shall comply with the requirements specified in 3.12, Part VI "Fire
Protection".
7.13.2 The system shall be equipped with an audible and visual alarm functions regarding release of
fire extinguishing system both in the protected space and in permanently manned stations. Where several
fire extinguishing systems are installed the indication system shall clearly indicate the particular system
activated.
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7.14 TELEVISION SURVEILLANCE AND INDICATION SYSTEM

7.14.1 Television surveillance and indication systems shall comply with the requirements specified
in 7.12.6, 7.12.7, 7.12.9 of this Part and 7.15.5, Part III "Equipment, Arrangements and Outfit".
7.14.2 Generally, television surveillance and indication systems shall include the following:
.1 TV cameras;
.2 video displays;
.3 commutation switchboard;
.4 movement detectors;
.5 video recorders.
7.14.3 Television surveillance and indication system shall monitor respective areas and spaces and
ensure video transmission to permanently attended control stations. Television surveillance and indication
system shall give audible and visual signals when the condition of the monitored item/space is changed.
7.14.4 Television surveillance and indication system shall provide the following alarms:
.1 power failure;
.2 television surveillance and indication system failure;
.3 "TV camera _ display" channel failure (short circuit, circuit break);
.4 TV camera(s) failure;
.5 movement detector failure;
.6 video recorder failure.
7.14.5 Television surveillance and indication systems may be of black-and-white or color type. The
installation of this or that type depends on the required informative capacity of the system, parameters of
the monitored item (location, lighting and other properties) and presumable targets (man, cargo, water and
other purposes).
7.14.6 TV cameras transmitting video signals with a "signal/noise" (S/N) ratio not less than 50 dB
shall be used in television surveillance and indication systems to minimize the noise on display.
7.14.7 Camera lens projection shall not be less than 480 television lines (tvl) (for color image) or not
less than 570 tvl (for black-and-white image).
For digital cameras the lens resolution shall be not less than 10246756 pixels.
7.14.8 Proceeding from their location TV cameras used in television surveillance and indication
systems shall be protected to not lower than the following levels:
.1 IP22 _ for those fitted in the internal service spaces;
.2 IP44 _ for those fitted in machinery spaces;
.3 IP56 _ for those fitted on ro-ro decks and exposed parts of the weather deck.
7.14.9 The installation of TV cameras shall be such that all dead zones are covered.
7.14.10 Within internal spaces, TV cameras shall be fitted in places with minimum temperature
difference to reduce condensate formation on camera lens.
7.14.11 TV cameras fitted on the exposed part of the deck shall have a thermo-casing with a sun visor.
7.14.12 Where the lighting of monitored area is below TV camera sensitivity, the item (item area) shall
be equipped at night-time with additional visible or infra-red lighting. Therewith, either camera lens shall
be not swamped by the lights, or TV cameras with back light compensation (BLC) function shall be used.
Where television surveillance and indication system of color type is used, infrared lighting is
impermissible.
7.14.13 Displays with a capacity to operate around the clock over a long period of time with a static
picture shall be used to display the data received from TV cameras. The display diagonal for multi-image
shall be within 15" _ 21" with a resolution not less than 800 tvl for black-and-white image (400 tvl for
color image) or within 10" _ 14" for full-screen image displays with a resolution not less than 600 tvl for
black-and-white image (300 tvl for color image).
For LCD monitors, the resolution shall be at least 12806960 pixels at a diagonal of 15 " _ 21" and at
least 10246756 pixels at a diagonal of 10 " _ 14".
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7.14.14 Special type video recorders with a capacity to record over long periods of time or digital
video data memory shall be used to record TV image.
7.14.15 The recording time for a 180 min videocassette shall not exceed 24 h with the use of special-
type video recorder. The use of special-type video recorder with a longer recording time is only allowed if
the reсorder will automatically change over to real-time recording when alarm is activated by the
movement detector.
7.14.16 Commutation switchboard shall provide priority display of areas where alarm has been
activated.
 Rules for the Classification and Construction of Sea-Going Ships
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7.15 SEWAGE HOLDING TANKS LEVEL ALARM

7.15.1 Alarm system shall comply with the requirements of Part IV "Ship's Equipment and
Arrangements for the Prevention of Pollution by Sewage" of the Guidelines on the Application of
Provisions of the International Convention MARPOL 73/78.
7.15.2 Alarm system shall be supplied from the main source of electrical power.
7.15.3 Alarm system shall ensure operation of audible and visual alarm at the stations with permanent
watch in case the tank is filled up to 80 %.
 Rules for the Classification and Construction of Sea-Going Ships
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7.16 BULKHEAD SHAFT-GLAND, BEARING AND PUMP CASE TEMPERATURE EXCESS ALARM

7.16.1 Bulkhead shaft gland, bearing and pump case temperature excess alarm shall comply with the
requirements of 4.2.5, Part VII "Machinery Installations".
7.16.2 Alarm system shall be supplied from the main source of electrical power.
 Rules for the Classification and Construction of Sea-Going Ships
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7.17 MAXIMUM PERMISSIBLE CARGO TEMPERATURE EXCESS ALARM

7.17.1 The maximum permissible cargo temperature excess alarm shall comply with the requirements
of 9.6.6, Part VIII "Systems and Piping".
7.17.2 Alarm system shall be supplied from the main source of electrical power.
 Rules for the Classification and Construction of Sea-Going Ships
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7.18 OVERPRESSURE OR UNDERPRESSURE IN THE CARGO TANKS ALARM SYSTEM

7.18.1 Overpressure or underpressure in the cargo tanks alarm system shall comply with the
requirements of 9.7.12, Part VIII "Systems and Piping".
7.18.2 Alarm system shall be supplied from the main source of electrical power.
 Rules for the Classification and Construction of Sea-Going Ships
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7.19 HIGH- AND LIMIT-LEVEL ALARMS IN CARGO TANKS

7.19.1 High- and limit-level alarms in cargo tanks shall comply with the requirements of 9.11.5,
Part VIII "Systems and Piping".
7.19.2 Alarm system shall be supplied from the main source of the electrical power.
7.19.3 Alarm system shall produce sound and light signals on permanent watch posts when tanks are
full at 95 % and 98 % correspondingly.
 Rules for the Classification and Construction of Sea-Going Ships
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7.20 ALARM FOR THE FAILURE OF TOWING WINCH EMERGENCY RELEASE SYSTEM

7.20.1 Alarm shall comply with the requirements of 6.6.3, Part IX "Machinery".
7.20.2 Alarm and indicator means for the parameters connected with the operation of emergency
release system shall be supplied from the main power source and shall have a backup power supply from
an emergency or any other reliable power source (e.g. uninterruptible power supply).
 Rules for the Classification and Construction of Sea-Going Ships
XI-94

8 PROTECTIVE DEVICES

8.1 GENERAL

8.1.1 Outgoing circuits of switchboards shall be protected against short circuits and overloads by
means of devices installed at the inception of each circuit.
No overload protection is required for the switchboard power supply if the current consumers supplied
from this switchboard have individual protective devices, and the power supply cable is selected on the
basis of maximum working current.
8.1.2 Protective devices shall be so adapted to the characteristics of the equipment under
protection that they operate under inadmissible overloads and short-circuit currents.
8.1.3 The electric protection system shall be discriminative with regard to both the overload
currents and the short-circuit currents. Such protection system shall be designed so that its operation
could not adversely affect the reliable functioning of ship's generating plant and the power supply of
essential consumers. Short-circuit and overload protective devices shall not operate at starting
currents of the electrical equipment under protection.
8.1.4 Overload protection shall be provided in:
.1 at least one phase or positive pole in a two-wire system;
.2 at least two phases in an insulated three-wire three-phase current system;
.3 all phases in a three-phase four-wire system.
8.1.5 Short-circuit protection shall be fitted in each insulated pole of a direct-current system or in
each phase of an alternating current system.
Short-circuit current protective devices shall be set to operate at not less than 200 % of the rated
current of the electrical equipment under protection. Operation of the protective devices may be without
time delay or with a time delay necessary for the proper discrimination.
The short-circuit current protective device may be used for the protection of both the electrical
equipment itself and its supply cable.
8.1.6 Where cables of reduced cross-sectional area are used in some lengths of power supply
circuit, additional protection shall be provided for each of such cables unless the preceding protective
device is capable of protecting the cable of reduced cross- sectional area.
8.1.7 Protective devices excluding the possibility of immediate repeated switching after operation
of the protection shall not be used in supply circuits of the emergency switchboard, as well as in
supply circuits of emergency consumers.
8.1.8 The design of the electronic and computer protection devices of generators and major services
shall be such as to ensure easy identification and regulation of their operational settings.
Protection devices shall be equipped with the necessary apparatuses and instruction manuals shall be
provided for checking their serviceability and the condition of the settings.
The protection devices of generators and important major services shall be tested once in 5 years to
confirm the accuracy of their operation.
 Rules for the Classification and Construction of Sea-Going Ships
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8.2 PROTECTION OF GENERATORS

8.2.1 Generators not intended for parallel operation shall be provided with means of protection
against overloads and short circuits. Fuses may be used as protective devices for generators rated
under 50 kW (kVA).
8.2.2 Generators intended for parallel operation shall be provided at least with the following
means of protection:
.1 against overloads;
.2 against short circuits;
.3 against reverse current or reverse power;
.4 against under voltage.
It is necessary that the devices used for generator overload protection shall be provided with light and
sound alarms to operate with a time delay of up to 15 min at the loads from 100 to 110 % of the rated
current, and shall be capable of disconnecting the generator under protection after a time delay to suit the
generator thermal time constant at the loads from 110 to 150 % of the rated current.
It is necessary that for a setting of the protection to operate at 150 % of the rated generator current the
time delay shall not exceed 2 min for an alternating-current generator and 15 s for a direct-current
generator. An overload exceeding 150 % of the rated current may be allowed where it is required by
operating conditions and is admitted by the generator construction.
Overload protection settings and time delay shall be selected to suit the overload characteristics of the
generator prime mover so that the prime mover is capable of developing the necessary output within the
time delay period adopted. The protective devices used for generator overload protection shall not prevent
the possibility of re-starting the generator immediately.
8.2.3 Automatic and selective disconnect of non-essential services shall be provided in the event
of the generator overload. These services shedding may be carried out in one or several steps,
depending on the generator overload capacity.
Therewith:
.1 the automatic disconnect is not allowed for primary essential services;
.2 the automatic disconnect is allowed for secondary essential services, provided disconnection will
not prevent services required for safety being immediately available when the power supply is restored to
normal operating conditions;
.3 the automatic disconnect is allowed for services needed for maintaining the minimum comfort
habitability conditions for the crew and passengers on the ship.
Examples of such services are as follows:
cooking;
heating, domestic refrigeration;
domestic ventilation drives;
sanitary and fresh water, etc.
This requirement may be dispensed with in the case of electrical installations of low power.
8.2.4 Reverse-current and reverse-power protection of generators intended for parallel operation
shall be selected to suit characteristics of generator prime mover. The respective protection settings
shall be in accordance with those specified in Table 8.2.4.
Reverse-power protection for alternating-current generators may be replaced by a different, but not
less effective, means of protection. With settings specified in the Table the protection of the types in
question shall be activated in 10 s.
Reverse-current protection for direct-current generators shall be installed in the pole opposite to that, in
which the equalizer lead is connected. Reverse-power or reverse-current protection shall still be capable of
operation when the voltage applied is reduced by 50 % although reverse current or reverse power may
have altered values.
 Rules for the Classification and Construction of Sea-Going Ships
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T a b l e 8.2.4

Limits of reverse-current or reverse-power protection settings related to generator prime mover

Kind of current
Turbine Internal combustion engine
Alternating 2 _ 6 % of rated output of generator, kW 8 _ 15 % of rated output of generator, kW
Direct 2 _ 6 % of rated current of generator, A 8 _ 15 % of rated current of generator, A

Reverse-current and reverse-power protection shall permit trasfer of power fed from the ship's mains
(as, for example, from cargo winches).
8.2.5 Undervoltage protection shall ensure the possibility of a reliable connection of generators to
the busbars at a voltage of 85 % or more of rated voltage and shall exclude the possibility of
generator-to-busbar connection at a voltage less than 35 % of rated voltage. Besides, it shall
disconnect the generators in case of reduction of voltage across its terminals in the range from 70
to 35 % of the rated value.
Undervoltage protection shall operate with a time delay for disconnection of generators from busbars
in case of reduction of voltage and shall operate without time delay at the attempt to make connection to
the generator busbars before the minimum voltage specified above is reached.
8.2.6 For generators with the ratings of 1000 kVA and above, it is recommended that provision shall be
made for protection against internal faults, as well as for the protection of the lead connecting the generator
to its switchboard and switch. Where the generator and its switchboard are installed in different spaces,
such protection is compulsory.
8.2.7 If a turbine-driven direct-current generator is intended for operation in parallel,
provision shall be made for tripping the circuit breaker of the generator when the automatic
safety device of the turbine operates.
8.2.8 The current settings of protective devices with time delay shall be chosen in such a way that in
any case a reliable interruption of short-circuit current is ensured after the prescribed time delay.
8.2.9 It is permitted to use safety devices in excitation systems of generators as protective devices for
semiconductor elements.
 Rules for the Classification and Construction of Sea-Going Ships
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8.3 PROTECTION OF ELECTRIC MOTORS

8.3.1 Outgoing feeders from switchboards supplying electric motors rated at over 0,5 kW shall be
provided with means of protection against short-circuit currents and overloads, as well as with no-
voltage protection if the motor need not be automatically restarted.
It is admissible for overload and no-voltage protective devices to be installed in the motor starting
apparatus.
8.3.2 The overload protective devices for continuously running motors shall disconnect the motor
under protection when the load is in the range from 105 to 125 % of the rated current.
8.3.3 In supply circuits of fire pump electric drives the overload protective devices operating on
the principle of electrothermal and temperature relays shall not be used.
The overload protective devices may be substituted by light and sound alarms.
 Rules for the Classification and Construction of Sea-Going Ships
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8.4 STEERING GEAR PROTECTION

8.4.1 Only short-circuit current protection shall be provided for electric motors and control
systems of electric or electrohydraulic steering gear.
Light and audible warning shall be provided of the motor overload or of any phase failure of the feeder
supplying the motor.
8.4.2 Circuit breakers used to protect direct-current motors against short-circuit currents shall be
set for release without time delay at currents not lower than 300 % and not higher than 400 % of the
rated current of the motor under protection, while those used with alternating-current motors shall
be set for release without time delay at currents not lower than 125 % of the peak starting current of
the motor under protection.
In case fuses are used as protective devices the rated current for the fuse links shall be one grade of
rating higher than it follows from the values specified for the electric motor starting currents.
8.4.3 For electric motors of the drives for the active means of the ship's steering short-circuit and
overload protective devices shall be provided.
Overload protective devices of the above mentioned motors shall be fitted with light and sound alarms
to warn of the motor overload and shall disconnect the electric motor over the load range specified in 8.3.2.
Short-circuit protection shall be in compliance with the requirements of 8.4.2.
8.4.4 For directly driven electric motors of steering gear, overload protection is permitted for locked
rotor periods above 60 s with a setting of not less than twice the full load current of the motor protected.
Where such electric motors obtain their power supply via an electronic converter, e.g. for speed
control, and which are limited to full load current are exempt from the requirement to provide overload
protection. Alarm at electronic converter overload shall be provided with a setting equivalent to the highest
permissible current for the normal operation of steering gear.
 Rules for the Classification and Construction of Sea-Going Ships
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8.5 PROTECTION OF TRANSFORMERS

8.5.1 Short-circuit and overload protective devices shall be installed on the supply feeders of
transformer primaries. If the supply feeder of the transformer primary is protected against short-
circuit currents only, then the supply feeder of the secondary shall be protected against overload.
Transformers rated up to 6,3 kVA may be protected by fuses only.
No overload protection or alarm is required for voltage transformers and supply transformers of the
control circuits.
8.5.2 Where transformers are intended for parallel operation, it is necessary that switches shall be
provided to disconnect their primaries and secondaries, but not necessarily at the same time.
If such transformers are fed from different main switchboard sections, which may be isolated in
service, provision shall be made for an interlock to preclude their parallel operation in case of main
switchboard sections isolation.
8.5.3 The switching-over of instrument current transformers shall be so arranged as to prevent
the possibility of their secondary windings being on open circuit.
 Rules for the Classification and Construction of Sea-Going Ships
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8.6 PROTECTION OF ACCUMULATOR BATTERIES

8.6.1 Means of protection against short-circuit currents shall be provided for accumulator
batteries other than those, which are designed to start internal combustion engines.
8.6.2 Each battery charging system shall be provided with protection against battery discharge
due to a drop or loss of the charger output voltage.
8.6.3 For accumulator batteries designed for starting internal combustion engines, it is recommended
that disconnectors shall be fitted at the start of the circuit on the accumulator side to disconnect the
batteries from services (the disconnector may be fitted in one pole).
 Rules for the Classification and Construction of Sea-Going Ships
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8.7 PROTECTION OF PILOT LAMPS, VOLTMETERS, CAPACITORS AND VOLTAGE COILS

8.7.1 Pilot lamps, as well as measuring and recording instruments shall be provided with short-
circuit protection or short-circuit current limiting devices.
Pilot lamps may have no short-circuit protection of their own, nor short-circuit current limiting
devices, provided that all the conditions specified below are met:
.1 the lamps are enclosed together with the device;
.2 the lamps are supplied from circuits inside the enclosure of the device;
.3 the protection of the circuit of the device is rated for current not exceeding 25 A;
.4 a fault in the lamp circuit is not liable to cause an interruption in the operation of an essential
service.
Short-circuit protection or current limiting devices shall be located as close as practicable to the
terminals of the device under protection on the supply side.
8.7.2 Radio interference suppression capacitators installed in the circuits of main and emergency
switchboards, generators and essential electrical installations shall be protected against short-circuit
currents.
Requirements for the protection of capacitators in the systems with electrical power distribution for
direct current are specified in 22.4.3.
8.7.3 The voltage coils of apparatus and devices for control and protection shall be protected
against short-circuit current, but they may have no protection of their own, provided that the
conditions specified below are met:
.1 the coils are enclosed with the device, are under overall protection and belong to the control
system of one device;
.2 the coils are supplied from a device circuit, the protection of which is rated for current not
exceeding 25 A.
 Rules for the Classification and Construction of Sea-Going Ships
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8.8 PROTECTION OF POWER SEMICONDUCTOR UNITS

8.8.1 Provision shall be made for protecting power semiconductor units from internal and
external overvoltage.
8.8.2 Semiconductor element units shall be protected against short circuit. The overload
protection of diodes and semiconductors shall be isolated from the overload protection of power
circuits.
8.8.3 Where only one consumer is available, a common overload protection is permitted for
diode and semiconductors units, and power circuits.
8.8.4 Additional requirements for the protection of semiconductor inverters of an electric drive
supplied from d.c. distribution devices are specified in 22.4.3.2.
 Rules for the Classification and Construction of Sea-Going Ships
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8.9 RESIDUAL-CURRENT DEVICES (RCD)

8.9.1 To protect personnel against current injury and to protect some kinds of electrical equipment
against single-phase earth fault residual-current devices shall be used.
8.9.2 The residual-current devices shall be fitted in the supply circuits of socket outlets intended to
feed the portable equipment and in the supply circuits of cabin's socket outlets as well as the socket outlets
in public and other spaces with the voltage in excess of the safe one (50 V).
8.9.3 The residual-current devices shall be set to operate at zero sequence current within 10 to 30 mA.
8.9.4 For essential electrical equipment, installation of the residual-current devices is not permitted.
 Rules for the Classification and Construction of Sea-Going Ships
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9 EMERGENCY ELECTRICAL INSTALLATIONS

9.1 GENERAL

9.1.1 In each self-propelled ship, an autonomous emergency source of electrical power shall be
provided. Such source is not required for ships, in which the main sources of electrical power are
accumulator batteries, on condition that at least one of the batteries installed satisfies the capacity
and location requirements imposed upon the emergency source of electrical power.
9.1.2 A generator or an accumulator battery may be used as an emergency source of power.
9.1.3 The capacity of the emergency source of power shall be sufficient to supply simultaneously
all those services that are essential for the safety of navigation in an emergency. In ships where
electrical power is necessary for propulsion, the capacity of the emergency source of electrical power
shall be sufficient to restore propulsion to the ship (in conjunction with other machinery, as
appropriate) from a dead ship condition within 30 min after blackout.
9.1.4 The possibility shall be provided for functional testing of the complete emergency installation
including testing of automatic starting arrangements of the diesel generator.
9.1.5 An indicator shall be mounted in the main machinery control room or on the main
switchboard to show when the battery, which serves as an emergency source of electrical power, is
being discharged.
9.1.6 The emergency sources of electrical power shall be provided only with short-circuit
protection. If the emergency source of power is a generator, in the main machinery control room or
in the main switchboard visual and audible alarms shall be fitted to warn of the generator overload.
 Rules for the Classification and Construction of Sea-Going Ships
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9.2 SPACES OF EMERGENCY SOURCES OF ELECTRICAL POWER

9.2.1 The spaces of emergency sources of electrical power and of their transformers (if any), of
emergency transitional sources of electrical power, emergency distribution switchboard and
distribution board of emergency lighting shall be located above the uppermost continuous deck,
astern from forepeak bulkhead (collision bulkhead) and be easily accessible from the open deck. The
above mentioned spaces in ships covered by the requirements of Part V "Subdivision" shall be
located, as a minimum, at a height of 300 mm above the deepest (damage) waterline.
9.2.2 The arrangement of emergency sources of electrical power and pertinent transformers, if
any, of transitional sources of electrical power, emergency distribution board and distribution board
of emergency lighting with regard to the main sources of electrical power and pertinent transformers,
and with regard to the main distribution board, shall be such that a fire or another emergency in the
space of the main source of electrical power, of pertinent transformers, main distribution board or in
any machinery space of category A would not hamper the supply, control and distribution of
electrical power from the emergency source.
9.2.3 Spaces containing emergency sources of electrical power, pertinent transformers,
transitional sources of electrical power, emergency distribution board and distribution board of
emergency lighting shall not, where possible, be adjacent to machinery and boiler spaces or to spaces
containing the main source of electrical power, pertinent transformers and main distribution board.
In case of adjacent arrangement, the decks and bulkheads separating these spaces shall be constructed
in accordance with the requirements of Part VI "Fire Protection" relating to control stations.
9.2.4 Emergency distribution board shall be as close as possible to the emergency source of
electrical power.
9.2.5 Where a generator serves as the emergency source of electrical power, the emergency
distribution board shall be installed in the same space as the diesel generator except where such an
arrangement would adversely affect the distribution board operation.
All starting arrangements, charging facilities and starter accumulator batteries of the emergency unit
shall also be installed in this space, provided the requirements of 13.2 are complied with.
9.2.6 The emergency diesel generator space shall be provided with heating appliances to ensure
the temperature in the space sufficient for starting, without fail, of the emergency generating set and
ventilation in accordance with the requirements of 12.5.3, Part VIII "Systems and Piping".
9.2.7 Where the emergency source of electrical power is an accumulator battery, this battery and
the emergency switchboard shall be installed in separate spaces.
The requirements for the battery compartments are given in 13.2.
 Rules for the Classification and Construction of Sea-Going Ships
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9.3 EMERGENCY SOURCES OF ELECTRICAL POWER IN CARGO SHIPS

9.3.1 In cargo ships, the emergency sources of electrical power shall supply the following services:
.1 emergency lighting for:
all corridors, stairways and exits from service spaces as well as passenger lift cars and trunks;
machinery spaces, main generating stations;
all control stations, main and emergency switchboards;
emergency diesel generator space;
wheelhouse;
chartroom and radioroom;
stowage positions for emergency and fireman's outfit and also positions where manual fire alarms are
fitted;
steering gear compartments;
positions at fire and sprinkler pumps, emergency bilge pump and starting positions of their motors;
cargo pump rooms;
helicopter hangars and landing areas;
gyrocompass space;
medical rooms;
.2 navigation lights, lights of "Vessel not under command" signal and other lights required by
Part III "Signal Means" of the Rules for the Equipment of Sea-Going Ships;
.3 internal communication means and general alarm signals;
.4 radio equipment and navigational equipment according to the requirements of Part IV "Radio
Equipment" and Part V "Navigational Equipment" of the Rules for the Equipment of Sea-Going
Ships where the emergency source of power is a diesel generator;
.5 fire detection and alarm systems;
.6 daylight signalling lamps, sound signal means (whistles, gongs, etc.), manual calling and other
signals required under emergency conditions;
.7 machinery and devices mentioned under 3.2.1.2, 3.4.7, 3.7.3.2.1, Part VI "Fire Protection";
.8 electric drives of watertight doors with their indicators and alarms;
.9 electric drives of devices holding fire doors;
.10 electric drive of the launching appliance for the lifeboat specified in 6.20.4.7, Part II "Life-Saving
Appliances" of the Rules for the Equipment of Sea-Going Ships.
.11 other systems, the operation of which would be found necessary by the Register to ensure the
safety of the ship and the persons on board.
In ships of unrestricted service and restricted area of navigation Rl of 300 and above gross tonnage, the
emergency sources of electrical power shall ensure the supply of services listed above during 18 h.
Consumers mentioned under 9.3.1.3 to 9.3.1.6 may be supplied from their own batteries arranged as
provided for in 9.2 and having a capacity sufficient to supply those consumers during 18 h.
For ships of gross tonnage 300 and above of restricted areas of navigation R2, R2-RSN, R2-RSN(4,5),
R3-RSN and R3 the required period of 18 h may be reduced to 12 h.
For ships of less than 300 gross tonnage, the period of 18 h may be changed to 6 h in the case of
unrestricted service and restricted area of navigation R1 and to 3 h in the case of restricted areas of
navigation R2, R2-RSN, R2-RSN(4,5), R3-RSN and R3.
9.3.2 The emergency source of electrical power shall ensure, during 3 h, the emergency lighting of
muster and embarkation stations for boarding life-saving appliances on deck and overboard according
to 2.3.4 and 2.7.7, Part II "Life-Saving Appliances" of the Rules for the Equipment of Sea-Going Ships.
9.3.3 The supply of steering gear shall be effected from the emergency source of electrical power
in accordance with 5.5.6.
9.3.4 Where a generator is used as the emergency source of electrical power, it shall be:
.1 driven by an internal combustion engine (refer to 2.2.5, Part IX "Machinery");
 Rules for the Classification and Construction of Sea-Going Ships
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.2 automatically started upon failure of the electrical supply from the main source of electrical power
monitored at the emergency switchboard busbars and automatically connected to the emergency
switchboard, and consumers stipulated under 9.3.1 shall be automatically supplied by the emergency
generator. The total time of starting and load take-over by the generator shall not exceed 45 s;
.3 in case the automatic start of emergency unit stipulated by 9.3.4.2 shall not take place within 45 s,
an emergency transitional source of electrical power shall be provided, which shall start immediately
on failure of the main source of electrical power.
9.3.5 Where an accumulator battery is used as the emergency source of electrical power, it shall:
.1 operate without recharging with voltage variations across the terminals within 12 % of rated
voltage during the whole discharge period, where voltage variations across the terminals of
accumulator battery connected to an electronic voltage converter are determined by the permissible
range of voltage variation across the terminals of the converter;
.2 be automatically connected to emergency distribution board busbars in case of failure of the
main source of electrical power and supply at least the consumers mentioned under 9.3.7 during the
time stipulated by 9.3.1 excepting electric drives of fire doors with their indicators and alarms, which
can be supplied during 30 min.
9.3.6 As transitional emergency source of electrical power stipulated by 9.3.4.3, an accumulator
battery shall be used, which shall operate without recharging with voltage variations across the
terminals within 12 % of rated voltage during the whole discharge period. Voltage variations across
the terminals of accumulator battery connected to an electronic voltage converter are determined by
the permissible range of voltage variation across the terminals of the converter, which shall not be
above values specified in 2.1.3.1.
9.3.7 The capacity of the battery serving as the transitional source of electrical power shall be
sufficient to supply, during 30 min, the following consumers:
.1 lighting and essential navigating lights according to 9.3.1.1, 9.3.1.2 and 9.3.2;
.2 all internal communications and announcing systems required in an emergency;
.3 general alarm system, fire detection and alarm system and warning system on starting a smothering
fire-extinguishing system;
.4 daylight signalling lamps, sound signal means (whistles, gongs, etc.);
.5 command broadcast apparatus in accordance with item 11 of Table 2.3.4, Part IV "Radio
Equipment" of the Rules for the Equipment of Sea-Going Ships;
.6 closing gear of watertight doors, their position indicators and signals warning of their closure;
.7 ship's security alarm system required by Part IV "Radio Equipment", as well as AIS installation and
long-range identification and tracking system equipment, as required by Part V "Navigational Equipment"
of the Rules for the Equipment of Sea-Going Ships.
Services listed under 9.3.7.2 to 9.3.7.7 may not be supplied from the transitional source if they have
their own accumulator batteries, by which they are supplied during the required period of time.
9.3.8 For Class INF2 and Class INF3 ships, in accordance with the classification given in 7.3.2,
Part VI "Fire Protection", regardless of the navigation area and tonnage of the ships, the emergency source
of electrical power shall supply the services listed in 7.3.6 and 7.3.8, Part VI "Fire Protection" for a period
of 36 h and 9.3.1 of this Part.
 Rules for the Classification and Construction of Sea-Going Ships
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9.4 DISTRIBUTION OF ELECTRICAL POWER FROM EMERGENCY SOURCES

9.4.1 Under normal service conditions, emergency distribution board shall be supplied from the
main distribution board. The supply feeder shall have an overload and short-circuit protection fitted
at the main distribution board.
At the emergency distribution board, a switch shall be provided, which shall switch off automatically
in the case of de-energizing the busbars of the main distribution board.
Where the main distribution board shall be supplied from the emergency distribution board, the
automatic switch at the emergency distribution board shall be provided with short-circuit protection at
least.
9.4.2 The emergency generator, during the stay of the ship in port, may be used to supply non-
emergency consumers (refer also to 2.2.6, Part IX "Machinery"). In doing so, the following conditions
shall be met:
provision is made for automatic disconnection of non-emergency consumers from the emergency
distribution board to prevent overloading of the generator and to ensure the supply of emergency
consumers;
damage of any control, protection and alarm circuits intended to maintain operation of the emergency
generator during the stay of the ship in port, shall not affect the work of the main and emergency electrical
power sources;
arrangements are provided to select the operating modes of emergency generators with a quick
changeover to emergency mode being possible;
provision is made for instructions to be available onboard, for bringing all the controls (valves,
switches, etc) in a position ensuring independent operation of the emergency generator when the ship is
underway, and also containing information on the required oil fuel capacity, on the position of the
operating mode switch (if any), on the position of ventilation closures, etc.
9.4.3 Consumers listed under 9.3.1 and 19.1.2 shall be supplied through separate feeders from the
busbars of the emergency distribution board fitted up with relevant switch gear and protection.
Supply of consumers mentioned under 9.3.1.2 to 9.3.1.6 and 19.1.2.1.2 to 19.1.2.1.6 may be effected
from the main control console in the wheelhouse, which is supplied in conformity with 4.5.2.
9.4.4 Where a transitional source of power is available, consumers listed under 9.3.7 and 19.1.2.7
shall be supplied through a special distribution board on the feeders, of which no switches shall be
fitted.
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9.5 STARTING ARRANGEMENTS FOR EMERGENCY DIESEL GENERATORS

9.5.1 The following arrangements may be used as starting arrangements for emergency diesel
generators:
.1 electric starter with its own accumulator battery and charging device;
.2 compressed air system with its own independent air receiver;
.3 hydraulic starting system;
.4 manual starting arrangements: starting handle for manual cranking, inertia starters, manually
charged hydraulic accumulators or powder charge cartridges.
9.5.2 Each emergency generating set arranged to be automatically started shall be equipped with
a starting device of an approved type with a stored energy capability of at least three consecutive
starts. The source of stored energy shall be protected to preclude critical depletion by the automatic
starting system, unless a second independent means of starting is provided. In addition, a second
source of energy shall be provided for additional three starts within 30 minutes unless manual
starting can be demonstrated to be effective.
9.5.3 Where automatic starting of the emergency diesel generator is not required, manual starting
is permissible with the use of one of the starting arrangements specified in 9.5.1.4.
When manual starting is not practicable, the starting arrangements shall comply with the requirements
of 9.5.2.
9.5.4 The starting arrangements of the accumulator batteries and the electric drives of the
machinery ensuring the functioning of the compressed air or hydraulic systems of the emergency
diesel generator starting shall be supplied from the emergency switchboard by separate feeders.
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9.6 ALARM SYSTEM AND PROTECTION OF EMERGENCY DIESEL GENERATOR DRIVES

9.6.1 Emergency diesel generator drives having power of 220 kW and above shall be equipped with a
protective device ensuring the shutdown of the engine in case of overspeed.
9.6.2 All protective devices that may influence the shutdown of emergency diesel generator drives,
except for those preventing overspeed, shall be automatically overridden when the emergency diesel
generator is in remote control or automatic mode during navigation. This requirement covers all
emergency diesel generators regardless of their drives' output.
9.6.3 In addition to the remote fuel stop control, a local means of emergency shutdown of emergency
diesel generator drives shall be provided.
9.6.4 For emergency diesel generator drives alarm system shall be activated at:
fuel oil leakage from high pressure pipes;
lubricating oil pressure below the minimum permissible value;
high temperature of cooling water or cooling air.
9.6.5 For drives having power of 220 kW and above, in addition, provision shall be made for alarm
system activating at:
high lubricating oil temperature;
pressure or flow of cooling water below the minimum permissible value;
overspeed.
9.6.6 For drives having power of more than 2250 kW or with cylinder bore of more than 300 mm, in
addition, provision shall be made for alarm system activating at excess of the oil mist concentration in
crankcase.
9.6.7 Alarm system shall comply with the requirements given in 2.4.1, Part XV "Automation".
9.6.8 Grouped alarms shall be arranged on the navigation bridge.
9.6.9 Proceeding from the power of drives, local indication of the parameters listed in 9.6.4 to 9.6.6
shall be provided (within the same space as the emergency diesel generator) independent of the alarm and
safety systems.
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9.7 UNINTERRUPTIBLE POWER SYSTEM (UPS)

9.7.1 Uninterruptible power system (UPS), in addition to the requirements set forth below, shall
comply with the requirements of IEC 62040 and applicable requirements of national standards.
9.7.2 UPS complying with these requirements may be used as emergency or transitional sources of
electrical power as required by this Part.
9.7.3 UPS type selection shall be appropriate to power supply requirements of the connected load
equipment.
9.7.4 UPS shall be provided with a bypass, which ensures power supply to connected load from the
ship's mains if the inverter fails.
9.7.5 Each UPS shall be provided with audible and visual alarm to be given for:
.1 power supply failure to the connected load;
.2 earth fault;
.3 operation of battery protective device;
.4 when the battery is being discharged; and
.5 when the bypass is in operation for on-line UPS.
9.7.6 The requirements for location of the UPS shall be similar to the requirements for the location of
the emergency or transitional source of electrical power.
9.7.7 UPS utilising sealed batteries may be located in any space other than the accommodation space,
provided sufficient ventilation is ensured in the space.
9.7.8 UPS shall maintain rated voltage and frequency on the load side throughout the whole time
necessary to supply the connected services.
9.7.9 On voltage recovery in the power supply circuit, the capacity of the UPS rectifier shall be
sufficient to maintain rated voltage and frequency on the load side with simultaneous recharging the
battery by the maximum possible charging current.
9.7.10 The accelerated (boost) charging of the UPS batteries by the maximum possible charging
current shall be interlocked with the ventilation of the space where the UPS batteries are installed.
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10 ELECTRICAL MACHINES

10.1 GENERAL

10.1.1 The materials of propulsion motors shafts, generators and slip coupling built into the shafting
shall comply with the requirements of 3.7, Part XIII "Materials".
10.1.2 Alternating-current generators together with voltage correctors shall be capable to sustain,
under steady short-circuit conditions, at least three-times the rated current within 2 s.
10.1.3 Electric propulsion generators and electric propulsion motors, or, where justified, also
machines of different designation, shall have heating arrangements to maintain their temperature at
least 3 8C above the ambient air temperature.
10.1.4 Generators built into the shafting of the main machinery shall have split stators and
bearing shields if, due to the shaft arrangement, the stator displacement in the direction of the shaft
from the rotor is not possible. Such generators shall have an air gap preventing mechanical contact
of the rotor and stator under the most unfavourable service conditions.
10.1.5 Rotors and armatures of alternating and direct-current machines shall be capable of
withstanding for 2 min, without damage and permanent set, the following increased speeds of
rotation:
.1 generators, rotating coverters and electric slip coupling and brakes: 120 % of the rated speed,
but at least by 3 % more than the maximum speed transient process;
.2 series-wound motors: 120 % of the maximum permissible speed as indicated on the rating
plate, but not less than 150 % of the rated speed;
.3 all motors other than mentioned above, 120 % of the maximum no-load speed.
10.1.6 Where a machine is so designed that after installation on board the ship its bottom portion
is positioned below floor level, ventilation air intake shall not be through the bottom part of the
machine.
10.1.7 Application of external cooling fans is not recommended for machines intended for
installation on weather decks.
10.1.8 The power of electric motors supplied from an electrical power source, which does not comply
with the requirements of 2.2.1.3, shall be calculated taking into account the additional heating due to the
higher harmonic components.
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10.2 SLIP RINGS, COMMUTATORS AND BRUSHES

10.2.1 Direct-current machines for driving the propulsion plants and direct-current machines
rated at 200 kW and over shall be provided with sight holes to enable observation of the commutator
and brushes without removing the lids.
10.2.2 The permissible wear of commutator segments or slip rings shall be indicated on their
sides. It shall be taken equal to at least 20 % of the commutator segment or slip ring height.
10.2.3 For armatures more than 1000 kg in mass provision shall be made to allow reconditioning
of the commutator without removing the armature from the machine.
10.2.4 A flexible copper conductor shall be used for drawing current from brushes. Brush holder
springs shall not be used for this purpose.
10.2.5 The position of brushes in direct-current machines shall be clearly and indelibly marked.
10.2.6 Commutator type machines shall be capable of operating practically without sparking at
any load from zero to rated value. No sparking shall be possible at the specified overloads, reversals
or startups, to such an extent as to cause damage to brushes or commutators.
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10.3 BEARINGS

10.3.1 Bearings shall be so designed as to avoid the possibility of oil splashing or leaking along
the shaft and coming into contact with the machine windings or live parts.
10.3.2 The casing of the sliding bearing shall be fitted with a hole for excessive lubricating oil
drain and with a lid in the upper part of the casing. Oil level indicators shall be provided on machines
rated at 100 kW or more.
10.3.3 Pressure lubrication system shall incorporate pressure indicators for oil entering the
bearing.
10.3.4 In electric propulsion machinery, or machines of different designation, where so justified,
provisions shall be made to prevent flow of shaft currents through sliding friction bearings.
10.3.5 Generators driven by belts or chains from the main machinery of the ship shall be so
designed that the effect of the lateral forces is taken into account.
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10.4 TEMPERATURE DETECTORS

10.4.1 Stators of alternating-current machines rated at over 5000 kW, or having a core length of
more than 1 m, shall be provided with temperature detectors installed where the machine may be
expected to develop the highest temperatures.
10.4.2 Embedded temperature detectors are recommended for electric motors with short-time or
intermittent operating conditions.
10.4.3 It is recommended that overload protection for windlass-driving electric motors shall be by
means of embedded temperature detectors so selected that the protection device will disconnect the
motor when the temperature rise limit for the insulation employed is exceeded by more than 30 %.
The terminals of the detector shall be located so as to be easily accessible.
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10.5 OVERCURRENT

10.5.1 Generators shall be so designed that after reaching the steady-state temperature
corresponding to the rated load they shall be capable of sustaining overcurrent as specified in
Table 10.5.1.
T a b l e 10.5.1
Type of generator Overcurrent, % Duration of overload, s

a.c. 50 120
d.c. 50 15

10.5.2 Electric motors shall be so designed that they are capable of developing, without stopping or
sudden rotation frequency changes, the increased torque specified in Table 10.5.2.
T a b l e 10.5.2
Nos Type of motor Overload in torque, % Duration of overload, s Testing conditions

1 Synchronous motors, as well 50 15 Frequency, voltage and exci-

as squirrel-cage motors with tation to be maintained at
starting current not less than rated levels
4,5 times the rated current
2 Induction motors for contin- 60 15 Frequency and voltage to be
uous and intermittent duties maintained at rated levels
3 Motors as specified in item 2, 100 15 Frequency and voltage to be
but for short-time and conti- maintained at rated levels
nuous duty with varying load
4 Direct-current motors 50 15 Voltage to be maintained at
rated level

10.5.3 For electric propulsion motors overload in torque and duration of overload are defined by the
ship's designer taking into account changes in the main electric propulsion plant loads during
maneuvering, sea passage, including navigation in difficult weather conditions etc.
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10.6 ALTERNATING-CURRENT GENERATORS

10.6.1 General.
10.6.1.1 Each alternating-current generator shall have a separate, independent automatic voltage
regulation system.
10.6.1.2 Alternating current generators shall possess sufficient excitation capacity to maintain the
rated voltage with an accuracy of 10 % for 2 min at generator overcurrent equal to 150 % of the
rated value and at a power factor 0,6.
10.6.1.3 Protection of alternating-current generators shall comply with the requirements of 8.2.
10.6.2 Voltage regulation systems.
10.6.2.1 Alternating-current generators shall have automatic voltage regulation systems ensuring
that the voltage may be maintained within (2,5 % of the rated value (up to 3,5 % for emergency
generators) at all load changes from no-load to rated load values at the rated power factor. The
speed in this case shall be within the range specified in 2.11.3, Part IX "Machinery".
10.6.2.2 A sudden change in the balanced load of a generator running at rated speed and rated
voltage, under given current and power-factor conditions, shall not cause a drop of voltage below 85 %
or a rise above 120 % of the rated value. After the completion of transient processes, the generator
voltage shall be restored within not more than 1,5 s with a deviation from the rated value being +3 %.
For emergency sets these values may be increased, respectively, to 5 s and +4 % of the rated voltage.
Where no precise data are available on peak values of sudden load that may be connected additionally
to the existing generator load, these may be taken equal to a load of 60 % of the rated current at a power
factor of 0,4 or less, which is connected at idle speed and then disconnected. The speed in this case shall be
within the range specified in 2.11.3, Part IX "Machinery".
10.6.2.3 For alternating-current generators the deviation from sine voltage shall not be more than 5 %
of the harmonic component peak value.
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10.7 DIRECT-CURRENT GENERATORS

10.7.1 General.
10.7.1.1 Compound-wound and shunt-wound direct-current generators shall be equipped with
automatic voltage regulation systems.
10.7.1.2 Protection of direct-current generators shall comply with the requirements of 8.2.
10.7.2 Voltage regulations.
10.7.2.1 Voltage regulators of direct-current compound-wound generators shall enable reduction
of no-load voltage, with the generator cold, by not less than 10 % below the rated generator voltage,
taking into account the increased revolutions of the prime mover running at no load.
10.7.2.2 Manual voltage regulators shall be so designed that the voltage increases when their
controls are rotated clockwise.
10.7.2.3 Voltage regulators of direct-current shunt-wound generators shall be so designed that,
when the field current is removed, the field winding shall be closed to the discharge circuit.
10.7.2.4 Direct-current compound-wound generators shall have independent devices for voltage
regulation within a tolerance of +1 % for generators rated at up to 100 kW, or within +0,5 % for
generators of rating exceeding 100 kW. The above regulation limits shall be maintained with the
generator cold and hot and at any load within the operating load range of generators.
10.7.2.5 Direct-current sets comprising compound-wound generators shall have such external
characteristics that the voltage of a hot generator adjusted to the rated value with an accuracy of +1 %
at 20 % of the load does not vary at full load by more than +1,5 % for generators rated at 50 kW or
over, and by more than +2,5 % for generators of lower output.
Voltage variations in a compound-wound gene-rator running at 20 to 100 % of the rated load shall not
exceed the following limits:
.1 +3 % for generators rated at 50 kW and more;
.2 +4 % for generators rated over 15 kW but less than 50 kW;
.3 +5 % for generators rated at 15 kW and less.
10.7.2.6 Direct-current sets comprising shunt-wound generators shall have such external generator
characteristics and automatic voltage regulators that voltage is maintained to within +2,5 % of the rated
value at all load variations from zero to the rated load.
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10.8 ELECTROMAGNETIC BRAKES

10.8.1 The brake shall operate when the brake operating coil becomes de-energized.
10.8.2 A 30 % voltage drop below the rated value shall not cause a hot brake to operate.
10.8.3 Electromagnetic brakes shall allow of manual release.
10.8.4 Electromagnetic brakes shall be fitted with at least two pressure springs.
10.8.5 The shunt windings of a compound-wound electromagnetic brake shall be capable of
holding off the brake even when no current flows through the series winding.
10.8.6 The shunt windings of electromagnetic brakes shall be so constructed or protected that
they can be safe from damage at overvoltages such as occur when they are being disconnected (refer
also to 5.4.3).
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10.9 ASYNСHRONOUS ELECTRIC MOTORS SUPPLIED FROM FREQUENCY CONVERTERS

10.9.1 Asynchronous electric motors supplied from frequency converters shall have output reserve in
order to prevent overheat caused by the voltage curve harmonic distortion.
10.9.2 Stator winding of asynchronous electric motors less than 100 kW supplied from frequency
converters shall be two-layer winding or single layer with equal length of conductors with F- or H-class
reinforced insulation.
10.9.3 In order to reduce overvoltage in stator winding of asynchronous motors supplied from
frequency converters with the pulse-width modulation (PWM) it is necessary to:
.1 apply star phase splicing of stator winding;
.2 optimum selection of impedance of the electric motor stator winding and cable between electric
motor and frequency convertor;
.3 use control algorithm for frequency convertor limiting minimum pulse duration and pause between
impulses.
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11 TRANSFORMERS

11.1 GENERAL

11.1.1 The requirements of the Section apply to transformers listed in 3.3.

For additional requirements for transformers with voltages over 1000 V, refer to 18.4.
11.1.2 Dry-type transformers shall be used in ships.
11.1.3 Transformers shall have electrically separated windings for primary and secondary
voltages.
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11.2 OVERLOAD, VOLTAGE VARIATION AND OPERATION IN PARALLEL

11.2.1 Transformers shall be so designed as to be capable of withstanding 10 % overload for 1 h

and 50 % overload for 5 min.
11.2.2 For single-phase and three-phase transformers used to supply the ship's mains, voltage
variation at an active load between zero and rated load shall not exceed 5 % for transformers rated
at up to 6,3 kVA per phase and 2,5 % for transformers of higher rating.
11.2.3 Transformers intended to operate in parallel shall have their winding connections
grouped together, their transformation ratios shall be the same, and their short circuit voltages
shall be such that the load on any transformer does not depart from the corresponding
proportional part of power output of each transformer by more than 10 % of the rated current for
a given transformer.
11.2.4 Nominal capacities of transformers for parallel work shall not differ from each other more
than twice.
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12 POWER SEMICONDUCTOR UNITS

12.1 GENERAL

12.1.1 In power semiconductor units use shall be made of semiconductor elements of silicone
type.
12.1.2 To prevent condensation in semiconductor units having the dissipation power above 500 W,
provision shall be made for heating so that their temperature is at least by 3 8C higher than that of the
ambient air.
12.1.3 Power semiconductor units shall be provided with air cooling (natural or artificial).
12.1.4 For power semiconductor units with forced cooling, provision shall be made for the
protection reducing or disconnecting the load in case of inadequate cooling.
The activation of protection shall be preceded by the activation of light and sound alarms for exceeding
the maximum permissible temperature of cooling medium at the system outlet.
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12.2 PERMISSIBLE PARAMETERS OF VOLTAGE DISTORTION

12.2.1 The total harmonic distortion in the ship mains depending upon the operation of the power
semiconductor units shall not exceed the values specified in 2.2.1.3.
The voltage curve harmonic distortion factor shall be determined by the formula given in 2.2.1.3.
12.2.2 The factor of maximum relative deviation of instantaneous voltage value from the first
harmonic component shall not exceed 30 %.
Factor KMD shall be determined by the formula

Um7U1m
KMD= 100 % (12.2.2)
U1m

where Um= peak value of the ship mains voltage;

U1m= peak value of the first harmonic component.
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12.3 CONTROL AND SIGNALLING SYSTEMS

12.3.1 Semiconductor arrangements shall be provided with light signals for connection or
disconnection of power circuits and control circuits.
12.3.2 The power section of semiconductor arrangements shall be electrically insulated from the
control system.
12.3.3 The long-term current deviation in the parallel branches of semiconductor arrangements
shall not exceed 10 % of average current value.
12.3.4 The operation of semiconductor arrangements shall not be hampered by the failure of
particular gates. Where the load upon particular gates exceeds permissible values, it shall be reduced
automatically.
When a gate fails, light and sound signals shall be activated.
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12.4 MEASURING INSTRUMENTS

12.4.1 Semiconductor arrangements shall be fitted up with measuring instruments in accordance

with their purpose.
12.4.2 In the scales of measuring instruments of semiconductor arrangements, maximum
permissible parameter values shall be marked off. Where forced cooling is applied, the maximum
permissible temperature shall be marked off clearly in the scale of the instrument for measuring the
cooling air temperature.
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13 ACCUMULATOR BATTERIES

13.1 GENERAL

13.1.1 Accumulator batteries shall be so constructed that the loss of capacity of a fully charged
battery due to self-discharge after 28 days out of operation at a temperature of (25+5) 8C does not
exceed 30 % of rated capacity for acid batteries and 25 % for alkaline batteries.
13.1.2 Battery containers and closures for holes shall be so constructed and secured as to prevent
spilling or splashing of the electrolyte when the container is inclined on any side to an angle of 408
from the vertical.
Closures shall be made from durable material resistant to electrolyte. Closure design shall be such as to
avoid building up of excess gas pressure inside the battery.
13.1.3 The mastics used shall not change their properties or deteriorate at ambient temperature
changes within 730 to +60 8C.
13.1.4 Materials used for fabrication of crates to house battery cells shall be resistant to
electrolyte. Individual cells arranged within the crates shall be so secured that it is impossible for
them to move relative to one another.
13.1.5 Where batteries are fitted for use for essential and emergency services a schedule of such
batteries shall be compiled and maintained. The schedule, which shall be reviewed by the Register, shall
include the following information regarding the battery:
type and manufacturer;
voltage and capacity;
location;
equipment and systems served;
maintenance/replacement cycle dates;
date of last maintenance or replacement;
for replacement batteries in storage, the date of permissible shelf life.
Details of the schedule shall be included in the ship's safety management system specified in
Chapter IX of SOLAS 74.
13.1.6 Where batteries are replaced, they shall be of an equivalent performance type, which shall be
reflected in appropriate instructions.
13.1.7 Where vented type battery replace valve-regulated sealed type at its location, the requirements
of the Rules relevant to the location and ventilation of the batteries shall be met.
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13.2 ARRANGEMENT OF ACCUMULATOR BATTERIES

13.2.1 Batteries having a voltage in excess of the safety voltage, as well as batteries having a
capacity over 2 kW computed from the maximum charging current and the rated voltage, shall be
located in special battery compartments accessible from the deck, or in appropriate boxes installed
on deck. These spaces shall be special electrical spaces.
Batteries having a charge capacity of 0,2 kW up to 2 kW may be installed in boxes or cabinets located
inside the ship's hull.
In ships with low-power electrical installation, except passenger ships, the above batteries may be
installed in the machinery space in such a way that their upper section is at least above the margin line in
case the ship is flooded.
Accumulator batteries intended for the electric starting of internal combustion engines except for
emergency units may be installed in machinery spaces in special cabinets with sufficient ventilation.
Batteries having a charge capacity less than 0,2 kW and unattended batteries giving off no gases in
operation are allowed to be installed in any space, other than accommodation spaces, provided they are
protected from the action of water and mechanical damage and do not harmfully affect the surrounding
equipment.
13.2.2 The acid and alkaline batteries shall not be placed in one compartment or in one box. The
vessels and instruments intended for the batteries with different electrolytes shall be placed
separately.
13.2.3 The inside part of a battery compartment or cabinet, as well as all structural parts, which
may be subjected to harmful effects of electrolyte or gas, shall be suitably protected.
13.2.4 Accumulator batteries and individual cells shall be properly fixed in position. In case they
are installed on shelves in two or more rows, all the shelves shall have a clearance of at least 50 mm
on the face and back side for air circulation, and the distance from the deck to the plugs in the upper
row of cells shall not exceed 1500 mm.
13.2.5 When installing the accumulator batteries or individual accumulators (cells), provision
shall be made for fitting linings and spacers between them that will ensure a clearance for circulation
of air of not less than 15 mm on all sides.
13.2.6 Warning notices indicating the danger of explosion shall be provided on the doors leading
to the battery compartment or nearby, as well as on the boxes containing the accumulators.
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13.3 HEATING

13.3.1 The battery compartments and boxes wherein temperature in operation may fall down
below +5 8C shall be heated. The heating is allowed to be effected by the heat produced in adjacent
spaces, by water or steam generators installed inside the battery rooms, as well as by safe type electrical
heating appliances with protection level in accordance with 2.9.3.3.
13.3.2 The heating system valves shall be located outside the battery compartments.
13.3.3 The shipboard air conditioning system shall not be used for heating the battery
compartments.
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13.4 VENTILATION

13.4.1 The battery compartments and boxes, except for unattended batteries not releasing gases
during operation, shall have sufficient ventilation that will prevent accumulation of explosive air-gas
mixture.
The ventilation system shall meet the requirements of 12.10, Part VIII "Systems and Piping".
13.4.2 The battery compartments equipped with mechanical ventilation shall be provided with
devices that will prevent charging of accumulator batteries before ventilation has been switched on.
Charging cycle shall be automatically discontinued, shall the ventilators stop.
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13.5 CHARGING OF ACCUMULATOR BATTERIES

13.5.1 Provision shall be made for charging facilities to charge the accumulator batteries of
essential services within 8 h.
In case an additional battery is used substituting that being charged, the charging time may exceed 8 h.
13.5.2 The charging facilities shall have means for measuring the voltage across battery terminals
and charging current, as well as discharging current for emergency sources of electrical power.
13.5.3 In ships equipped with portable accumulator-fed lanterns or with spare accumulator-fed
navigation lanterns the facilities shall be provided for charging the accumulators of these lanterns.
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13.6 INSTALLATION OF ELECTRICAL EQUIPMENT IN BATTERY COMPARTMENTS

13.6.1 Apart from safe type lighting fixtures and heating appliances, as well as cables led to
accumulators, lighting fixtures and heating appliances, no other electrical equipment shall be installed in
battery compartments.
Cables led to accumulator batteries lighting fixtures and heating appliances may run openly, provided
they have metal armour or braid covered with non-metal sheath and this metal armour or braid is reliably
earthed at both ends.
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13.7 ELECTRICAL STARTERS FOR INTERNAL COMBUSTION ENGINES

13.7.1 Number of starter accumulator batteries.

13.7.1.1 In a ship equipped with electrically-started internal combustion engines, irrespective of
the number of such engines, not less than two starter batteries shall be permanently installed for
starting each of the main and auxiliary engines, or not less than two common batteries for starting all
the engines. Moreover, provision shall be made for a permanent switching system that will ensure
possible use of any battery for starting any of the engines in the group serviced by this battery. In this
case parallel connection of the batteries is not allowed.
13.7.1.2 For ships of restricted area of navigation R3 and also for ships of restricted area of
navigation R2 with the electrical installation of low power (other than passenger ships), it is
permitted to have only one starter accumulator battery, provided that it may be used for starting all
the engines.
13.7.2 Battery characteristics.
13.7.2.1 Each starter battery shall be designed to withstand the discharging current in starter duty
that will correspond to the maximum current through the most powerful starting electric motor.
13.7.2.2 Capacity of each battery shall be sufficient for six starts of the engine in the ready-for-
start condition, or in case of two or more engines, for not less than three starts of each engine. Total
capacity of the batteries for starting main engines shall provide the required number of starts
during 30 min.
13.7.2.3 In computing battery capacity, the duration of each start shall be considered not less
than 5 s.
13.7.3 Charging facilities.
13.7.3.1 A starter battery charging facility shall be supplied by a separate feeder from the main
switchboard even if the battery is charged from the appurtenant generator.
13.7.3.2 For ships of restricted area of navigation R3 and also for ships of restricted area of
navigation R2 with the electrical installation of low power (other than passenger ships) the starter
battery may be charged only from the appurtenant generator.
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14 ELECTRICAL APPARATUS AND ACCESSORIES

14.1 ELECTRICAL APPARATUS

14.1.1 General.
14.1.1.1 The design of switchgear with renewable contacts shall be such that renewal of contacts
shall be possible by means of standard tools, without dismantling the switchgear or its basic
components.
14.1.1.2 All switches, circuit breakers and isolating switches, except those for cabins, shall be
provided with mechanical or electrical contact-making position indicators located where the
apparatus is actuated by the operator.
14.1.1.3 The positions of controller and master controller drums shall be rigidly locked by
mechanical means, location in zero position being more rigid than elsewhere.
Controller and master controlled drums shall be fitted with a scale and an indicator of position.
14.1.1.4 Machine control gear, except such as is used for smooth regulation, shall be so
constructed that the end and intermediate fixed positions are easy to feel at various control stages
while movement beyond the end positions shall be impossible.
14.1.2 Electrical switch apparatus and protective devices.
14.1.2.1 Electrical switch apparatus shall comply at least with the national standards and shall be so
selected that:
under normal operation mode their rated voltages, currents and permissible temperatures are not
exceeded;
they are capable of withstanding, without damage and heating above the limiting temperature, the
prescribed overloads as specified for transient modes;
their characteristics under short-circuit current mode correspond to the prospective short-circuit current
values at the outputs (terminals) of each switch apparatus at the design value of the power factor.
14.1.2.2 The nominal breaking capacity (Icn) of electrical switch apparatus designed to break short-
circuit currents shall be not less than:
actual value of the periodic component of the prospective short-circuit current for alternating current (Iac);
the prospective short-circuit current at the specified time constant of the direct current apparatus at the
place of their installation at disconnection.
14.1.2.3 The nominal making capacity (Icm) of electric switch apparatus, which may be incorporated in
a shorted electric circuit, shall be not less than the peak prospective short-circuit current (Ip) at the place of
their installation.
14.1.2.4 The electrodynamic strength current of electric switch apparatus not intended for interrupting
short-circuit currents shall be not less than the peak prospective short-circuit current at the place of their
installation.
14.1.2.5 Thermal strength of electric switch apparatus under short-circuit condition shall be consistent
with the thermal action of periodic component of the prospective sort-circuit current (root-mean
square (r.m.s.)) (Iac) at the place of their installation during short-circuit specified by the selective action of
protective devices.
N o t e . Thermal strength of electric switch apparatus is determined as the product of squared r.m.s. value of the periodic
component prospective short-circuit current, kA, by the time, s, I 26t and shall be indicated in its technical specifications.

14.1.2.6 Rated short-time withstand current (Icw) for electric switch apparatus in circuits with selective
action of protective devices shall be not less than the r.m.s. periodic component of the prospective short-
circuit current at the first half-cycle (Icw>Iac).
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14.1.2.7 The use of a circuit-breaker with inadequate rated service ultimate breaking capacity (Ics) and
rated ultimate making capacity (Icm) corresponding to the prospective short-circuit current at the place of
its installation is allowed, provided it is protected on the generator side by means of fuses and/or a circuit-
breaker with at least necessary ratings for short-circuit currents, which is not used as a generator automatic
switching device.
Such protective devices having only rated ultimate breaking capacity (Icu) shall not be installed on the
main and emergency switchboards and shall not be applied in the circuits of essential and emergency
consumers. Their characteristics shall be such that:
.1 while breaking the maximum prospective short-circuit current, the circuit breaker on the load side be
not damages to become unfit for further service;
.2 switching the circuit breaker on the prospective maximum current does not result in damage to the
remaining part of the electrical installation; while it is allowed for the circuit breaker on the load side not to
be immediately fit for further operation.
14.1.2.8 In electric circuits with a rated load current in excess of 320 A circuit breakers shall be fitted
for overload protection. The use of circuit breakers is recommended at the current exceeding 200 A.
14.1.2.9 In direct current compound generator circuits where the generators are intended for parallel
operation, circuit breakers shall have a pole for a common-wire mated mechanically with the other poles of
the circuit breaker to switch it on before the other poles are connected to busbars and to switch it off after
their disconnection.
14.1.3 Manually operated controls.
14.1.3.1 The direction of movement of manually operated controls of switchgear or machine
control gear shall be such that clockwise rotation of a handle (lever) corresponds to closing of an
apparatus, start-up of a motor, increased speed, increased voltage, and so forth.
Where lifting or lowering mechanisms are under control, clockwise rotation of a handle (handwheel)
or shifting of a handle (lever) toward the operator shall correspond to lifting movement, and counter-
clockwise rotation or shifting away from the operator to lowering movement.
14.1.3.2 Switchgear push buttons shall be so designed that they cannot be actuated accidentally.
14.1.4 Motor-operated gear.
14.1.4.1 Actuators of switches and circuit breakers shall be so designed that in the event of loss of
supply to the actuating motor the switch or circuit breaker contacts remain in closed or in open
position only.
14.1.4.2 Electric motor actuators shall provide for reliable closing of the apparatus at all changes
of the control voltage within 85 to 110 % of the rated value and in case of alternating current at
frequency deviation (frequency range for an electrical power plant with variable frequency main
power source) within +5 % of the rated frequency.
14.1.4.3 A drop of control voltage down to 70 % of the rated value shall not result in opening the
apparatus contacts, or reducing the pressure thereof.
14.1.4.4 The design of a motor-actuated switchgear shall embody a provision for manual
operation.
14.1.5 Coils.
14.1.5.1 A conductor or a shoe shall be attached to a coil winding so as to avoid the mechanical
stresses of the connection affecting the coil turns. The tapping of voltage coils shall be made from
flexible stranded conductor, except where the contact terminals are secured directly to the coil frame.
14.1.5.2 The coils of electromagnetic apparatus shall bear notations giving particulars of their
characteristics.
14.1.6 Resistor elements.
14.1.6.1 Resistor elements shall be easily replaceable, in sections or in total.
14.1.6.2 Resistors shall be so disposed and ventilated that they do not heat other devices beyond
the permissible limits.
14.1.6.3 The joints between resistor elements or between these and terminals shall be effected by
welding or by mechanical press-fitting where there is no need to provide for their dismantling.
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Soldering is admissible where there is no risk of temperature rise at the point of junction above the
limits specified for the solder.
14.1.7 Fuses.
Fuse link housing shall be of totally enclosed type and allow no arc ejection to the outside, or sparking,
or any other harmful effect upon the adjacent parts in case the fuse blows.
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14.2 ELECTRICAL ACCESSORIES

14.2.1 General.
14.2.1.1 The enclosures of accessories and fittings shall be constructed from materials of adequate
mechanical strength, which are corrosion-resistant or adequately protected from corrosion and at
least flame-retardant. The enclosures of accessories and fittings designed for installation on weather
decks, in refrigerated cargo spaces, fish processing shops, or other humid areas shall be made of
brass, bronze, or equivalent alloy, or from plastics of suitable quality. If steel or aluminium alloys are
used, anti-corrosive protection shall be provided.
It is inadvisable to use threaded connections or tight-fit mating of parts in accessories and fittings made
of aluminium alloys.
14.2.1.2 Insulating parts, to which current-carrying components are fixed, shall be made of
materials that do not evolve gases as would ignite from an electric spark at a temperature up to and
including 500 8C.
14.2.1.3 The lighting fixtures designed to be mounted on or close to combustible materials shall
be so constructed as not to get heated over 90 8C.
14.2.2 Lampholders.
14.2.2.1 The design of lampholders fitted with screw caps shall be such as to effectively prevent
the lamps from getting loose in service.
14.2.2.2 No switches are allowed to be fitted in lampholders.
14.2.2.3 Each lighting lampholder shall be marked to indicate rated voltage and allowable current
or load.
14.2.3 Plug and socket connector.
14.2.3.1 The pin jacks of socket outlets shall be so constructed as to ensure permanent pressure in
contact with the plug pins.
14.2.3.2 Plugs with slotted pins are not allowed for use. The pins of plugs designed for currents in
excess of 10 A shall be cylindrically shaped, solid or hollow.
14.2.3.3 Socket outlets and plugs for voltages exceeding the safety level shall have contacts for
connecting the earth continuity conductors of the incoming cables from current consumers.
14.2.3.4 Socket outlets having protective enclosures shall be so constructed that the required
degree of protection is ensured regardless of whether the plug is in or out of the socket outlet.
14.2.3.5 Socket outlets rated at over 16 A shall be provided with built-in switches. Provision shall
be also made for interlocking such socket outlets to prevent the possibility of the plug being inserted
or withdrawn when the socket switch is in the "closed" position.
14.2.3.6 Where socket outlets are not interlocked, the clearance between contacts in air or across
the insulation surface shall be such that no short circuit is possible due to arcing over when the plug
is withdrawn while carrying a load 50 % above the rated current at rated voltage.
14.2.3.7 Socket outlets and plugs shall be so designed that it is not possible to insert only one live
contact pin into the socket outlet, or insert a live contact pin into the earthing contact. Besides, the design
of the outlets intended for connecting the motors (gears), the direction of rotation (operation) of which
depends on the change of the sequence of phases or poles connected, shall exclude the possibility of the
sequence change. When the plug is inserted into the socket outlet, the earthing part of the plug shall make
contact with the earthing part of the socket outlet before connecting the live pins.
14.2.3.8 In socket outlets, plugs and branched pin jacks, no fuses shall be fitted.
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15 ELECTRICAL COOKING AND HEATING APPLIANCES

15.1 GENERAL

15.1.1 Only stationary-type electrical cooking and heating appliances are permitted for use.
15.1.2 Electrical cooking and heating appliances shall be supplied from the main switchboard or
from distribution boards intended for this purpose.
15.1.3 The supporting structural parts of electrical cooking and heating appliances, as well as the
internal surfaces of enclosures, shall be fabricated entirely from non-combustible materials.
15.1.4 In heated condition, permissible loss current shall not exceed 1 mA per 1 kW of rated
power for a separately connected heating element or 10 mA for the appliance as a whole.
15.1.5 Electric cooking and heating appliances shall be so designed that the temperature of their
components, which shall be handled by the personnel or which can be touched inadvertently, does
not exceed the value indicated in Table 15.1.5.
T a b l e 15.1.5
Nos Item Permissible temperatures, 8C

1 Control handles and other parts to be handled during long periods of time
Metallic 55
Non-metallic 65
2 Same, but where short-time contact is possible:
metallic 60
non-metallic 70
3 Enclosures of electric space heating and cooking appliances at ambient temperature of 20 8C 80
4 Air coming out from electric space heating appliances into heated spaces 110
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15.2 HEATING APPLIANCES

15.2.1 Electric heating appliances intended for space heating shall be of stationary type. These
appliances shall be provided with devices for disconnection of the supply source when the
temperature rise of the enclosure exceeds the permissible limit.
15.2.2 If built-in disconnecting devices are not provided in the heating and cooking appliances,
such devices shall be installed in the rooms wherein these appliances are located.
Switches shall disconnect power supply at all poles or phases.
15.2.3 The enclosures of electric heating appliances shall be so constructed as to prevent the
possibility of any objects being placed upon them.
15.2.4 Stationary heating appliances rated at 380 V and upwards and admitted for use in
accordance with Table 4.2.3 shall be protected against access to live parts, except with the aid of
special tools. The enclosures shall bear notices giving the voltage value.
15.2.5 Electric cooking appliances forming part of galley equipment shall be so constructed as to
avoid the possibility of cooking utensils being brought into contact with live parts, and to prevent
short circuits or damage to insulation due to liquid spilling or leakage.
15.2.6 Sauna shall be fitted with the temperature limiter, which shall cut off the electrical heater from
the mains (at that, electrical heater control circuits shall also be de-energized), if the temperature in the
area of 0,3 m from the ceiling exceeds 140 8C. In this area the electrical heater control devices (thermostats
and temperature limiters) and associated cables withstanding a temperature not less than 170 8C may only
be installed.
Electrical sauna heaters shall comply with the requirements of 2.1.5.1, Part VI "Fire Protection".
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15.3 OIL, FUEL AND WATER HEATERS

15.3.1 In addition to the requirements of the Chapter, heaters shall meet the requirements of Section 6,
Part X "Boilers, Heat Exchangers and Pressure Vessels".
15.3.2 Oil and fuel having a flash point above 60 8C may be heated by means of electric heaters,
provided the requirements of 15.3.3 and 15.3.4 are fulfilled.
15.3.3 Electric heaters for pipelines shall be equipped with devices for temperature control, light
signals for indication of operating conditions and also with light and sound signals for indication of
fault conditions and inadmissible temperature rise.
15.3.4 Electric heaters for oil and fuel heating in tanks shall be equipped with devices for
temperature control of the heated medium, temperature sensors for surfaces of heating coils, low
level indicators and means for disconnection of power supply to the heaters in case the upper
temperature limit or the lowest permissible level is exceeded.
15.3.5 Oil and fuel heaters shall be fitted up with devices for temperature control of the medium
heated. Irrespective of those devices, a manually disengaged device shall be provided for de-
energizing the heaters as soon as their surface temperature reaches the value at least 15 8C lower than
the flash point.
For self-regulating heaters protection may be omitted.
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15.4 SYSTEMS UTILISING HEATING CABLES

15.4.1 Systems utilising heating cables for removing ice and avoiding icing shall be provided for ship's
arrangements, equipment and spaces intended for:
performing by the ship its purpose (descriptive notation in the class notation);
maintaining manoeuvrability;
maintaining stability;
safety of crew (rafts, boats, ladders, guard rails, etc.).
15.4.2 Heating capacity of such systems shall not be less than:
300 W/m2 for the spaces of open decks, helidecks, ladders and gangways;
200 W/m2 for superstructures;
50 W/m for guard rails with internal heating.
15.4.3 In the systems utilising electrical heating cables, particular attention shall be paid upon
the heat transfer between the cable and the equipment (space) to be heated to provide efficient heating.
15.4.4 The switchboard for the said systems shall be equipped with:
wattmeter or amperemeter to indicate the total load;
name plate indicating the rated load of each circuit and the switchboard as a whole;
residual-current device for each circuit;
load signal lamps for each circuit.
15.4.5 The heating cables shall be protected against overload exceeding 125 % of the rated current of
the circuit. For cables of self-regulating type the overload protection may be omitted.
15.4.6 The use of heating cables for heating of pipelines carrying combustible media, as well as for
pipelines and valves located in dangerous rooms and spaces, is only allowed when fitted with the
appropriate type of explosion protection proved by a competent body certificate.
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16 CABLES AND WIRES

16.1 GENERAL

16.1.1 The requirements of this Section do not apply to radio frequency, telephone cables, and to
power cables designed for voltages above 1000 V.
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16.2 CABLE CONDUCTORS

16.2.1 Cables intended for supplying essential services shall have stranded conductors (refer also
to 16.8.1.2). Table 16.2.1 specifies the minimum number of wires per conductor.
T a b l e 16.2.1
Nominal cross-sectional Minimum number of wires per conductor
area of conductor, mm2
circular non-tightened conductors tightened sector and circular conductors

0,5 to 6 7 _
10 to 16 7 6
25 to 35 19 6
50 to 70 19 15
95 37 15
120 to 185 37 30
240 to 300 61 30
N o t e . The ratio between nominal diameters of any two wires in the mechanically tightened cable conductor shall not exceed 1:1,3, and
for conductors formed geometrically, but not tightened, 1:1,8.

16.2.2 Connections of separate wires of the conductor shall be displaced from one another by not
less than 500 mm along the length of the conductor.
Such connections shall not impair the mechanical and electrical properties of the wire nor change the
cross-sectional area of wires or the conductor as a whole.
16.2.3 Separate wires of rubber-insulated copper conductors shall be tinned or coated with
suitable alloys.
Tinning or other anticorrosive coating of external stranding or of all wires of a rubber-insulated core
may be dispensed with, if the manufacturer takes steps to guarantee that the rubber insulation does not
affect adversely the metal of the conductor.
No tinning is required for conductors provided with other types of insulation.
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16.3 INSULATING MATERIALS

16.3.1 For conductors of cables and wires, insulating materials specified in Table 16.3.1 may be
used.
T a b l e 16.3.1
Type of insulating compound Abbreviated Maximum rated temperature during
designation normal operation, 8C1

Thermoplastic
Polyvinyl chloride or copolymer of vinyl chloride and vinyl acetate PVC 70
Elastomeric or thermoset
Ethylene-propylene rubber or similar (EPM or EPDM) EPR 90
Hard grade ethylene prorylene rubber HEPR 90
Cross-linked polyethylene XLPE 90
Silicon rubber S 95 95
Ethylene-propylene rubber or similar (EPM or EPDM) halogen-free HF EPR 90
Hard grade halogen-free ethylene propylene rubber HF HEPR 90
Halogen-free cross-linked polyetylene HF XLPE 90
Halogen-free silicon rubber HF S 95 95
Halogen-free cross-linked polyolefin HF 90 90
1
Wire temperature for calculating the permissible continuous load of cable.
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16.4 CABLE SHEATHING

16.4.1 Protective sheathing of cables and wires may be manufactured of non-metallic materials as
specified in Table 16.4.1, lead, copper.
T a b l e 16.4.1
Type of non-metallic solid sheathing compound Abbreviated designation Temperature limit of the cable, 8C

Thermoplastic
Polyvinyl chloride or copolymer of vinylchloride and vinyl-acetate ST 1 60
ST 2 85
Halogen-free SHF 1 85
Elastomeric or thermoset
Polychloroprene rubber SE 1 85
Chlorsulphonated polyethylene or chlorinated polyethylene rubber SH 85
Halogen-free SHF 2 85

16.4.2 Sheathing shall be of uniform thickness within allowable limits, throughout the
manufacturing length of cable, and shall envelope the cable cores concentrically. The sheaths shall
form an impervious covering in tight contact with the protected cores.
16.4.3 Lead cable sheaths shall be made of appropriate alloys specified by the national standards.
Pure lead sheaths may only be used when the lead sheath is covered with an additional protective
envelope.
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16.5 PROTECTIVE COVERINGS

16.5.1 Metal shielding braid shall be made of tinned copper wire or polymer-coated aluminium strip
with drainage tinned copper wire. If plain copper wire is used, it shall be protected by suitable sheath.
Non-shielding braids may be made of galvanized steel wires. The braid shall be uniform and its density
shall be such that its mass is at least equal to 90 % of the mass of tube of equal diameter made of the same
material and with a wall thickness equal to the braiding wire diameter.
16.5.2 Metal armour shall be made of annealed and galvanized steel wire or tape, wound
helically, with a suitable pitch, over the cable sheath or an intermediate bedding over the sheath in
such a way that a continuous cylindrical layer is formed to assure adequate protection and flexibility
of the finished cable. On special demand, the armour may be made of non-magnetic metals, using the
techniques described above.
16.5.3 Cable armour or braid made of steel tape or wire shall be effectively protected against
corrosion.
16.5.4 Armour bedding shall be made of moisture-resistant materials.
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16.6 MARKING

16.6.1 Rubber- or polyvinylchloride-insulated cables having a limiting temperature at core 60 8C

shall be marked in such a manner as would enable their identification.
16.6.2 Cable cores shall be marked in such a manner as to assure adequate preservation of the
markings.
In multi-core cables with cores arranged in several concentric layers at least two adjacent cores in each
layer shall be marked with different colours.
16.6.3 Cables of fire resistant type shall be clearly marked.
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16.7 HOOKUP WIRES

16.7.1 For internal wiring of distribution boards and electric devices, single-wire insulated
conductors may be used (refer also to Table 16.3.1).
16.7.2 Non-insulated wires and busbars are permitted for use only for internal wiring of electrical
devices. The external wiring with non-insulated wires or busbars is not allowed unless they are
reliably guarded.
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16.8 CABLING

16.8.1 General.
16.8.1.1 Use shall be made of flame-retarding or non-combustible cables and conductors with copper
cores manufactured and tested in compliance with this Part of the Rules, national standards, as well as with
the relevant requirements of IEC 60092-350, 60092-352, 60092-353, 60092-354, 60092-360,
60092-370, 60092-376.
Cables manufactured and tested in compliance with the standards other than those specified above
shall be accepted provided they are in compliance with international or national standards and are of an
equivalent or higher safety level than those.
Use of flexible or optical fibre cables used for special purposes may be allowed provided they are
manufactured and tested according to the approved standards.
In this case, IEC 60331-23 for data transfer cables and IEC 60331-25 for optical fibre cables may be
used.
As far as the fire resistance testing of cables is concerned, use shall be made of IEC 60331-1 for cables
with outside diameter more than 20 mm and IEC 60331-21 or 60331-2 for other cables.
16.8.1.2 Cables and wires having stranded conductors shall be used, the cross-sectional area of
the conductors being not less than:
.1 1,0 mm2 for power, control and signalling circuits of essential services and for power circuits of
other services;
.2 0,75 mm2 for control and signalling circuits;
.3 0,5 mm2 with the number of cores in the cable not less than four for instrumentation and
internal communication circuits.
For power circuits supplying non-essential services, the use is permitted of cables with single-wire
conductors having a cross-sectional area of 1,5 mm2 and less.
In data transfer circuits high-frequency cables may be used with the core diameter of 0,4 – 0,8 mm
considering mechanical strength of such cables in compliance with IEC 60092-370.
16.8.1.3 In circuits with heavy inductive and capacitive loads, the use shall be made of cables
designed for working voltages approximately equal to twice the rated voltage of the circuit.
16.8.1.4 Maximum permissible temperature for the insulating material of the cable cores or wires
shall be at least 10 8C higher than the maximum specified ambient temperature.
16.8.1.5 In locations affected by the action of petroleum products or other aggressive medium,
the use shall be made of cables having a sheath resistant to such medium. Cables not having such
properties may be installed in such locations only fitted in metallic pipes (refer to 16.8.8).
16.8.1.6 In locations where cables may be subjected to mechanical damage, the use shall be made
of cables having an appropriate armour, while other types of cables in such locations shall be
protected with special reliable covers or shall be installed in metallic pipes (refer to 16.8.8).
16.8.1.7 Cables supplying the electric drives of the sprinkler system and of the fire pump from the
emergency source of electrical power and running through casings of machinery spaces of category
A, galleys, drying rooms and other similar fire-hazardous spaces, shall be of fire-resisting type or
protected from the action of flame.
The above requirements cover the remote-control cables of those devices as well.
16.8.1.8 Cables for services required for operations under fire conditions, including cables for their
power supply (refer to 16.8.1.11) shall be routed clear of high fire risk spaces (refer to 16.8.1.9), and in
addition to passenger ships, main vertical fire zones, except for cases, when the services themselves are
installed in such spaces.
Where such installation of cables is necessary, the cables shall be of fire resistance type according
to 16.8.1.1.
16.8.1.9 The high fire risk spaces include:
machinery spaces of category A;
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spaces containing fuel treatment equipment and other highly flammable substances;
galleys and pantries containing cooking appliances;
laundries containing drying equipment;
accommodation spaces of high fire risk;
paint rooms, store rooms and similar spaces for storage of flammable liquids;
enclosed and semi-enclosed spaces requiring installation of safe-type electrical equipment.
16.8.1.10 Cables, distribution gear, switch apparatus and protective devices associated with these
services shall be so designed or installed that the likelihood of the device failing in case of fire in any one
such space or area is minimised.
16.8.1.11 Among the services required for operation under fire conditions are the following:
general alarm;
fire extinguishing systems;
fire detection and alarm systems;
warning alarm of fire extinguishing system release;
controls of fire doors with door-position indicators;
control of watertight doors with door-position indicators and warning alarm;
emergency lighting;
public address system;
low-location lighting;
remote emergency shutdown arrangements for systems, which operation may support the propagation
of fire and/or explosion.
16.8.1.12 Use of fire resistant cables for devices listed in 16.8.1.11 is not mandatory provided that:
.1 fail safe functioning of devices is provided by, at least, two-loop or radial laying of cables spaced
apart as far as practical so that if one loop or radial section fails, the rest sustain operability of the devices;
.2 the devices are provided with self-monitoring with such damages like a short circuit, an open-circuit
fault, earth fault, or trouble-free functioning of these devices is ensured by duplicating cables laid in
separate runs spaced apart as far as practical.
16.8.2 Choice of cables and wires for loads required.
16.8.2.1 Permissible continuous loads on single-core cables and wires with different insulation
materials shall comply with the values specified in Table 16.8.2.1.
The current ratings given in the Table are applicable to the following cases of cable installation:
when installing not more than 6 cables in one bunch or in one row closely adhering to one another;
when installing cables in two rows, regardless of the number of cables in one row, on condition that a
free space for air circulation is provided between each group or bunch of 6 cables.
When installing more than six cables in one bunch, which may be under rated current simultaneously
or when no free space for air circulation between them is provided, the permissible current ratings for the
given cross-sectional area shall be reduced by 15 % (factor 0,85).
16.8.2.2 Current ratings in amperes for cross-sectional areas given in Table 16.8.2.1 and also for
any other cross-sectional areas shall be calculated from the formula
I=aS0,625 (16.8.2.2)
where a = factor corresponding to the maximum permissible service temperature of the conductor obtained from Table
16.8.2.2;
S = nominal cross-sectional area of conductor.
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T a b l e 16.8.2.1
Current ratings in continuous service of single-core cables and wires with different insulation materials for ambient temperatures of +45 8C
Insulating material
Nominal
Polyvinylchloride Heat-resistant Butyl Ethylene-propylene rubber Silicone rubber or
cross-sectional area
polyvinylchloride rubber of cross-linked polyethylene mineral insulation
of conductor, mm2
Maximum permissible conductor operating temperature, 8C

60 75 80 85 95

1 8 13 15 16 20
1,5 12 17 19 20 24
2,5 17 24 26 28 32
4 22 32 35 38 42
6 29 41 45 48 55
10 40 57 63 67 75
16 54 76 84 90 100
25 71 100 110 120 135
35 87 125 140 145 165
50 105 150 165 180 200
70 135 190 215 225 255
95 165 230 260 275 310
120 190 270 300 320 360
150 220 310 340 365 410
185 250 350 390 415 470
240 290 415 460 490 _
300 335 475 530 560 _

T a b l e 16.8.2.2
Maximum permissible conductor 2
Factor a for nominal cross-sectional area S, mm
operating temperature, 8C
52,5 <2,5

60 9,5 8
65 11 10
70 12 11,5
75 13,5 13
80 15 15
85 16 16
90 17 18
95 18 20

16.8.2.3 The permissible current ratings for double-, triple- and quadruple-core cables shall be
determined by reducing the values given in Table 16.8.2.1 for the given cross-sectional area with the
use of correction factors:
0,85 for double-core cables;
0,7 for triple- and quadruple-core cables.
16.8.2.4 The permissible current ratings for cables and wires in circuits of intermittent or
shorttime service shall be determined by multiplying the current ratings for continuous service stated
in Table 16.8.2.1 or chosen according to 16.8.2.2 by the correction factors given in Table 16.8.2.4.
16.8.2.5 The permissible current ratings given in Table 16.8.2.1 refer to the ambient temperature
of +45 8C.
The correction factors for converting the permissible current ratings to be introduced depending on the
ambient temperature are stated in Table 16.8.2.5.
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T a b l e 16.8.2.4
Correction factors for cables and wires with or without metal sheathing

Nominal cross- Intermittent service, Short-time service, Short-time service,

section of conductor, intermittence ratio, 40 % 30 min 60 min
mm2
Cable and wire
with metal without metal with metal without metal with metal without metal
sheathing sheathing sheathing sheathing sheathing sheathing
1 1,24 1,09 1,06 1,06 1,06 1,06
1,5 1,26 1,09 1,06 1,06 1,06 1,06
2,5 1,27 1,10 1,06 1,06 1,06 1,06
4 1,30 1,14 1,06 1,06 1,06 1,06
6 1,33 1,17 1,06 1,06 1,06 1,06
10 1,36 1,21 1,08 1,06 1,06 1,06
16 1,40 1,26 1,09 1,06 1,06 1,06
25 1,42 1,30 1,12 1,07 1,06 1,06
35 1,44 1,33 1,14 1,07 1,07 1,06
50 1,46 1,37 1,17 1,08 1,08 1,06
70 1,47 1,40 1,21 1,09 1,09 1,06
95 1,49 1,42 1,25 1,12 1,11 1,07
120 1,50 1,44 1,28 1,14 1,12 1,07
150 1,51 1,45 1,32 1,17 1,14 1,08
185 _ _ 1,36 1,20 1,16 1,09
240 _ _ 1,41 1,24 1,18 1,10
300 _ _ 1,46 1,28 1,20 1,12

T a b l e 16.8.2.5
Correction factors depending on ambient temperature
Maximum permissible conductor Ambient temperature, 8C
operating temperature,
8C 35 40 45 50 55 60 65 70 75 80 85
60 1,29 1,15 1,00 0,82 _ _ _ _ _ _ _
65 1,22 1,12 1,00 0,87 0,71 _ _ _ _ _ _
70 1,18 1,10 1,00 0,89 0,77 0,63 _ _ _ _ _
75 1,15 1,08 1,00 0.91 0,82 0,71 0,58 _ _ _ _
80 1,13 1,07 1,00 0,93 0,85 0,76 0,65 0,53 _ _ _
85 1,12 1,06 1,00 0,94 0,87 0,79 0,71 0,61 0,50 _ _
90 1,10 1,05 1,00 0,94 0,88 0,82 0,74 0,67 0,58 0,47 _
95 1,10 1,05 1,00 0,95 0,89 0,84 0,77 0,71 0,63 0,55 0,45

16.8.2.6 In choosing the cables for final branch circuits of lighting and cooking appliances
correction factors or simultaneity factors are not applicable.
16.8.2.7 The cables shall be so designed that they could withstand maximum short-circuit current
occured in the circuit considering time and current ratings of the protective devices and peak value of
the prospective short-circuit current of the first onehalf period.
16.8.2.8 Cables installed in parallel and belonging to the same phase or pole shall be of the same
type, be laid together and have the same cross-sectional area of at least 10 mm2 and the same length.
16.8.3 Selection of cable cross-sectional areas for permissible voltage drop.
16.8.3.1 Voltage drop on the cable connecting the generators of the main switchboard or the
emergency switchboard shall not exceed 1 %.
16.8.3.2 Voltage drop between busbars of the main or emergency switchboard and any points of
the installation shall not exceed 6 % of the rated voltage under normal operating conditions; for
consumers supplied from the accumulator battery with the rated voltage up to 50 V this value may be
increased to 10 %.
For circuits of navigation lights it may be required to limit the voltage drop by a lesser value in order to
ensure necessary luminous intensity.
At short-term loads (e.g. when starting the electric motors) the greater voltage drop may be permitted if
it does not cause disturbance of normal operation of the ship's electrical installation.
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16.8.3.3 The cables used for feeding the directly-started alternating current electric motors shall
be computed in such a manner that the voltage drop on motor terminals at starting is not over 25 %
of the rated voltage.
16.8.4 Installation of cables.
16.8.4.1 Cables shall be installed in runs, which shall be, as far as possible, straight and accessible.
The cable runs shall pass through locations where cables are not exposed to oil, fuel, water and
excessive external heating.
Cable runs shall be installed not closer than 100 mm to sources of heat.
16.8.4.2 No cables shall be installed at a distance less than 50 mm from the double bottom and
from the fuel and oil tanks.
Cable runs shall be installed at a distance not less than 20 mm from the shell plating, as well as from
fireproof watertight and gastight bulkheads and decks.
16.8.4.3 For bunches of cables consisting of cable types, which have not been subjected to a
bunch fire test, the following measures shall be taken during installation to limit the propagation of
fire:
.1 fire-retarding divisions shall be used, B-0 class at least, (refer also to 2.1.2.5, Part VI "Fire
Protection") where bunches enter the main and emergency switchboards, central control stations and
consoles for the main propulsion plant and for important auxiliaries, as well as at each entry and exit
point of cable runs in fully enclosed metal conduits (Fig. 16.8.4.3.1);

Fig. 16.8.4.3.1
Fully enclosed cable run protected with B-0 fire-retarding divisions

.2 in closed and semi-enclosed rooms and spaces, bunches installed in partly enclosed and open
cable runs shall be protected by: flameproof coatings over the entire length of vertical cable runs and
over a length of 1 m every 14 m apart on horizontal cable runs (Fig. 16.8.4.3.2-1); or
B-0 fire-retarding divisions at least at every second deck or every 6 mm apart for vertical cable runs
and every 14 m apart for horizontal cable runs (Fig. 16.8.4.3.2-2). Fire-retarding divisions shall be made of
steel plates at least 3 mm thick and having dimensions as shown in Fig. 16.8.4.3.2-2;
.3 bunches installed in cargo holds shall be protected by B-0 fire-retarding divisions at least at the
entry and exit points of cable runs.
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Fig.16.8.4.3.2-1 Cable runs protected with flameproof coatings

Fig. 16.8.4.3.2-2 Cable runs protected with B-0 fire-retarding divisions

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16.8.4.4 Cables having external metallic sheaths may be installed on structures of light metal or
be fastened in position by means of cable clips of light metal only in cases where reliable
anticorrosive protection is provided.
16.8.4.5 In the holds of dry cargo ships intended for the carriage of dangerous cargoes, no
through runs of cables shall, generally, be installed.
Where such cable-laying is necessary the requirements of 2.9 shall be fulfilled.
16.8.4.6 Cables installed in fishing vessels at locations subjected to the action of salt shall be
adequately protected with casings or be provided with salt-resistant sheaths.
16.8.4.7 No cables are recommended to be installed under the flooring of machinery spaces.
If such installation is required, cables shall be laid in metallic pipes or in closed conduits (refer
to 16.8.8).
16.8.4.8 Cables installed across expansion joints in the hull structure shall be provided with
expansion loops having a radius adequate for such joint. The inside diameter of a loop shall not be
less than 12 outside diameters of the cables.
16.8.4.9 Installation of cables having insulation intended to withstand different permissible
temperatures in the common cable runs shall be effected in such a manner that the cables are not
heated above their permissible temperature.
16.8.4.10 Cables with different protective coverings the less hard of which may be damaged shall
not be installed in one common pipe, one common duct or in other runs of not supported common
laying.
16.8.4.11 Cores in multi-core cables shall not be used for supplying power and control currents to
essential services not associated with one another.
Multi-core cables shall not be used simultaneously for safety voltage and service voltages exceeding
the safety level.
16.8.4.12 When machinery is energized through two separate feeders, these feeders shall be
installed in different runs as far apart as possible in horizontal and vertical directions.
16.8.4.13 When installing cables in ducts or other structures of combustible material, the ways of
cable installation shall be protected from igniting by means of suitable fire protection, such as lining,
coating or impregnation.
16.8.4.14 Cables shall not be embedded into thermal or acoustic insulation in case it is made of
combustible materials. Cables shall be separated from such insulation by the lining of non-
combustible materials or shall be installed at a distance at least 20 mm from it.
When cables are laid in thermal or acoustic insulation made of combustible materials, they shall be
computed with relevant reduction in current rating.
16.8.4.15 Cables installed in refrigerated spaces shall be provided with protective sheath of metal,
polychloroprene composition, or of any other material resistant to the exposure of the cooling agent.
If cables are provided with armour, this armour shall be adequately protected against corrosion.
16.8.4.16 Cables in refrigerated spaces shall be installed on perforated panels or bridges and
fastened in position in such a manner that a free space is reserved between the cables and the walls of
the room. Panels, bridges and cable clips shall be protected against corrosion.
If cables cross the thermal insulation of a refrigerated space, these cables shall run at right angles
through an appropriate gland pocket on both ends.
16.8.4.17 When installing the cables, minimum internal bending radii shall be maintained in
accordance with Table 16.8.4.17.
Minimum internal bending radii of high-frequency data transfer cables shall be at least 8 external
diameters for unscreened and 10 external diameters for screened cables.
16.8.4.18 Cables and earthing conductors of equipment mounted on shock absorbers shall be
installed in such a manner that they cannot be damaged in service.
16.8.4.19 Cables laid on the open parts of the ship and masts shall be protected against direct exposure
to sun radiation.
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T a b l e 16.8.4.17
Type of cable External diameter Minimum bending
of cable, radius of cable
Insulation material of cable Protective covering of cable in mm
Armoured with metal tape or wire Any 10d
Rubber or polyvinylchloride
Protected with metal sheath Any 6d
Lead alloy and armour Any 6d
Other sheaths Up to 9,5 3d
9,5 _ 25,4 4d
Over 25,4 6d

Varnished cambric Any Any 8d

Mineral insulation Metal Up to 7 2d
7 _ 12,7 3d

Over 12,7 4d

Ethylene-propylene rubber or Semiconducting and/or metal 25 and over 10d

cross-linked polyethylene

16.8.5 Fastening of cables.

16.8.5.1 Cables shall be adequately fastened in position by means of clips, holders, hangers, etc.,
manufactured of metal or other non-combustible material.
The fastener surface shall be sufficiently wide and to have no sharp edges. The fasteners shall be
selected in such a manner that the cables are securely fastened in position without damage to their
protective coverings.
16.8.5.2 Distances between cable fastening points in case of horizontal installation shall not
exceed the values given in Table 16.8.5.2.
When laying cable runs on cable ladders inside spaces the distance between cable fastening points may
be enlarged up to 900 mm. Meanwhile, the distance between the supports of cable runs (ladder rung) shall
not exceed 400 mm.
For vertical runs of cables these distances may be increased by 25 %.
T a b l e 16.8.5.2
External diameter of cable, mm Distance between fastening points for cables, mm

over up to without armour with armour with mineral insulation

_ 8 200 250 300

8 13 250 300 370
13 20 300 350 450
20 30 350 400 450
30 _ 400 450 450

16.8.5.3 Cables shall be fastened in such a manner that mechanical strains in cables, if any, are
not transmitted to their inlets or connections.
16.8.5.4 Cable runs and cables installed parallel to shell plating shall be fastened to ship's
structures.
On watertight bulkheads and masts, cables shall be fastened on special supports (saddles, tray plates,
chocks, etc.).
16.8.5.5 Cables running parallel to bulkhead subject to sweating shall be installed on bridges or
on perforated panels in such a manner that free space is reserved between cables and bulkheads.
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16.8.5.6 Cable runs shall be installed with a minimum number of crossings. Bridges shall be used
at places where cables cross each other. An air gap of not less than 5 mm shall be left between the
bridge and the cable run crossing it over.
16.8.5.7 For ships constructed from non-conducting materials it is permitted, due to the techno-
logy of hull construction from these materials, the properties of the materials used, etc., to accept the
equivalents to the requirements for the installation, fastening and sealing of penetrations of cables
and cable runs specified in the Rules for steel ships.
16.8.6 Cables penetrating decks and bulkheads.
16.8.6.1 Cable penetrations through watertight, gastight and fire-resisting bulkheads and decks
shall be sealed.
Sealings where cables penetrate through the above bulkheads and decks shall not reduce their
tightness; no force shall be transmitted to cables resulting from elastic deformations of ship's hull.
16.8.6.2 When installing the cable through nontight bulkheads or elements of ship's structure less
than 6 mm thick, linings or bushings that will prevent damage to cables shall be provided.
When bulkheads or ship's structure is 6 mm or more thick, no linings or bushings are required, but the
edges of holes shall be rounded.
16.8.6.3 Installation of cables over watertight decks shall be effected by one of the following
methods:
.1 in metal pipes (shafts) protruding above the deck to a height of not less than 900 mm in
locations where mechanical damage to cable is possible and to a height not less than that of the door
sill in spaces where there is no risk of such damage;
.2 in common metal sockets or boxes with additional protection of cables by enclosures having
the height specified in 16.8.6.3.1.
Cable boxes shall be packed with cable compound, while the pipes shall be provided with glands or be
stuffed with cable compound.
16.8.6.4 Internal cross-section of each penetration shall be filled with cables to not more than 40 %.
For module packing systems the extent of filling the penetration shall be determined in accordance with
the approved design.
16.8.7 Packing compounds.
16.8.7.1 To fill the cable boxes in watertight bulkheads and decks, the use shall be made of
packing compounds having good adhesion to the inside surfaces of cable boxes and cable sheath that
will withstand the action of water and oil products, will not shrink and lose its tightness in
continuous service under conditions specified in 2.1.1 and 2.1.2.
16.8.7.2 Packings of cable penetrations through fire-resisting bulkheads shall withstand standard
fire test specified for the given type of bulkhead in 2.1.2, Part VI "Fire Protection".
16.8.8 Installation of cables in pipes and conduits.
16.8.8.1 Metallic pipes and conduits wherein cables are installed shall be protected from
corrosion on the inside and the outside surfaces. The inside surface of pipes and conduits shall be
even and smooth. Ends of pipes and conduits shall be machined or protected in such a manner that
no damage is caused to the cables when they are being pulled in.
Cables with lead sheaths not having any additional protective covering shall not be installed in pipes
and conduits.
16.8.8.2 Pipe bending radius shall not be smaller than the permissible radius for cable of the
largest diameter installed in this pipe (refer to 16.8.4.18).
16.8.8.3 The total cross-sectional areas of all cables measured on their outside diameters shall not
exceed 40 % of the inside cross-sectional area of the pipe and the conduit.
16.8.8.4 The pipes and conduits shall be mechanically and electrically continuous and securely
earthed if the earthing has not been already effected by the method itself of pipe and conduit installation.
16.8.8.5 The pipes and conduits shall be installed in such a manner that no water can accumulate
therein. When required, ventilation holes shall be provided in the pipes and conduits, as far as
possible, in the highest and lowest points, so that circulation of air is ensured and vapour
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condensation is prevented. Holes in pipes and conduits are permissible only at places where it will
not enhance the danger of explosion or fire.
16.8.8.6 Cable pipes and conduits installed alongside ship's hull, which can be damaged due to
deformation of ship's hull, shall be provided with compensation devices.
16.8.8.7 If in accordance with 16.8.1.1, the use is allowed of cables with combustible covering,
these cables shall be installed in metallic pipes.
16.8.8.8 Cables installed in pipes and conduits vertically shall be fastened so that they are not
damaged under tension due to gravity.
16.8.8.9 It is allowed to use cable trays/protective casings of the approved type made of reinforced and
plain thermoplastic polymeric materials like polyvinylchloride (PVC) or fiber reinforced plastic (FPR).
The protective casing shall have round or other closed cross-section.
16.8.8.10 Cable trays/protective casings made of polymeric materials shall be supplemented by
metallic fixing and straps such that in the event of a fire they, and the cables affixed, are prevented from
falling and causing an injury to personnel and/or an obstruction to any escape route.
When cable trays/protective casings made of polymeric materials are used on open deck, they shall
additionally be protected against UV radiation.
16.8.8.11 The load on the cable trays/protective casings made of polymeric materials shall be within
the safe working load (SWL). The support spacing shall not be greater than the manufacturer's
recommendation nor in excess of spacing at the SWL test.
In general the spacing shall not exceed 2 m.
The selection and spacing of cable tray/protective casing supports shall take into account:
cable trays/protective casings' dimensions; mechanical and physical properties of their material; mass
of cable trays/protective casings; loads due weight of cables, external forces, thrust forces and vibrations;
maximum accelerations to which the system may be subjected; combination of loads.
16.8.8.12 The sum of the cables installed in cable trays/protective casings made of polymeric materials
total cross-sectional area shall not exceed 40 % of the protective casing's internal cross-sectional area. This
does not apply to a single cable in a protective casing.
16.8.9 Special precautions for single-core cables for a.c. wiring.
16.8.9.1 A.c. wiring shall not be carried out, as far as possible, in single-core cables. When,
however, it is necessary to use single-core cables for circuits rated in excess of 20 A, the following
precautions shall be observed:
.1 the cables shall be armoured with non-magnetic material;
.2 cables belonging to one circuit shall be placed in the same run or metal pipe and shall be as short as
practicable. Each of such cables may be installed separately under a non-magnetic screen (in a pipe)
earthed at one point and isolated from the screens of other cables and from the hull;
.3 cable clamps, unless they are made of non-magnetic material, shall include all the single-core
cables of a circuit;
.4 the distance between the cables shall not be greater than one cable diameter.
16.8.9.2 Where single-core cables pass through bulkheads or decks, there shall be no magnetic
material between cables belonging to the same circuit. The clearance between the cables and the
magnetic material shall not be less than 50 mm.
16.8.9.3 When single-core cables having a current rating greater than 250 A are installed near
steel structures, the clearance between the cables and the structure shall be at least 50 mm.
16.8.9.4 When single-core cables of a conductor cross-section of 185 mm2 or over are installed, a
transposition of phases shall be effected at intervals not exceeding 15 m. Where cable length is
below 30 m, no transposition is necessary.
16.8.9.5 Multicore cables with conductors in parallel shall be installed as single-core cables, and
all the requirements for single-core cables apply in this case.
16.8.10 Connection and tapping of cables.
16.8.10.1 Ends of rubber-insulated cables to be introduced into machines, apparatus, switchgear
and other equipment shall be provided with contact, protection and packing terminals that will
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ensure reliable electrical contact, will not permit moisture to penetrate inside the cable and will
protect the insulation of cable cores from mechanical damage and effects of air and oil vapours.
At places of connection, rubber-insulated cable cores shall be provided with protective insulation
against damage (wear, etc.).
16.8.10.2 Protective covering of a cable inserted into a device shall enter not less than 10 mm
inside.
16.8.10.3 At places of tappings, connection of cables shall be effected in junction boxes by means
of clamps.
16.8.10.4 If during the installation of cables it is necessary to make additional connections, these
shall be effected in suitable junction boxes provided with clamps. The joint as a whole shall be
protected from ambient conditions. Other methods of cable connection approved by the Register
may be allowed.
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16.9 BUSBAR CONDUITS ARRANGED OUTSIDE SWITCHBOARDS

16.9.1 Application.
16.9.1.1 The requirements of this Chapter apply to busbar conduits arranged outside switchboards
instead of cables for supplying sections and/or switchboards and consumers. It is not recommended to
install such conduits in hazardous areas, as well as on the exposed weather decks.
16.9.2. Busbar conduit system design.
Busbar conduit systems may consist of:
.1 electric conductors (busbar conduits), including neutral and earthing conductors and insulators;
.2 arrangements for busbar housing (ducts);
.3 connectors and tap-off units;
.4 deck and bulkhead penetrations;
.5 protection devices;
.6 bulkhead and deckhead fixing arrangements;
.7 separation units.
16.9.3 General requirements.
16.9.3.1 The safety standard and availability of the ship's mains designed to include busbar conduits
shall be at least equivalent to those of the conventionally cabled ship's mains.
16.9.3.2 Busbar conduit systems shall comply with the relevant requirements of IEC 61439-1
and 61439-6 standards.
16.9.3.3 Busbar conduit systems, their elements and devices shall ensure reliable operation at the
ambient temperatures from 0 up to 45 °С.
16.9.3.4 Busbar conduit systems shall be designed to comply with the following minimum degrees of
protection:
dry spaces – IP 54;
wet spaces – IP 56.
The systems where condensation is possible shall be suitable for automatic draining.
16.9.3.5 The protection enclosures shall be sufficiently robust to withstand normal mechanical forces
which may be expected on board ships.
16.9.3.6 The complete system shall comply with the fire test requirements as specified in IEC 60332-1-1
and 60332-1-2 standards.
Deck and bulkhead penetrations of busbar conduits shall not impair the mechanical, watertight and fire
integrity of the decks or bulkheads through which they pass.
The internal arrangements of the ducts shall have the same fire integrity arrangements as the divisions
which they pierce.
16.9.4 Special requirements.
16.9.4.1 Redundant essential consumers shall be supplied by separate busbar conduit systems.
A failure in one system shall not impair the operation of the redundant one.
16.9.4.2 Where a system is arranged below the uppermost continuous deck, the ship's manoeuvrability
as well as the safety of the crew and passengers shall not be impaired in the event of one more watertight
compartment outside the engine room being flooded.
16.9.4.3 Busbars of main and emergency supply shall not be installed in a common duct.
16.9.4.4 System shall be fitted with means for separation to enable maintenance work and segregation
of damaged parts. Where systems are led through fire sections, the separation units shall be installed on the
supply side.
16.9.5 Protection devices.
16.9.5.1 The propagation of electric arcs along the busbars shall be prevented by arc barriers or other
suitable means, such as, in the case of systems with uninsulated busbars, the use of current limiting circuit
breakers.
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17 ELECTRIC PROPULSION PLANTS

17.1 GENERAL

17.1.1 The requirements of this Section apply to all electric propulsion plants and their equipment, as
well as to manufacture, installation and tests including:
.1 generators and their prime movers;
.2 switchboards;
.3 transformers/reactors;
.4 semiconductor frequency converters;
.5 electric propulsion motors;
.6 excitation arrangements (units);
.7 arrangements (units) of control systems of electric propulsion plants, monitoring systems (alarm
system, indication and logging systems), as well as safety devices;
.8 power bus ducts and cable runs of production systems and power distribution in electric propulsion
plants.
17.1.2 The requirements of this Section do not apply to bow and aft thrusters being auxiliary
arrangements for ship's steering.
17.1.3 If an electric propulsion plant is installed on board a ship, it shall comply with the requirements
of this Section and applicable requirements of other Sections of this Part. At that, the distinguishing mark
EPP shall be added to the class notation in compliance with the requirements of 2.2.12, Part I
"Classification".
17.1.4 The electrical equipment of the electric propulsion plant shall meet the requirements of other
sections and chapters of this Part unless otherwise specified in this Section.
17.1.5 In electric circuits of electric propulsion plants the voltage used shall not exceed those specified
in 4.2 and Section 18.
17.1.6 It is recommended to provide electric heating in spaces enclosing electrical machines,
switchboards and control panels.
17.1.7 Stationary lighting shall be provided underneath generators and motors of the electric
propulsion plant.
17.1.8 Parts of electric propulsion machines (motors and generators) located under the floor shall have
the degree of protection not below IP56.
Where they are installed in a dry compartment or protected against the ingress of water by a watertight
foundation, and additionally, an alarm operating with the ingress of water in that compartment is provided,
degree of protection IP23 may be allowed.
17.1.9 Provisions shall be made for arrangements preventing the generation and accumulation of
moisture and condensate, in particular, while being idle for a long time, in casings of electric propulsion
motors, generators, semiconductor frequency converters and other electric propulsion plant components.
These arrangements may be electric heaters, air dryers, etc.
17.1.10 Electric propulsion plant shall be fitted with an arrangement for insulation resistance
monitoring complying with the requirements of 2.11.
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17.2 DEFINITIONS AND EXPLANATIONS

17.2.1 For the purpose of this Section the following definitions and explanations have been adopted.
A z i m u t h d r i v e _ drive which moves the propulsion unit around the vertical axis.
M a i n c o n t r o l s t a t i o n o f t h e e l e c t r i c p r o p u l s i o n p l a n t _ control station of the
main propulsion plant which is attended under seagoing condition.
E l e c t r i c p r o p u l s i o n p l a n t _ set of equipment for distribution and conversion of electrical
power into mechanical one in order to reproduce a predetermined torque by one or more propeller
propulsions.
D o u b l e s e n s o r _ a sensor with two sensor elements in one housing.
U n i f i e d e l e c t r i c p o w e r p l a n t _ electric power plant united with the propulsion plant
which ensures ship propulsion.
L o c a l c o n t r o l s t a t i o n _ control station located where a system intended for selection and
input of reference values for semiconductor frequency converters or electric propulsion system external
devices (units) control intended for semiconductor frequency converters which is independent from
reference values for remote control system and any external are installed.
P o d d e d d r i v e _ propulsion plunt in which the electric propulsion motor is located in a dedicated,
submerged unit (pod housing) of the ship.
R e d u n d a n t s e n s o r _ two single sensors in separate housings to control the same parameter.
E l e c t r i c p r o p u l s i o n s y s t e m _ coherent set of interrelated functional units implemented in
electric power plant, interacting with a source of electric power to control the focus with the specified
dynamic performance and set algorithms.
E l e c t r i c p o w e r p l a n t _ complex of marine electrical equipment united by the process of
production, distribution and conversion of electrical power into other forms of power (mechanical,
thermal, light, chemical, etc).
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17.3 CONFIGURATION OF ELECTRIC PROPULSION PLANTS

17.3.1 The electric propulsion plant supplied from and using a.c. electrical power includes the
following devices:
.1 a.c. main generators with their control devices – at least 2;
.2 main switchboard separated in two parts with a section circuit breaker or break switch;
.3 power transformers for a galvanic isolation or conversion of the main switchboard voltage to that of
semiconductor frequency converter – one per each converter;
.4 power semiconductor frequency converters to supply the electric propulsion motor — at least 2;
.5 arrangements (units) of control or controller of electric propulsion plants – at least 2;
.6 electric propulsion motor – one or more.
17.3.2 For electrical propulsion plants with one electric propulsion motor, synchronous, asynchronous
and electronically commutated main propulsion motors shall have two systems of stator windings supplied
from the relevant semiconductor frequency converter. Each converter shall be designed for at least 50 % of
the rated power of the electric propulsion plant. If the ship is equipped with several electric propulsion
motors at the common shaft with the propeller of the main electric propulsion plant or with several main
propulsion plants, the use of electric propulsion motors with one system of stator windings is permitted.
17.3.3 Propulsion d.c. motors shall be of the double-armature (double-commutator) type with each
armature winding designed for at least 50 % of the rated power of the plant. Each armature winding shall
be supplied from its independent converter. Any single failure in one converter shall not result in complete
loss of power.
17.3.4 Provision shall be made for braking or locking devices as part of the shafting to prevent its free
rotation with a switched-off propulsion motor (shaft) at any environmental conditions or during ship towing.
17.3.5 Electric propulsion system structure and control algorithm provided by some electric propulsion
plants shall follow the one failure principle, i.e. if any component of the electric propulsion plant fails, a
ship shall be underway at least at the partial power.
17.3.6 Provision shall be made for a warning alarm at all active control stations when any failure
occurs in the electric propulsion plant.
17.3.7 For all auxiliary machinery and essential services, provision shall be made for local control
stations to which control is transferred if the remote automated control system of the electric propulsion
plant fails.
17.3.8 Configuration of electric propulsion plant supplied with and using d.c. electric power is
specified in в 22.8.1.
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17.4 EXCITATION SYSTEMS

17.4.1 General.
17.4.1.1 Every excitation system shall be supplied by a separate feeder. The obtainable current and
voltage of the excitation system, as well as source of power shall fully comply with the requirements for all
electric propulsion plant modes including manoeuvring, overcurrent and short circuit, as well as the
capsizing moment conditions.
17.4.1.2 Power supply of excitation systems shall be protected against short circuits only. The activation of
an electromagnetic release at short circuit shall be supplemented with an alarm at control stations.
17.4.1.3 If the built-in short-circuit monitoring device of the excitation system trips, the respective
circuit breaker of the generator or propulsion motor shall also trip.
17.4.1.4 If the excitation system is fitted with independent safety devices against underfrequency and
over-voltage or U/f-functions, they shall be adjusted in such a way that the system protection reacts first.
17.4.1.5 Excitation circuits shall be provided with means for suppressing voltage rise when an
excitation switch is opened (field suppression system).
17.4.1.6 Means (filters, etc.) shall be provided to limit harmonic distortions and reduce a power factor.
17.4.2 Generator excitation.
17.4.2.1 Excitation systems shall be supplied from the generator, the generator shall be self-excited.
The voltage built up shall be done without the aid of external sources of electrical power.
17.4.2.2 External source of electrical power may be used for exciter control circuits, as well as for
initial excitation, provided it is redundant.
The external source of power shall be supplied from the main and emergency switchboards and,
additionally, from the standby accumulator battery. At least two external sources of power for all electric
propulsion plant generators shall be provided.
17.4.3 Electric propulsion motor excitation.
17.4.3.1 The exciter shall be supplied directly from the same main switchboard section supplying the
stator winding.
17.4.3.2 Excitation systems and automatic control systems shall protect electric propulsion motors
from overspeeding in the event of the propeller breaking down or working clear of water.
 Rules for the Classification and Construction of Sea-Going Ships
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17.5 ELECTROMAGNETIC COMPATIBILITY (EMC)

17.5.1 The electric propulsion plant shall operate without malfunctions and failures being exposed to
electromagnetic interference, and comply with the requirements of 2.2.
17.5.2 Equipment producing transient voltage, frequency and current variations shall not cause
malfunctions and failures of other equipment on board, neither by conduction, induction or radiation.
17.5.3 If a total harmonic distortion value of 10 % is exceeded when operating the propulsion plant,
the appropriate filtering and interference-free operation of any consumers shall be ensured.
 Rules for the Classification and Construction of Sea-Going Ships
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17.6 PRIME MOVERS OF ELECTRIC PROPULSION PLANT GENERATORS

17.6.1 Permissible speed deviations.

17.6.1.1 If electric propulsion plant generators are also used for supplying the ship network, frequency
deviations with the relevant load variations shall meet the requirements specified in 2.11.3, Part IX
"Machinery".
17.6.1.2 Where the speed control of the propeller requires speed variation of prime movers of the
electric propulsion plant generators, the governors shall be provided with means for local control as well as
for remote control.
17.6.1.3 The prime movers rated power and overload capacity of the Unified Electric power plant
generators shall be adequate to supply the power needed in the range of the operating conditions of the
electrical equipment, as well as the electric propulsion plant load variations due to manoeuvring, at sea,
including severe weather conditions.
17.6.2 Parallel operation.
17.6.2.1 In case of parallel operation of generators, the control system used shall ensure stable
proportional distribution of loads over the entire output range of the prime movers as specified in 3.2.2.
17.6.2.2 In case the unified electric power plant generators (shaft generators) are used simultaneously
for power supply and the electric propulsion plants containing reversible semiconductor frequency
converters adapted to recover the power at braking of the electric propulsion motor and to retard the speed
of the electric propulsion motor in reverse, the power plant control system ыshall ensure transmitting data
on consumed active power from generators to define switching threshold of baking resistors shall be
provided.
17.6.3 Reverse power.
17.6.3.1 When the propulsion motor is braking or reversing in emergency from full ahead running to
full speed astern, the prime movers of an independent electric propulsion plant shall be capable of
absorbing a proportion of the recuperated energy without tripping due to overspeed or reverse power.
17.6.3.2 To absorb a proportion of the recuperated energy and to retard the speed of the electric
propulsion motor of an independent electric propulsion plant, braking resistors may be used ensuring the
necessary limits on the prime movers and the electric propulsion plant generators speed. The amount of
recuperated work shall be limited by DMS controllers.
 Rules for the Classification and Construction of Sea-Going Ships
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17.7 ELECTRIC PROPULSION PLANT GENERATORS

17.7.1 General.
17.7.1.1 Generators (shaft generators) operating with semiconductor converters shall be designed for
the expected harmonics of the system. While designing the electric power plant and selecting the
generators' rated power, a sufficient output reserve shall be provided to prevent the generator temperature
rise, compared with the sinusoidal load.
17.7.1.2 Stator windings of generators with rated power output above 500 kVA shall be provided with
temperature sensors.
17.7.1.3 Electric propulsion plant generators shall be fitted with cooling air cleaning filters open-
circuit and closed-circuit ventilation. For alternating current brushless generators with closed-circuit
ventilation the cooling air cleaning filters are not mandatory. Ventilation ducts shall be arranged so as to
prevent water ingress into the machine.
17.7.1.4 Electric propulsion plant generators may be used for supplying auxiliary electrical machinery
and services provided voltage and frequency are stable under all conditions, including manoeuvring, in
compliance with the requirements of 2.1.3.
17.7.1.5 No circuit breakers shall be fitted in excitation circuits of generators except those which
remove excitation of machinery at short circuits or damages in the main current circuit.
17.7.1.6 Means of protection of generators shall comply with the requirements specified in 8.2. For
generators with the ratings more than 1500 kVA, protection against internal faults shall be provided.
17.7.1.7 For ice class ships and icebreakers, electric propulsion plant generators' rated power shall be
selected taking into account the minimum required power delivered to the propeller shaft determined in
accordance with 2.1.1.2, Part VII "Machinery Installations".
17.7.2 Generator bearings and lubrication.
17.7.2.1 Sliding bearing shells shall be easily replaceable. Provision shall be made for checking the
bearing lubrication. Adequate lubrication shall be provided even at the maximum potential trim. Provision
shall be made for relevant seals to prevent oil ingress inside the generator.
17.7.2.2 In case of bearings with forced lubrication (under pressure), the following alarms, as a
minimum, shall be provided at the electric propulsion plant control stations:
.1 failure of lubricating system (no flow of lubricating oil, failure of lubrication pump, loss of pressure
in the lubrication pipe, etc.);
.2 maximum temperature of each bearing.
17.7.2.3 Generators shall be fitted with backup (emergency) devices for bearings lubrication which, in
the event of malfunction or failure of the main (working) lubricating system, provide adequate lubrication
until the machine full stop.
17.7.2.4 To avoid damage to bearings, provision shall be made to ensure that no currents can flow
between the bearing and the shaft.
17.7.3 Generators cooling.
17.7.3.1 In addition to thermometers, temperature sensors of cooling air shall be provided which shall
initiate an alarm with the excess of a permissible temperature.
17.7.3.2 For machines with a closed circuit cooling and heat exchanger, the flow of primary and
secondary coolants shall be monitored. An alarm shall be initiated with the flow failure.
17.7.3.3 Leakage-water and condensed moisture shall be kept away from the machine windings.
Provision shall be made for an alarm to monitor leakage.
 Rules for the Classification and Construction of Sea-Going Ships
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17.8 ELECTRIC PROPULSION PLANT SWITCHBOARDS

17.8.1 Electric propulsion plant switchboards shall meet the requirements of 4.6 and 18.6.
17.8.2 Electric propulsion plant system shall be fitted with an arrangement for insulation resistance
monitoring (refer to 2.11).
17.8.3 Switches for routine switching in de-energized circuits of the electric propulsion plant shall be
provided with an interlocking device to prevent their tripping under voltage, or false switching.
 Rules for the Classification and Construction of Sea-Going Ships
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17.9 ELECTRIC PROPULSION PLANT POWER TRANSFORMERS

17.9.1 General.
17.9.1.1 Transformers and reactors shall meet the requirements of Section 11 and 18.4.
17.9.1.2 Provision shall be made for at least two independent power transformers for the electric
propulsion plant. Only transformers with separate windings shall be used.
17.9.1.3 The winding temperatures of transformers used in electric propulsion plants shall be
monitored with a sensor and indicator system.
17.9.1.4 For current measurements on the primary side in each phase supplying the electric propulsion
plant transformer, ammeters shall be provided on the main switchboard.
17.9.1.5 Each electric propulsion plant transformer shall have overcurrent and short circuit protection
on the primary and secondary side.
For protection on the secondary side, electric propulsion plant semiconductor converter may be used.
17.9.2 Liquid cooled electric propulsion plant transformers.
17.9.2.1 Windings of liquid cooled transformers shall be completely covered by liquid, even for
inclinations up to and including 22,58.
17.9.2.2 Transformers shall be provided with the necessary collecting and accumulating arrangements
for coolant leaks.
Fire detectors and fire-fighting equipment shall be installed in the vicinity of the transformer. The fire-
fighting equipment may be manually operated.
17.9.2.3 Transformers shall be fitted with protection against gassing of coolant.
17.9.2.4 The coolant temperature shall be monitored with a sensor system. A pre-alarm shall be
actuated before the maximum permissible temperature is attained. When the maximum permissible
temperature limit is reached, a separate sensor shall activate protection which switches off the transformer.
17.9.2.5 The coolant level shall be monitored by two sensors, one of them shall actuate an alarm and
the other set up to the maximum permissible level shall switch off the transformer.
17.9.3 Air cooled electric propulsion plant transformers.
17.9.3.1 The operation of fans for transformers cooling, as well as the cooling air temperature shall be
monitored with a sensor system.
An alarm shall be given at the excess of temperature or fan failure.
17.9.3.2 Where a closed circuit cooling air system with an air cooler is used, in addition to the
requirements of 17.9.3.1, the following shall be monitored:
.1 the minimum flow of primary and secondary coolants (air and water);
.2 heat exchanger leakage to be alarmed.
The heat exchanger shall be so installed that water leakages and condensed moisture are kept away
from the windings.
 Rules for the Classification and Construction of Sea-Going Ships
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17.10 ELECTRIC PROPULSION PLANT SEMICONDUCTOR CONVERTERS

17.10.1 General.
17.10.1.1 Converters shall meet the requirements of Section 12.
17.10.1.2 At least two entirely independent separate semiconductor converters shall be provided to
feed separate winding systems of electric propulsion plant (or separate electric propulsion plants).
17.10.1.3 Each converter shall be provided with a separate unit or a control system.
17.10.1.4 There shall be provided two galvanically isolated speed sensors for each unit or device of
control system. Common housing of both sensors is permitted.
17.10.1.5 If the converter feeds a permanently excited electric propulsion motor of direct of alternative
current (including those of permanent magnet), a switch disconnector shall be fitted in the "motor _
converter" line which opens automatically in case of an inverter or rectifier fault. Devices shall be
provided for such faults diagnosis.
17.10.1.6 Electric propulsion plant converters shall be designed for the nominal torque of the drive
(nominal torque at a propeller shaft). Short – term overloads and speed variations (dips) resulting from
overloads or the load throwing off at propeller emergence shall not lead to the activation of converter
protection.
17.10.1.7 The recuperated energy may be received to the unified electric power plant at retarding the
speed of the electric propulsion motor in reverse via the reversible semiconductor frequency converters to
ensure the quality parameters (refer to 2.1.3) for the ship's power consumers. The excess of the recuperated
energy shall be absorbed by "braking resistors".
17.10.1.8 Reactive power may be compensated by means of reversible semiconductor frequency
converters. Thus, the control unit shall receive a signal from control system of the electrical power plant to
comply with the current value of the reactive power being generated by the power consumers of the unified
electric power plant.
17.10.1.9 The cabinets for semiconductor converters shall meet the requirements of 4.6 and Section 18.
17.10.1.10 The design of the cabinets for semiconductor converters shall provide for the quick
exchange of power components of the built-in equipment. This may be achieved by use of modular design
for power circuit, its components, control, protection and data display units.
17.10.1.11 Requirements for semiconductor converters of the electric propulsion plant in the systems
with electrical power distribution for direct current are specified in в 22.8.2.
17.10.2 Cooling of semiconductor converters.
17.10.2.1 If converters are fitted with a forced-cooling system, means for its monitoring shall be
provided. In case of a failure of the cooling system, measures shall be taken to prevent the overheat and
failure of the converter.
17.10.2.2 The cooling system shall be provided with an alarm system. The alarm signal shall be
generated by the reducing of a coolant flow or by high temperature of semiconductors.
17.10.2.3 Single failures in the converter cooling system shall not result in tripping all converters of
the ship's electric propulsion plant.
17.10.3 Protection of semiconductor converters.
17.10.3.1 Operational overvoltages in a supply system of converters shall be limited by suitable
devices to prevent breakdown of the components of the semiconductor frequency converters power circuit.
17.10.3.2 A suitable control system shall ensure that the rated current of semiconductor elements
cannot be exceeded under all normal and most severe conditions.
17.10.3.3 Power circuit and the converter components shall be protected against damage and failure
due to direct short-circuit at the terminals. Protection by fuses against short _ circuit currents is permitted.
The relevant feedbacks of the converter shall control (limit) the current in such away, that no components
are damaged when the converter is switched on to a blocked motor.
 Rules for the Classification and Construction of Sea-Going Ships
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17.11 PROTECTION ARRANGEMENTS FOR HARMONIC FILTERS

17.11.1 A harmonic filter maintaining harmonic distantion levels within acceptable limit shall be
arranged as a three phase unit with individual protection of each phaseon the main switchboard busbars at
any step of propulsion.
17.11.2 Each individual filter circuits shall be protected against overcurrents and short-circuit currents.
The fuses in filter circuits shall be monitored. Any fuse burnout shall be alarmed.
17.11.3 When designing and using line filters, their layout shall be designed for any conceivable line
constellations. In particular, self-resonance shall be excluded under any load conditions and operating
generators constellations.
17.11.4 In case of several parallel filter circuits, the current symmetry shall be monitored. An
unsymmetrical current distribution in the individual filter circuits and the failure of the filter shall be
alarmed.
17.11.5 Consideration shall be given to additional protection for the individual capacitor element (e.g. relief
valve or overpressure disconnector) in order to protect against damage from rupturing. This consideration shall
take into account the type of capacitors used.
17.11.6 Additional requirements for protection arrangements for harmonic filters in systems with
electrical power distribution for direct current are specified in 22.8.3.
 Rules for the Classification and Construction of Sea-Going Ships
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17.12 ELECTRIC PROPULSION MOTORS

17.12.1 General.
17.12.1.1 Stator windings of a.c. motors and interpole, mainpole and compensation windings of
d.c. motors of electric machines with a capacity above 500 kW, shall be provided with temperature
sensors.
17.12.1.2 Regarding the design and lubrication of electric propulsion motor bearings, the requirements
of 17.7.2 shall be met.
17.12.2 Electric propulsion motors cooling.
17.12.2.1 The cooling system shall ensure sufficient cooling under all load and speed conditions.
17.12.2.2 Electric propulsion motors shall be fitted with built-in temperature sensors which shall give
an alarm signal with the excess of a permissible temperature.
17.12.2.3 For machines with a closed circuit cooling system and a heat exchanger, the flow of primary
and secondary coolants shall be monitored.
17.12.2.4 Provision shall be made to alarm leakage. The heat exchanger shall be installed so that water
leakages and condensed moisture are kept away from the windings.
17.12.2.5 If the cooling system of the propulsion motor fails, the emergency operation mode to ensure
ship's manoeuvring under heavy navigating conditions shall be provided. Interventions by an operator for
opening of emergency air flaps are permitted.
17.12.2.6 Air-cooled electric propulsion motors shall be fitted with air intake filters and two forced-air
fans, each having a capacity sufficient for normal operation of the electric motor. A visual signal indicating
fans operation and an alarm on their shutdown shall be provided.
17.12.2.7 A liquid cooling system for multi-armature machines shall be independent for each armature.
17.12.3 Protection of electric propulsion motor.
17.12.3.1 Over-current protection in the main and excitation circuits shall be set sufficiently high so
that there is no possibility of its operating due to the over-currents caused by ship's maneuvering, operation
in heavy seas or in broken ice.
17.12.3.2 Short-circuit and overcurrent protection may be provided by the converter. Different electric
propulsion motor designs (d.c. synchronous, induction and permanent-magnet excitation motors) shall be
taken into consideration.
Additional requirements for the protection of electric propulsion motor in the systems with electrical
power distribution for direct current are specified in 22.8.4.
17.12.3.3 For electric propulsion d.c. motors provision shall be made for an independent overspeed
(runaway) protection device as required in 2.11, Part IX "Machinery".
The electric propulsion motor shall be capable to withstand overspeed up to the limit reached in
accordance with the characteristics of the overspeed protection device at its specified operational setting.
17.12.3.4 The motor shall be capable to withstand a sudden short-circuit currents at its terminals under
nominal load without damage.
Steady state short-circuit current of a permanent excited motor shall not cause thermal damages of the
motor and the current carrying components (e.g. slip rings, cables, feeders or busducts).
 Rules for the Classification and Construction of Sea-Going Ships
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17.13 SPECIAL REQUIREMENTS FOR PODDED AZIMUTH THRUSTER DRIVES AND STEERABLE
PROPELLER DRIVES

17.13.1 General.
17.13.1.1 If the space, where an electrical machine and other equipment are located, is inaccessible
during operation and associated with special environmental conditions (high temperature, humidity, etc.),
special measures shall be taken like use of highly reliable materials and components, adequate number of
sensors, as well as special means for protection of components against flooding and damages.
17.13.1.2 The components, e.g. controls, sensors, slip rings, cable connections and auxiliary drives
shall withstand undamaged the strength of vibration, of at least 4g from 3 to 100 Hz.
17.13.2 Sensors.
17.13.2.1 Sensors which can be changed only during dry docking shall be fitted with two sensor
elements in the same housing with separate data transmission channels.
17.13.3 Bearings.
17.13.3.1 Oil filling levels in bearing housings shall be monitored during operation and standstill. Any
oil leakage shall activate an alarm.
This applies to circulated lubrication systems as well. These systems shall additionally be equipped
with lubricating oil flow monitoring. A flow level monitoring alarm shall be independent from the electric
propulsion motor control system.
17.13.3.2 The temperature of shaft bearings shall be monitored by an alarm and protection system. The
alarm shall be carried out in two steps: alarm and engine stop. The protection system shall be independent
from the temperature indication system for shaft bearings, and the alarm system.
17.13.4 Bilges in a pod housing.
The water level in pod bilges and associated spaces shall be monitored with level sensors. In addition
to high level sensors in bilges operating for an alarm system, independent sensors to monitor a high
emergency level shall be provided which prevent false operations and automatically stop the propulsion.
17.13.5 Fire detection system.
An effective fire detection system with the adequate number of sensors of the relevant type shall be
provided. The general requirements for such systems are specified in 7.5.
17.13.6 Accessible spaces (in a pod housing).
Sufficient illumination and ventilation shall be provided for accessible spaces of the pod housing
where regular maintenance work and equipment inspection are carried out.
17.13.7 Protection of the propulsion motor.
17.13.7.1 Motors of more than 1 MW and all permanent excited motors shall be provided with
protection against internal faults that also monitors the connections between the semiconductor converter
and the motor. The power supply to the defective equipment shall be interrupted with an appropriate time
delay and an alarm shall be given.
17.13.7.2 Humidity shall be monitored for motors with closed air cooling systems. The excess of the
permissible humidity level shall be alarmed.
17.13.8 Motor supply lines.
17.13.8.1 Cables operated at high temperature limits shall be installed separate from other cables. If
required, splitters shall be provided to prevent contacts between cable sheaths.
17.13.8.2 IP protection for all terminals, cable glands and busbar connections shall be equal to motor
protection, however, at least IP44. These requirements also apply to control cables.
17.13.9 Slip rings.
17.13.9.1 Where data from feedback sensors, controlled variable sensors, etc. are transmitted via a data
bus of slip rings, the busbar shall be duplicated. Failure of each single busbar shall be alarmed.
17.13.9.2 Slip rings unit fitted with external forced cooling system shall be capable of operation
without a cooling system for a certain period of time. The cooling system failure shall be alarmed.
 Rules for the Classification and Construction of Sea-Going Ships
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17.13.10 Azimuth podded drive and Azimuth steerable propeller drive.

17.13.10.1 Azimuth drive shall meet the requirements for steering gear in accordance with the
requirements of 5.5.
17.13.10.2 The single failure localization principle shall be ensured for all electrical and hydraulic
components. Safe operation of the ship shall be ensured independently of the rudder angle and ship's speed
at any time a failure occurs. The designer shall develop and submit for approval the "Failure Mode and
Effects Analysis" (FMEA).
17.13.10.3 The position of the azimuth drive shall be mechanically indicated on a scale at the drive
location (steering compartment).
17.13.10.4 At least two independent electric drives shall be provided for each azimuthal unit for turn,
whereby one drive shall be supplied from the main switchboard and the other, from the emergency
switchboard.
17.13.10.5 Azimuth electric drives shall be protected against overcurrent (by converter, if applicable)
and short circuit. They shall be able to supply 160 % of the torque necessary for the rated speed of
movement in accordance with the requirements of 7.2.3, Part VII "Machinery Installations".
Azimuth drives with different design, e.g. hydraulic, shall also be able to fulfill the above
requirements.
17.13.10.6 The thrust azimuth angle shall be limited to +358. At low propulsion power rating and thus
low ship's speed or crash-stop maneuver these limits may be disabled with the control system.
17.13.10.7 The thrust azimuth angle shall be limited related to the steps of the set ship's speed that the
safety of the ship is not endangered (due to excessive thrust while turning). The limitation (interlock) shall
be provided redundantly and independently of the control of the azimuth angle (pod turning).
17.13.10.8 Reaching or exceeding the permissible limitations of the azimuth angle shall be alarmed.
After triggering the limitation, it shall be possible to move the azimuth drive back to the permitted angles
of the drive turn without manual reset.
17.13.10.9 The operation and indication equipment of the azimuth drive shall be arranged in such a
way that the set direction of the propeller thrust or the direction of the ship's moving is clearly indicated. It
shall be clear to the operator whether the direction of the ship's moving or the direction of the propeller
thrust of the electric propulsion plant was chosen.
17.13.10.10 The local control station for azimuthal unit shall be equipped with the following:
.1 ammeters for each supply system of each load component;
.2 azimuth angle (turn angle) indicators for each drive;
.3 power supply system readiness for operation indicators for each drive;
.4 power supply system disturbance indicators for each drive;
and provide for the following:
.5 power limitation (from converter);
.6 control from main machinery control room;
.7 control from the navigation bridge;
.8 control from local control station;
.9 running indication for the associated propulsion drive.
The local control station can be activated locally at any time and shall have the highest priority.
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17.14 ELECTRIC PROPULSION PLANTS CONTROL SYSTEMS

17.14.1 Powerplant control systems.

17.14.1.1 For power supply systems of electric propulsion plants with generators operating in parallel, the
automated powerplant control system shall be provided which will ensure adequate power generation being
consistent with the needs of specific operational modes of the electric propulsion plant, in transit/maneuver
including. Automatic load based disconnection of generators in maneuver mode is not permitted.
17.14.1.2 In case of under-frequency on main switchboard busbars, overcurrent or overload and
reverse power, the propulsion power shall be automaticaly limited (to prevent de-energizing of main
switchboard busbars).
17.14.1.3 If generators are running in parallel and one of them is tripping by protection system, the
automated power plant control system shall automatically reduce the electric propulsion plant load to
protect the remaining generators against unacceptable overloads and ensure their operation at permissible
loads. The same requirement applies to the main switchboard busbars tiebreakers.
17.14.1.4 Tripping of the main switchboard busbars tiebreaker shall not lead to any malfunction of the
system. It is not necessary that the power plant control system remains in the automatic mode if the power
supply system is split.
Any loss of the control system automatic functions shall be alarmed.
17.14.1.5 Electric power plant control system shall ensure transfer of information to electric propulsion
system as regards the current value of active capacity consumption from generators to restrict the power
recuperated to the unified electric power system and determination of on threshold of "braking resistors".
17.14.1.6 Electric power plant control system shall ensure transfer of information to electric propulsion
system as regards the current value of reactive capacity consumption being generated by the power
consumers of the unified electric power plant.
17.14.2 Location of the electric propulsion plant control stations.
17.14.2.1 Electric propulsion plant control stations may be located at any convenient place according
to the ship's purpose.
Where control stations are arranged outside the machinery space, i.e. on the bridge or in other
locations, control stations in the machinery space or main machinery control room shall be provided as
well.
17.14.2.2 The local control station has a priority and shall be located in the vicinity of the drive or
semiconductor converters. Changes of electric propulsion plant modes generated at this station shall be
displayed by the system indicating a preset and executed commands.
17.14.2.3 Where several control stations are available, a control stations switch in the control station
having a priority shall be provided. Such switch shall provide switching of any, but only one control station
(central and wing stations on the navigation bridge are considered as one control station).
17.14.2.4 Each control station shall have an emergency stop device independent of the control system
and the active (in "on" condition) control station.
17.14.3 Main and local control stations.
17.14.3.1 At least two mutually independent main and local control stations shall be provided for
electric propulsion plant.
17.14.3.2 In case of damage, malfunctioning or loss of power supply of the main station control
system, a local control station of the electric propulsion plant converters shall be provided.
17.14.3.3 The bridge shall be fitted with control systems such that the steering (azimuth thrust change)
control system can operate independently of the speed and electric propulsion plant electric propulsion
motor reverse control system.
17.14.3.4 All electric propulsion plant alarms shall be acknowledged at the local control station.
Alarms which do not require any further intervention of the personnel can be acknowledged at the main
control station (on the navigation bridge) with the mandatory follow-up acknowledgement at the local
control station.
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17.14.3.5 Restart of the electric propulsion plant shall be possible from both (main and local) control
stations, depending on which one has been preselected. After the main switchboard de-energizing it shall
be possible to restart the electric propulsion plant at the main control station.
17.14.3.6 If the electric propulsion plant is controlled from a panel or desk with the use of electric,
pneumatic or hydraulic drive, the failure of them shall not result in electric propulsion plant tripping, and
each control station at the panel or desk shall be immediately ready for manual operation.
17.14.3.7 Mechanically linked control stations installed in the wheelhouse (on the navigation bridge)
for their synchronous operation may be permitted.
17.14.3.8 The remote control system of the electric propulsion plant shall be so designed that no time
delay is needed for the personnel to move a control handle at a control station to a new position.
17.14.3.9 The electric propulsion plant control system shall be provided with an interlock to prevent
the electric propulsion plant activation with a shaft turning gear engaged.
17.14.3.10 Each control station shall have a visual indication on the control system being alive.
17.14.4 Measuring, indicating and monitoring equipment.
17.14.4.1 Failures in measuring, monitoring and indicating equipment shall not result in failure of the
electric propulsion plant control system, e.g. failure of the actual value (speed) sensor or of the reference
speed value sensor shall not cause an excessive increase of propeller speed.
17.14.4.2 The local (active) control station shall be equipped with the following:
.1 ammeter for each power supply line of each load component (stator current of each winding, etc.),
and also in the excitation circuit (for adjustible-excitation systems);
.2 voltmeters for each power supply line of each load component, and also for power supply of the
excitation system (for adjustible-excitation systems);
.3 speed indicator for each shaft;
.4 "Powerplant ready for electric propulsion plant operation" indicator;
.5 "Powerplant disturbed" indicator;
.6 "Electric propulsion plant power limited" (from converter) indicator;
.7 "Control from the main machinery control room" indicator;
.8 "Control from the navigation bridge" indicator;
.9 "Control from the local control station" indicator.
17.14.4.3 The main control station (on navigation bridge) shall be equipped with the following:
.1 revolution indicator for each shaft;
.2 each shaft power meter;
.3 "Powerplant ready for switching on" (additional generators) indicator;
.4 "Power plant ready for electric propulsion plant operation" indicator;
.5 "Power plant disturbed" indicator;
.6 "Electric propulsion plant power limited" indicator;
.7 "Request to reduce power" indicator _ if not automatically controlled or "override" button pushed
(cancellation of the plant automated control);
.8 "Control from the main machinery control room" indicator;
.9 "Control from the navigation bridge" indicator;
.10 " Control from the local control station" indicator;
.11 indication of the generators operating at the electric propulsion plant;
.12 indication of power reserve (recommended).
17.14.4.4 When two or more control stations are provided for change of speed and angle of turn
of CPP blades, both speed change and angle of turn of CPP blades indicators shall be provided at each
control station.
17.14.4.5 The main machinery control room shall be equipped with the following:
.1 speed indicator for each shaft;
.2 each shaft power meter;
.3 "Powerplant ready for switching on" (additional generators) indicator;
.4 "Power plant ready for electric propulsion plant operation" indicator;
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.5 "Power plant disturbed" indicator;

.6 "Electric propulsion plant power limited" indicator;
.7 "Request to reduce power" indicator _ if not automatically controlled or "override" button pushed
(cancellation of the plant automated control);
.8 "Control from the main machinery control room" indicator;
.9 "Control from the local control station" indicator;
.10 "Control from the navigation bridge" indicator;
.11 indication of the generators operating at the electric propulsion plant.
The list of parameters controlled by the alarm system is given in Tables 17.14.4.5-1 and 17.14.4.5-2.
17.14.5 Fail-safety of electric propulsion plant control systems.
17.14.5.1 Electric propulsion plant control systems with the use of processors shall comply with the
requirements of Section 7, Part XV "Automation".
T a b l e 17.14.4.5-1
List of monitored parameters of the electric propulsion plant with AC synchronous, permanent excited
and induction electric propulsion motors
Monitored parameter Limiting value, Local measuring Alarm, display in the Load Automatic Main control
Max/Min instrument main machinery reduction "Stop" station (bridge),
control room group alarm
Electric propulsion motor:
Lubrication system Malfunction Inspection glass 6 6 6 6
Bearing temperature Max Thermometer 6 6
Stator winding temperature Max 6 6 6
Slip rings (synchronous electric pro- Malfunction Inspection hatch 6 6
pulsion motor) (electric arc)
Water/air cooling system Malfunction 6 6
Cooling air temperature at the inlet Max Thermometer 6 6
Coolant Leakage 6 6
Speed Max 6 6 6
Voltage regulation (synchronous Failure 6 6 6
electric propulsion motor)
Insulation resistance for stator and Min 6 6
feeder
Insulation resistance for excitation Min 6 6
system and feeder (synchronous elec-
tric propulsion motor)
Transformers:
Winding temperature Max 6 6 6
Coolant Leakage 6 6 6
Cooling system Malfunction 6 6
Converters:
Mains Malfunction 6 Start 6
Cooling system Malfunction 6 6 6
Power units temperature Max 6 Max1 6 Max2 6
Cooling agent flow Min 6 6
Coolant Leakage 6 6
Preliminary alarm 6
Accident, failure 6 6 6
Rotor speed and position sensor Malfunction 6 6
(synchronous electric propulsion
motor)
Emergency stop (Converter switched 6 6 6
off)
Semiconductor fuse Malfunction 6 6 6
Semiconductor temperature Max 6 Reduction 6
Voltage (direct current link) Max 6 6 6
Current (direct current link) Max 6 6 6
Current at the converter outlet Max 6 6 6
Electric propulsion plant main, ship-
board electrical system:
Harmonic trap Accident, 6 6
damage
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T a b l e 17.14.4.5-2
List of monitored parameters of the electric propulsion plant with d.c. electric propulsion motors
Monitored parameter Limiting value, Local measuring Alarm, display in the Load Automatic Main control
max/min instrument main machinery reduction "Stop" station (bridge),
control room group alarm
Electric propulsion motor:
Lubrication system Malfunction Inspection glass 6 6 6 6
Bearing temperature Max Thermometer 6 6
Main pole temperature Max 6 6 6
Auxiliary pole/compensating wind- Max 6 6 6
ing temperature
Water/air cooling system Malfunction 6 6
Cooling air temperature at the inlet Max Thermometer 6 6
Coolant Leakage 6 6
Speed Max 6 6 6
Commutator/brushes Malfunction Inspection hatch 6 6
(electric arc)
Armature current Max 6 6 6
Insulation resistance for armature Min 6 6
circuit and feeder (earth fault)
Transformers:
Winding temperature Max 6 6 6
Coolant Leakage 6 6
Cooling system Malfunction 6 6
Converters:
Mains Malfunction 6 Restart 6
Cooling system Malfunction 6 6 6
Power units temperature Max 6 Max1 6 Max2 6
Cooling agent flow (direct cooling) Min 6 6
Coolant Leakage 6 6
Preliminary alarm 6
Accident, failure 6 6 6
Armature speed sensor Malfunction 6 6
Emergency stop (Converter switched 6 6 6
off)
Semiconductor fuse Malfunction 6 6 6
Electric propulsion plant main,
shipboard electrical system:
Harmonic trap Accident, 6 6
damage

17.14.5.2 The loss of power or malfunctioning of any other control and monitoring systems shall not
result in loss of propulsion and electric propulsion plant control, ship's steering or azimuth drive.
17.14.5.3 Electric propulsion plant, azimuth drives and their control systems shall have self-check
system and an alarm system to detect failures quickly.
17.14.5.4 The most probable failures, e.g. loss of power, wire failure or cable and wire short circuits,
etc. shall result in the least critical of all possible new conditions of the ship (fail to safety).
17.14.6 Power supply of electric propulsion plant control systems.
17.14.6.1 Power supply of the remote control system of electric propulsion plant shall be carried out in
accordance with 3.1.2, Part XV "Automation".
17.14.6.2 Arrangements (units) of control or controllers of each electric propulsion motor or
semiconductor frequency converter shall be supplied by separate circuits. Malfunction in the supply circuit
of one of such control units shall not cause loss of power supply to the remaining operative units.
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17.15 ELECTRIC COUPLINGS

17.15.1 General.
17.15.1.1 Electric couplings shall be designed so that they may be dismantled without the disassembly
of a driving motor or reduction gear. The design and location of couplings shall ensure free access for their
maintenance, brush replacement and air gap measurements without dismantling the couplings.
17.15.1.2 Enclosures and end shields shall be made of steel or material of equivalent strength (refer
also to 10.1.1).
17.15.1.3 The rotating parts of couplings, as well as their windings shall be designed and secured so
that they cannot be damaged in the event of a sudden stop. Electric couplings shall not cause axial forces.
Balance ratio of electric couplings shall meet the requirements of 4.1.2, Part IX "Machinery".
17.15.1.4 The maximum torque under excitation forcing conditions shall not exceed the twofold rated
torque of the coupling.
The requirements of this Chapter also apply to electric couplings fitted in other systems.
17.15.2 Protection and interlocking.
The design of the coupling connection system or the interlock used shall be such that the coupling
excitation during the main propulsion engine starting and reversing is prevented.
Where several driving motors operate on a common transmission, in order to prevent the simultaneous
start of driving motors rotating in opposite directions, the interlock in the coupling excitation system shall
be used.
17.15.3 Electric couplings excitation.
Excitation windings of electric couplings shall be protected against overvoltage.
The excitation circuit of electric couplings shall include:
.1 a two-pole switch;
.2 a magnetic field discharging device;
.3 short-circuit protection.
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18 ADDITIONAL REQUIREMENTS FOR ELECTRICAL EQUIPMENT DESIGNED

FOR A VOLTAGE IN EXCESS OF 1000 V UP TO 15 KV

18.1 GENERAL

18.1.1 The requirements apply to three-phase a.c. systems with the rated voltage in excess of 1 kV
where the rated voltage means the voltage between phases.
Unless otherwise specified in this Section, the requirements for design and installation for low-voltage
equipment (up to 1000 V) given in this Part also apply to high-voltage equipment.
18.1.2 Electrical equipment for a voltage over 1000 V shall not be housed in the same casing
(enclosure) with low-voltage equipment unless the relevant segregation is provided or appropriate
measures ensuring safe access for low-voltage equipment maintenance are taken.
18.1.3 Insulating materials used for electrical equipment shall ensure the insulation resistance
of 1500 ohms per 1 V rated voltage, but at least 2 megohms during the unit operation.
18.1.4 For monitoring of insulation status the systems for each feeder insulation monitoring shall be
used. Such systems shall show direction to the damaged area and have visible and audible alarm at
decreasing of the monitored value below the specified level. It is recommended to complete feeder
monitoring systems with portable devices for search of insulation fault location.
18.1.5 At the entrance to special electrical spaces, a warning notice shall be provided indicating the
voltage. Enclosures of electrical equipment installed outside special electrical spaces shall be provided
with warning notices indicating the voltage.
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18.2 SYSTEM DESIGN

18.2.1 Distribution design.

18.2.1.1 The following power distribution systems may be used for three-phase a.c. current high-
voltage plants:
insulated three-wire system;
three-wire system with the neutral earthed to the ship's hull through a high-capacity resistor or reactor;
four-wire system with the deadly earthed neutral.
18.2.1.2 Configuration of network for ensuring uninterruptible power supply.
The main switchboard design shall provide for the possibility of its separation into, as a minimum, two
independent parts by means of a circuit breaker or disconnector.
Each part of sections shall be connected to, as a minimum, one generator.
Where two independent main switchboards interconnected by cable jumpers are provided, circuit
breakers shall be fitted at its both sides. All the duplicated electrical drives shall be supplied from different
main switchboards or its split sections.
18.2.1.3 Systems with earthed neutral.
18.2.1.3.1 Neutral points of generators running in parallel may be connected to a common bus before
an earthing resistor or reactor fitted in a switchboard or immediately at the generators.
18.2.1.3.2 In case of an earth fault, the leakage current shall not exceed the rated current of the largest
generator or the total rated current of a relevant main switchboard section and shall not be less than the
triple minimum current required for earth-fault protection activation.
18.2.1.3.3 When the system is energized, at least one neutral earthing point shall be closed. The
electrical equipment in systems with a deadly earthed neutral connected to the hull through a high capacity
resistor or reactor shall bear without damage the single plase-to-earth fault current during the time needed
for protection device activation.
18.2.1.4 Neutral opening.
In the neutral wire of each generator, provision shall be made for a disconnector, which may cut out the
neutral from earthing for insulation resistance measurements and generator maintenance.
18.2.1.5.1 All earthing impedances of neutral points shall be connected to the hull. The connection to
the hull shall be so arranged that any circulating currents in the earth connections do not interfere with
radio, radar, intercommunication and control equipment circuits.
18.2.1.5.2 It is allowed to connect all resistors or reactors to the common earthing busbar, which shall
be connected to the ship's hull at least at two points.
18.2.1.6 Divided systems.
18.2.1.6.1 Neutral connections to the hull shall be provided for each split group of main switchboard
sections in divided systems with an earthed neutral.
18.2.2 Degrees of enclosures protection.
18.2.2.1 General requirements.
Each part of electrical equipment shall have shielded enclosures corresponding to its location and
effecting environmental conditions. The requirements of IEC 60092-201 may be considered as minimum.
18.2.2.2 Electrical machines.
A degree of protection by enclosure for electrical machines shall be at least IP23. The degree of
protection of machines lead boxes shall not be less than IP44.
Motors installed in spaces accessible to unqualified personnel shall have the degree of protection of at
least IP4X to prevent touching of live and rotating parts.
18.2.2.3 Transformers.
A degree of protection by enclosure for transformers shall be at least IP23.
Transformers installed in spaces accessible to unqualified personnel shall have the degree of protection
of at least IP4X.
The requirements of 18.7.1 apply to transformers having no enclosure.
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18.2.2.4 Switchgear, control panels and converters.

A degree of metal enclosures protection for switchgear, control panels, static converter cabinets shall
be at least IP32. Panels installed in spaces accessible to unqualified personnel shall have the degree of
protection of at least IP4X.
18.2.3 Insulation distances.
18.2.3.1 Air clearances.
Air clearances between live parts with different potentials or between live parts and earthed metal parts
or the casing shall not be less than specified in Table 18.2.3.1.
T a b l e 18.2.3.1
Nominal voltage, kV Minimum air clearance, mm

3 (3,3) 55
6 (6,6) 75
10 (11) 120
15 160

Minimum clearances for intermediate values of working voltages are assumed as for the next larger
value of a standard voltage.
Selecting lesser clearance, special high-voltage impulse tests shall be made to confirm admissibility of
such an option.
18.2.3.2 Creepage distances.
Creepage distances between live parts with different potentials and between live parts and the hull
shall be selected on the basis of national and international standards with due regard to the rated voltage of
the system, insulation material and dynamic overvoltage due to transient processes.
18.2.4 Protective devices.
18.2.4.1 Faults on the generator side.
In addition to the types of protection specified in 8.2, generators shall be provided with protection
devices against an interphase fault in the cables connecting the generator and main switchboard, and
against turn-to-turn faults inside the generator.
When this protection device is activated, the generator shall be shut off from the main switchboard and
its excitations shall automatically be removed.
In distribution systems with deadly earthed neutral, the earth fault of a generator phase shall also result
in the activation of protection.
18.2.4.2 Faults to earth.
18.2.4.2.1 An audible and visual alarm shall be activated in a system at any earth faults.
18.2.4.2.2 Protection automatically disconnecting a faulted circuit at earth faults shall be activated in
low-impedance (deadly-earthed) systems.
18.2.4.2.3 In high-impedance earthed systems (systems with a neutral earthed through a high-
resistance resistor), where the feeders outgoing from the main switchboard can not be disconnected at an
earth fault, the insulation of electrical equipment supplied from these feeders shall be designed for the line
voltage of the system.
N o t e s : 1. The systems to be classified as effectively earthed (low impedance) if a coefficient of earthing is below 0,8, and
ineffectively earthed (high impedance), 0,8 and over.
2. The efficient of earthing means a ratio between a voltage "phase _ earth" in a healthy, i.e. intact system, and a line
("phase _ phase") voltage.

18.2.4.3 Power transformers.

Power transformers shall be protected against a short circuit and overloading with circuit breakers.
Where the transformers are intended for running in parallel, the activation of protection on the primary
side shall cause their automatic disconnection on the secondary side as well.
18.2.4.4 Voltage transformers for control systems and instruments.
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Transformers intended for supply of control circuits and instruments shall be protected against
overloading and short circuits on the secondary side.
18.2.4.5 Fuses.
Protective fuses shall be used for short-circuit protection.
No fuses for overload protection are allowed.
18.2.4.6 Low-voltage systems.
Low-voltage distribution systems (up to 1000 V) supplied from high-voltage transformers (systems)
shall be protected against overvoltages associated with the ingress of a high voltage on the secondary (low
voltage) side. This may be achieved by:
earthing of the low voltage system;
appropriate neutral voltage limiters;
earthed screen between the primary and secondary windings of the transformer.
18.2.4.7 Protective earthing.
Metal enclosures of electrical equipment shall be earthed by external flexible copper conductors
having a cross-sectional area designed for a single-phase short-circuit current, but not less than 16 mm2.
Earthing wires shall be marked.
Earthing conductors may be connected by welding or by bolts of at least 10 mm in diameter.
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18.3 ELECTRICAL MACHINES

18.3.1 Stator windings of generators.

Generator stator windings shall have accessible both phase and neutral ends to ensure the installation
of the differential protection.
18.3.2 Temperature detectors.
Electrical machines shall be fitted with built-in temperature detectors in their stator windings to actuate
an audible and visual alarm whenever the temperature exceeds the permissible limit.
For built-in temperature detectors, means shall be provided to protect measurement circuits against
overvoltage.
18.3.3 Tests.
In addition to the tests required for all electrical machines, high-frequency testing voltage tests, in
accordance with IEC 60034-15, of individual phase windings (coils) of the machine shall be provided to
demonstrate a satisfactory level of resistance to turn-to-turn faults caused by step-fronted switching surges.
18.3.4 Design.
18.3.4.1 A machine casing, bearing shields, guards of air intakes and outlets shall be made of steel
alloys. Aluminium alloys for the above parts are not allowed.
18.3.4.2 A draining arrangement readily accessible for maintenance shall be provided in the lower part
of a machine casing for removal of condensate.
Vertically-designed motors shall be fitted on their top with a rigidly secured canopy preventing the
ingress of water and foreign objects inside the machine. A lower end shield shall be shaped so as to prevent
accumulation of water in way of a bearing.
18.3.4.3 Lead boxes of machines shall be dimensioned so as to ensure:
necessary insulation distances between current-carrying parts and the casing;
a sufficient space for arrangement of connecting cable terminations and windings ends.
An individual terminal box shall be provided for instrument current transformers, heating
anticondensation elements, temperature detectors, etc.
18.3.4.4 The leads of stator winding phases shall enter a separate terminal box, which is different from
the ones for lower voltages, through a sealing gasket.
A separate terminal box may be provided for neutral leads.
Terminals for earthing cable cores shall be provided inside terminal boxes. In this case, a reliable
electrical connection between a machine casing and box body shall be ensured.
18.3.4.5 Motors having the rated power 1000 kW and over shall be fitted with differential protection
devices. For this purpose, a separate lead box shall be provided on a motor casing, located on the opposite
side from the main box, in which a sufficient space for three current transformers and leads of neutral
winding ends shall be provided.
In case of the impossibility, due to the small size of the engine room, to mount the above-mentioned lead box
on the opposite side from the main box, the said box may be mounted at any convenient place on the motor casing.
18.3.4.6 Bearings temperature of motors with power of 1000 kW and over shall be monitored by local
indicators (devices). Temperature detectors for remote control shall also be provided for each bearing.
18.3.4.7 In order to prevent the harmful effect of bearing currents, the bearing on the side opposite to a
drive shall be electrically isolated from a casing. The possibility of measuring insulation resistance of an
isolated bearing without its disassembly shall be provided.
18.3.4.8 The design of plain bearings shall provide:
.1 local indicators of the lube oil level;
.2 separate pump with a local pipeline, tank, cooler, filter and flow-rate indicator when forced
circulating lubrication is used;
.3 potential fitting of instruments for vibration control, including pertinent cable lines, as well as of
instruments for bearing wear measurements;
.4 potential use of the motor starting interlock when lubrication fails.
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18.4 POWER TRANSFORMERS

18.4.1 General.
18.4.1.1 Dry-type transformers shall meet the requirements of IEC 60076-11.
Dry-transformers in use shall have earthed screens between high and low voltage windings.
Liquid-cooled transformers shall meet the requirements of IEC 60076.
Oil-immersed transformers shall, as a minimum, be provided with the following alarms and
protections:
"minimum liquid level" _ alarm and automatic trip or load reduction;
"maximum liquid temperature" _ alarm and automatic trip or load reduction;
"high gas pressure in enclosure" _ automatic trip.
18.4.1.2 Transformers located in spaces accessible to unqualified personnel shall have a degree of
protection provided by enclosure of at least IP4X.
18.4.1.3 Where the low-voltage side of transformer has an insulated neutral point, a spark fuse shall be
inserted between the neutral point of each transformer and ship's hull.
The fuse shall be rated for not more than 80 % of the minimum test voltage of services fed through the
given transformer.
18.4.1.4 The equipment for monitoring the condition of insulation on the lower-voltage side of the
unit or for detecting locations of this insulation damages may be connected to the fuse in parallel. This
equipment shall not interfere with the reliable operation of the fuse.
18.4.1.5 Effective means (e.g. heating) shall be provided to prevent condensation and moisture
accumulation inside the transformers when de-energized.
18.4.1.6 Use of aluminium as material for the transformer windings is permitted provided the
following conditions are met:
.1 provision is made for protection of the windings and their outlets from the corrosion in the
conditions of the open sea;
.2 provision is made for protection from galvanic corrosion at the joints of the windings with current-
carrying parts made from other materials;
.3 joints indicated in 18.4.1.6.2 are accessible for inspection and protected from loosening.
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18.5 CABLES

18.5.1 General.
18.5.1.1 Cables shall be constructed in accordance with the requirements of IEC 60092-353
and 60092-354 or other equivalent standards.
18.5.1.2 For three-phase cable systems, triple-core cables with multiwire cores shall be used. The
cross-sectional area of the cable conductor for power circuits shall be at least 10 mm2.
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18.6 SWITCHGEAR AND CONTROLGEAR ASSEMBLIES

18.6.1 General.
Switchgear and controlgear assemblies shall be constructed according to IEC 62271-200 and the
following additional requirements.
18.6.2 Construction.
18.6.2.1 Mechanical construction.
18.6.2.1.1 Switchgear shall be of the metal-enclosed type in accordance with the requirements
of IEC 62271-200, or of the insulation-enclosed type in accordance with the requirements of IEC 62271-201,
or in accordance with the requirements of national standards.
18.6.2.1.1.1 Switchboards shall be locked with a special key other than for lower-voltage switchboards
and switchgear. Opening of doors and withdrawal of separate part shall be possible only after
disconnection of the panel or switchboard from the electric network.
18.6.2.1.1.2 Passageways for a switchboard and electrical equipment inspection at least 800 mm wide
and 1000 mm wide between the bulkhead and switchboard, and between parallel switchboard sections
respectively, shall be provided along the switchboards. Where intended for maintenance, their width shall
be increased up to 1000 mm and 1200 mm respectively.
The specified width of these passageways is required irrespective of the applied means of protection
against contact, like doors, a net or insulated guardrails.
The doors, continuous bulkheads and net screens shall be at least 1800 mm high.
The perforated bulkheads or net screens shall ensure a degree of protection not below IP2X.
Two insulated guardrails shall be fitted along the switchboard at the heights of 600 mm and 1200 mm.
18.6.2.1.1.3 Live parts of electrical installation shall be located at a distance specified in
Table 18.6.2.1.1.3 away from protection guards.
T a b l e 18.6.2.1.1.3
Nominal voltage, kV Minimum height of Minimum distances of live electrical parts from various protection guards, mm
passageway, mm
solid doors and continuous bulkheads net doors insulated guardrails
and screens
3 (3,3) 2500 100 180 600
6 (6,6) 2500 120 200 600
10 (11) 2500 150 220 700
15 2500 160 240 800

18.6.2.2 Locking facilities.

Withdrawable circuit breakers used in switchboards shall be provided with mechanical locking
facilities in both service and disconnected positions. For maintenance purposes, key locking of
withdrawable circuit breakers and other equipment and fixed disconnectors shall be provided.
Withdrawable circuit breakers shall be located in the service position so that there is no relative motion
between fixed and moving portions.
18.6.2.3 Shutters.
The fixed current-carrying contacts of withdrawable circuit breakers shall be automatically covered by
insulating shutters when the circuit breaker is drawn out. Insulating shutters for incoming and outgoing
circuits may be done by using colours or labels.
18.6.2.4 Earthing and interphase fault devices.
In order to ensure the safe maintenance of high-voltage switchgear, an adequate number of devices for
forced busbar fault and earthing for busbars and outgoing feeders shall be provided.
18.6.2.5 Internal arc classification (IAC).
Switchgears and controlgear assembles shall be classified according to internal arc classification.
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Where switchgear is accessible by authorized personnel only Accessibility Type A is sufficient.

Accessibility Type B is required if accessible by non-authorized personnel (refer to IEC 62271-200,
Annex AA; AA2.2).
Installation and arrangement of the switchgear and contourgear shall comply with their IAC and
arrangement (F _ Front side; L _ Lateral side; R _ Rear side).
18.6.3 Auxiliary supply system.
18.6.3.1 Source of supply.
Where a separate auxiliary electrical or other source of power is required for operation of circuit
breakers and other switches, and also for protection devices, in addition to such a main source, a stand-by
one, which an energy supply shall be sufficient for at least two operations of all the components, shall be
provided.
However, the circuit breaker releases activated due to overload, short-circuit or undervoltage shall be
independent of any electrical sources of power.
The requirements does not preclude using the releases activated by an operating voltage, provided that
the control of tripping circuits and their supply system integrity (continuity) will be ensured, i.e. if the
integrity of the circuits is broken or their supply system is faulty (fails), an alarm will be activated.
18.6.3.2 Number of supply sources.
At least one independent stand-by source of power supply for split main switchboards (refer
to 18.2.1.1) for operation of circuit breakers and other switches, in addition to their own supply sources
each fed from its own busbar system, shall be provided. Where necessary, an emergency source of
electrical power intended for activation of the machinery installation from fully de-energized or dead ship
condition may be used for this purpose.
18.6.4 High-voltage tests.
Every main and other switchboards shall be tested by a high voltage of standard frequency. The test
procedure and voltage values shall meet the requirements of an appropriate national standard or
IEC 62271-200.
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18.7 INSTALLATION

18.7.1 Electrical equipment.

18.7.1.1 Where high-voltage equipment is not contained but a special room forms the enclosure of the
equipment, the access doors shall be so interlocked that they cannot be opened until the supply is isolated
and the equipment earthed down.
At the entrance of the rooms or spaces where high-voltage equipment is installed, caution notes shall
be placed, which indicate danger of high-voltage. The relevant free space shall be provided in the vicinity
of high-voltage equipment to prevent significant potential hazard to the service personnel during the
technical maintenance. In addition, the distance between the switchboard and the above ceiling/deck shall
meet the requirements of internal arc classification in compliance with IEC 62271-200.
18.7.1.2 Electrical equipment shall be in special electrical spaces and shall have a degree of protection
at least IP23 (refer also to 18.6).
When justified, the equipment may be installed outside the above spaces provided its degree of
protection is the last IP44 and access to current-carrying parts of the equipment will only be possible when
the voltage is off and special tools are used.
18.7.1.3 A diagram of connections and a drawing of electrical equipment arrangement shall be
available in the special electrical space.
18.7.2 Cables.
18.7.2.1 Cable run laying.
Cables shall not run through accommodation spaces. However, when required due to technological
reasons, such laying is allowed in special enclosed transit systems (structures).
18.7.2.2 Segregation.
High-voltage cables shall be segregated from cables for voltage below 1000 V. In particular, they shall
not be run in the same cable bunch, nor in the same ducts or pipes, or in the same boxes with cables for a
voltage 1000 V and below.
Where high-voltage cables of different voltage ratings are installed on the same cable tray, the
insulation distances between the cables shall not be less than those specified for a high-voltage cable
according to 18.2.3.1.
18.7.2.3 Installation of cables.
High-voltage cables shall be laid in earthed metallic pipes or metallic ducts, or to be protected by
earthed metallic enclosures.
Open installation of cables (on carrying pressed panels) is allowed if they have a continuous metallic
armour, which shall be reliable and repeatedly earthed.
18.7.2.4 Cable terminations.
Terminations in all conductors of high-voltage cables shall be effectively covered with a suitable
insulating material. In terminal boxes, if conductors are not insulated, phases shall be separated from earth
and from each other by other by durable barriers of a suitable insulating material.
High-voltage cables, having a conductive layer between phases to control the electric field within the
insulation, shall have terminations, which provide electric stress control.
Terminations shall be of the type compatible with the insulation and jacket material of the cable and to
be provided with means for earthing all metallic shielding components (metallic tapes, wires, etc.).
18.7.2.5 Marking.
High-voltage cables shall be readily identifiable by suitable marking.
18.7.2.6 Tests after installation.
Before putting into service of a new high – voltage cable network or after its updating (repair or
additional cables installation), each cable and its accessories (terminations, earthing ends, etc.) shall be
tested by a high voltage.
Tests shall be carried out after an installation resistance measurement.
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For the cables of a rated voltage ((Uo/U) above 1,8/3 kV (Um=3,6 kV) testing of electric strength of
insulation shall be performed by a.c. testing voltage in compliance with the manufacturer's
recommendations as follows:
a) during 5 min by phase-to-phase voltage of the system being applied between the cable core and a
metal screen/braiding;
b) during 24 h by nominal voltage of the system.
Or by the d.c voltage being equal to 4Uo during 15 min.
For cables with nominal frequency (Uo/U) below 1,8/3 kV (Um=3,6 kV) testing of the electrical
strength of insulation is made by d.c. voltage equal to 4Uo during 15 min.
where: Uo is rated a.c. voltage of rated frequency for which the cable is intended applicable between
the phase wires and earthing and a metal screen;
U is rated a.c. voltage ofrated frequency for which the cable was intended applicable between the
phase wires;
Um is maximum voltage value in the high voltage system when the equipment capable for operation.
Upon testing, the cable cores shall be grounded for the certain period of time sufficient for removal of
the obtained electric charge.
Then the repeated measurement of cable insulation resistance shall be made.
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19 REQUIREMENTS FOR ELECTRICAL EQUIPMENT PROCEEDING FROM SHIP

PURPOSE1

19.1 PASSENGER SHIPS

19.1.1 Supply and signalling.

19.1.1.1 Electric drives of sea-water pumps, air compressors and control-and-signalling devices of
automatic sprinkler systems shall be supplied directly from the main and the emergency distribution
boards through separate feeders. The feeders shall be connected to an automatic switch fitted near
the pump of the sprinkler system. Normally, the switch shall be connected to the feeder from the
main distribution board, and in case of supply failure it shall automatically switch over to the supply
feeder from the emergency distribution board. At the main and the emergency distribution boards,
the switches of the feeders shall be clearly marked off and shall be permanently in the "on" position.
No other switches shall be fitted to these feeders.
19.1.1.2 Supply cables of sea-water pumps, air compressors and control-and-signalling devices of
automatic sprinkler systems shall not run through machinery casings, galleys and other enclosed
spaces of high fire hazard, except where the above devices and machinery are installed in the spaces
in question.
19.1.1.3 In saloons, in way of stairs, passages and ladders to the boat deck, the lighting fixtures
shall be supplied through two independent feeders at least (refer also to 6.2.3).
19.1.1.4 The supply systems of essential ship gear shall be so designed that a fire in one of the
main vertical fire zone would not damage the above service supply systems in another main vertical
fire zone. This requirements may be considered satisfied where the main and emergency supply
feeders of the services running through any such zone are as distant from each other as possible both
vertically and horizontally.
19.1.1.5 General alarm system shall consist of two independent groups: one for passengers and
the other for the crew.
A special alarm, operated from the navigation bridge or fire control station, shall be fitted to summon
the crew. The alarm may be part of the ship's general alarm system the requirements for which are
specified in 7.4.
In passenger ships with a low-power electrical plant or with a number of passengers less than 36, one
group of general alarms is permitted.
19.1.1.6 A fixed fire detection and fire alarm system shall meet the following additional requirements:
.1 be capable of remotely and individually identifying each detector and manually operated call point;
.2 one section of automatic and manual detectors shall not be located in more than one main vertical zone;
.3 when the system is required to sound a local audible alarm within the cabins where the detectors are
located, means to silence the local audible alarms from the control panel shall not be permitted.
19.1.2 Supply from emergency sources of electrical power.
19.1.2.1 In passenger ships of unrestricted service and of restricted area of navigation R1, the
emergency sources of electrical power shall simultaneously supply, during 36 h, the following
services:
.1 emergency lighting for:
muster and embarkation stations for boarding life-saving appliances and spaces overboard where life-
saving appliances are launched according to 2.3.4 and 2.7.7, Part II "Life-Saving Appliances" of the Rules
for the Equipment of Sea-Going Ships;
indicators of exits to the boat deck and notice-plates at the life-saving appliances;

1
The present requirements are additions and amendments to the relevant requirements of Sections 1 to 18.
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exits from the spaces where a large number of passengers, special personnel or crew members can
gather simultaneously;
alleyways, stairways and exits to the open deck in all accommodation and service spaces as well as
passenger lift cars;
machinery spaces and generator rooms with their local control stations;
all control stations as well as main and emergency switchboards;
emergency diesel generator space;
wheelhouse;
chartroom and radioroom;
stowage positions for emergency and fireman's outfit and positions where manual fire alarms are fitted;
steering gear compartments;
positions of attendance upon emergency fire and bilge pump, sprinkler pump and starting positions of
their motors;
helicopter hangars and landing areas;
gyrocompass space;
medical space.
.2 navigation lanterns, lanterns of "Vessel not under command" signal and other lanterns
required by Part III "Signal Means" of the Rules for the Equipment of Sea-Going Ships;
.3 radio equipment and navigational equipment according to the requirements of Parts IV
"Radio Equipment" and V "Navigational Equipment" of the Rules for the Equipment of Sea-Going
Ships;
.4 internal communication, announcing and general alarm systems;
.5 fire detection and alarm systems, fire door control devices and indicators showing the position
of fire doors specified in 2.2.3.3, Part VI "Fire Protection";
.6 sound signal means (whistle, gong, etc.), daylight signalling lamps, manual summoning signals
and other signals as required under emergency conditions;
.7 one of the fire pumps, a pump of the automatic sprinkler system, an electric-driven pump of the
pressure water-spraying system referred to in 3.4.7, Part VI "Fire Protection", as well as electrical
equipment used to ensure operation of the high expansion foam fire extinguishing systems referred to
in 3.7.3, Part VI "Fire Protection";
.8 emergency bilge pump and equipment essential for operation of remote-controlled bilge valves;
.9 services listed in 7.3.6 and 7.3.8, Part VI "Fire Protection" for Class INF2 and INF3 ships in
accordance with classification given in 7.3.2, Part VI "Fire Protection", regardless of area of navigation
and tonnage of the ship;
.10 other systems, which operation will be considered by the Register to be vital for ensuring the
safety of the ship and persons on board.
The services indicated in 19.1.2.1.3 to 19.1.2.1.6 may be fed from its own accumulator batteries
located according to 9.2 and having a capacity sufficient for their supply for a period of 36 h.
For ships of restricted areas of navigation R2, R2-RSN, R2-RSN(4,5), R3-RSN and R3, the period of
36 h may be reduced to 12 h.
19.1.2.2 Emergency sources of electrical power shall ensure the supply of steering gear in
accordance with 5.5.6.
19.1.2.3 Emergency sources of electrical power shall supply, for a period of 30 min, the following
services:
.1 electrical drives of watertight doors together with their indicators and warning signals.
Sequential operation of the doors may be permitted providing all doors can be closed in 60 s;
.2 emergency electric drives of passenger lifts. Passenger lifts may be operated sequentially;
.3 supplementary lighting shall be provided in all cabins to clearly indicate the exit. Such lighting may be
connected to an emergency source of power or have a self-contained source of electrical power in each cabin.
19.1.2.4 Where a generator serves as the emergency source of electrical power, it shall be:
.1 driven by an internal combustion engine (refer to 2.2.5, Part IX "Machinery");
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.2 automatically started in case of supply failure, and automatically switched over to the busbars
of the emergency distribution board; services listed under 19.1.2.7 shall be automatically supplied
from the emergency generator. The total time for starting and carrying the board by the generator
shall not exceed 45 s;
.3 for an emergency, a transitional source of electrical power shall be provided, which shall be
activated immediately upon de-energizing.
19.1.2.5 Where an accumulator battery serves as the emergency source of electrical power, it
shall:
.1 operate without recharging and with voltage across its terminals within 12 % of rated voltage
during the whole discharge period, where voltage variations across the terminals of accumulator
battery connected to an electronic voltage converter are determined by the permissible range of
voltage variation across the terminals of the converter;
.2 be automatically connected to the busbars of the emergency distribution board in case of
supply failure and supply at least the services listed under 19.1.2.7 during the time stipulated
by 19.1.2.1.
19.1.2.6 For the emergency transitional source of electrical power required by 19.1.2.4.3, an
accumulator battery shall be used, which shall operate without recharging and with voltage across its
terminals within 12 % of rated voltage during the whole discharge period. Voltage variations across
the terminals of accumulator battery connected to an electronic voltage converter are determined by
the permissible range of voltage variation across the terminals of the converter, which shall not be
above values specified in 2.1.3.1.
19.1.2.7 The capacity of the battery serving as transitional source of electrical power shall be
sufficient for supplying the services listed below during 30 min:
.1 lighting and necessary navigation lights according to 19.1.2.1.1 and 19.1.2.1.2;
.2 internal communication and announcing systems required in an emergency;
.3 general alarm system, fire detection and alarm systems, control devices of fire doors and
indicators showing the position of fire doors specified in 2.2.3.3, Part VI "Fire Protection";
.4 daylight signalling lamps, sound signal means (whistles, gongs, etc.) and other types of signals
required under emergency conditions;
.5 arrangements for closing watertight doors, their position indicators and signals warning of
their closing.
Sequential closing is permitted;
.6 ship's security alarm system and AIS installation required by Part IV "Radio Equipment" and Part V
"Navigational Equipment" of the Rules for the Equipment of Sea-Going Ships.
Services listed under 19.1.2.7.2 to 19.1.2.7.6 may be supplied from their own accumulator batteries,
which shall ensure their supply during the time necessary.
19.1.3 Electrically powered low-location lighting (refer to 8.5.5, Part III "Equipment, Arrangements
and Outfit").
19.1.3.1 The low-location lighting system shall be connected to the busbars of the emergency
switchboard so as to be powered by the main source of electrical power under normal circumstances
and also by the emergency source of electrical power when the latter is in operation.
The low-location lighting system shall function at all times.
19.1.3.2 Where an accumulator battery is the emergency source of electrical power, its capacity
shall be sufficient for powering the low-location lighting system for at least 60 min.
19.1.3.3 The additional emergency lighting required by 19.3.3 may be accepted to form partly or
wholly the low-location lighting system, provided that such system complies with the requirements
of 19.1.3.
19.1.3.4 The electrically powered low-location lighting system shall ensure the following minimum
standards of luminance:
.1 for luminous surface of the planar source _ 10 cd/m2, the light band being not less than 15 mm
in width;
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.2 for the point source _ 35 mcd in the directions of approach and viewing, along with that:
the direction of viewing for the sources located on a horizontal plane, i.e. on the deck, shall be within a
cone with an angle of 608, the axis of which is inclined at 308 to the source installation plane (refer to
Fig. 19.1.3.4.2-1);

Fig. 19.1.3.4.2-1

the direction of viewing for the sources located on a vertical plane, i.e. on the bulkheads (e.g. for
marking of the door handles) shall be within a cone with an angle of 608, the axis of which is
perpendicular to the source installation plane (refer to Fig. 19.1.3.4.2-2);
spacing between sources shall be not more than 300 mm.

Fig.19.1.3.4.2-2

19.1.3.5 Power supply of the LLL system shall be such that a failure of any single light or fire in one
fire zone or on one deck do not result in lighting and escape route marking in another fire zone being
ineffective.
19.1.3.6 Failure or damage, other than short circuit, of any single light, shall not result in loss of
visible delineation of the escape route at a length of more than 1 m.
19.1.3.7 The electrical equipment (lights) shall be provided with a minimum degree of ingress
protection of IP55.
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19.1.4 Additional requirements for passenger ships having a safety centre.

19.1.4.1 Internal communication shall comply with the requirements of 2.2.8.3 and 2.2.8.5, Part VI
"Fire Protection".
19.1.4.2 General alarm shall comply with the requirements of 2.2.8.6.4, Part VI "Fire Protection".
19.1.4.3 Indication of closing watertight and fire doors shall comply with the requirements
of 2.2.8.6.3, Part VI "Fire Protection".
19.1.4.4 Flooding detection system shall comply with the requirements of 2.2.8.6.8, Part VI "Fire
Protection".
19.1.4.5 Indication of closing doors on passenger ro-ro ships shall meet the requirements of 2.2.8.6.7,
Part VI "Fire Protection".
19.1.5 Additional requirements for passenger ships having length, as defined in 1.2.1 of the Load
Line Rules for Sea-Going Ships, of 120 m or more or having three of more main vertical zones.
19.1.5.1 Steering systems and steering-control systems shall comply with the requirements of 2.2.6.7.2
and 2.2.6.8, Part VI "Fire Protection".
19.1.5.2 Lighting of safety areas shall comply with the requirements of 2.2.6.13.7, Part VI "Fire
Protection".
19.1.5.3 Lighting along escape routes, at assembly stations and at embarkation stations of life-saving
appliances, shall comply with the requirements of 2.2.7.4.2, Part VI "Fire Protection".
19.1.5.4 Internal communication shall additionally comply with the requirements of 2.2.6.7.6, 2.2.6.8
and 2.2.7.4.4, Part VI "Fire Protection".
19.1.5.5 Flooding detection system shall comply with the requirements of 2.2.6.7.7 and 2.2.6.8,
Part VI "Fire Protection".
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19.2 OIL TANKERS AND OIL RECOVERY SHIPS

19.2.1 General.
The requirements of the Chapter cover the electrical equipment of oil tankers and oil recovery ships
intended for the carriage of petroleum products having a flash point 60 8C and below and petroleum
products having a flash point 60 8C and above, which require heating up to a temperature less than 15 8C
below the flash point.
The electrical equipment of oil tankers (>60 8C), oil recovery ships (>60 8C) and bilge water removing
ships (>60 8C) is covered by the requirements of 19.2.3.2.3.2, 19.2.5, 19.2.6.2 (refer also to 9.6.5,
Part VIII "Systems and Piping").
The requirements of this Chapter specify the boundaries of dangerous zones, the division of ship's
spaces and areas into zones, the installation of electrical equipment in hazardous spaces and areas in
compliance with IEC 60092-502 "Electrical Installations in Ships – Tankers – Special Features".
19.2.2 Distribution of electrical power.
For distribution of electrical power on board the ship, only the following systems may be used:
.1 two-wire insulated system for direct current;
.2 two-wire insulated system for single-phase alternating current;
.3 three-wire insulated system for three-phase alternating current (also for voltage above 1000 but
not in excess of 11000 V a.c.);
.4 three-wire system with neutral earthed through a high-value resistor for voltages above 1000
but not in excess of 11000 V a.c., provided that any possible resulting current does not flow directly
through any dangerous spaces and areas.
19.2.3 Dangerous zones, spaces and areas.
19.2.3.1 Classification of dangerous zones.
Zone 0, in which an explosive gas/air mixture is continuously present or present for long periods.
Zone 1, in which an explosive gas/air mixture is likely to occur in normal operation.
Zone 2, in which an explosive gas/air mixture is not likely to occur, and if it occurs it will only exist for
a short time.
19.2.3.2 Division of spaces and areas into zones.
19.2.3.2.1 Zone 0:
.1 internal areas of cargo compartments and tanks, cargo piping and transfer systems of
recovered oil;
.2 open areas lying at a height up to 1 m from oil-covered water surface (for ships operating in the
oil spill).
19.2.3.2.2 Zone 1:
.1 cofferdams and segregated ballast tanks adjoining cargo tanks as well as the forepeak, if served by a
system connected to ballast tanks installed in the cargo area;
.2 enclosed or semi-enclosed spaces containing cargo pumps or cargo piping, provided the latter
is not all-welded;
.3 enclosed and semi-enclosed spaces above the deck of cargo compartments and tanks, which
have their bulkheads above or level with the bulkheads of the cargo compartments and tanks;
.4 enclosed and semi-enclosed spaces immediately above cargo pump rooms and also above
vertical cofferdams adjoining cargo compartments and tanks unless separated by a gastight deck and
provided with mechanical ventilation;
.5 areas and spaces other than cofferdams adjoining cargo compartments and tanks and located
below cargo compartment and tank top;
.6 areas and semi-enclosed spaces on the open deck within 3 m of any outlets other than ventilation outlets,
cargo tank manholes and hatches, pump rooms and cofferdams adjoining cargo tanks, of cargo valves and
cargo piping flanges, as well as areas on open deck within 3 m of cargo vapour outlet (small volumes) and of
the pump room ventilation outlets mentioned in 9.7.4 and 12.4.6, Part VIII "Systems and Piping";
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.7 areas on open deck, or semi-enclosed spaces on open deck in the vicinity of any cargo gas outlet
arranged according to 9.7.11, Part VIII "Systems and Piping", equipped with high-speed devices to ensure
the passage of large volumes of gas or vapour mixture at the rate of 30 m/s at least during cargo loading
and ballasting or during discharging, within a vertical cylinder of unlimited height and 6 m radius centred
upon the center of the outlet, and within a hemisphere of 6 m radius below the outlet;
.8 areas on open deck, or semi-enclosed spaces on open deck, within 1,5 m of cargo pump room
entrances, cargo pump room ventilation inlet, openings into cofferdams or other zone 1 spaces;
.9 areas on open deck within spillage coamings and trays surrounding cargo manifold valves and 3 m
beyond these, up to a height of 2,4 m above the deck;
.10 areas on the open deck above cargo compartments and tanks over the full breadth of the ship
and 3 m fore and aft of their boundary bulkheads up to a height of 2,4 m above the deck as well as
enclosed and semi-enclosed spaces within this area. For ships operating in the oil spill, this area is
extended to cover the whole length of the ship;
.11 storage spaces for cargo hoses and equipment for collecting spilt oil (oil collectors);
.12 enclosed and semi-enclosed spaces having direct access or other openings into one of the
above areas and spaces;
.13 spaces and areas above cofferdams adjoining cargo compartments and tanks, which are not
divided by oil- and gastight bulkheads and decks, not adequately ventilated and entered from an
upper deck.
19.2.3.2.3 Zone 2:
.1 areas above zone 1 over the full breadth and length of the ship to a height of 6 above the deepest
load waterline (for ships operating in the oil spill);
.2 internal areas of cargo compartments and tanks, slop tanks, cargo piping, transfer systems of
recovered petroleum products having a flash point >60 8C and their ventilation systems;
.3 areas on open deck or semi-enclosed spaces 4 m beyond the cylinder and 4 m beyond the sphere
with the radius of 6 m defined in 19.2.3.2.2.7;
.4 areas or spaces within 2 m of the areas defined in 19.2.3.2.2.6.
19.2.3.2.4 Spaces and areas not included in zones 0, 1 and 2 are considered safe.
19.2.3.3 Enclosed spaces having direct access to or other openings into areas listed under
19.2.3.2.2.10 are not regarded as dangerous if provision is made for two self-closing gastight doors
forming an air lock and, additionally, for mechanical supply ventilation with air suction from
locations outside dangerous zones.
19.2.3.4 In the case of ships operating in the oil spill, entrances, ventilation openings (both for
suction and discharge) and other openings of safe spaces such as accommodation, service spaces and
machinery spaces, control stations and wheelhouse, which have no gastight closures, shall not be
located more than 6 m below the deepest waterline and, under all circumstances, shall be outside
dangerous zones.
Entrances to safe spaces lying more than 6 m below the deepest waterline or within dangerous
zones shall be provided with air locks. In such spaces, openings more than 6 m below the waterline
shall bear gastight closures when operating in the oil spill.
19.2.4 Electrical equipment in hazardous areas.
19.2.4.1 Only the following electrical equipment may be considered for zone 0 spaces:
.1 certified intrinsically-safe apparatus of category (ia);
.2 simple electrical apparatus and components (for example, thermocouples, photocells, strain gauges,
junction boxes, switching devices, included in intrinsically-safe circuits of category (ia), not capable of
storing or generating electrical power or energy for ignition of explosive mixture even in case of
disconnection, short circuit or earth fault in the intrinsically-safe circuit.
19.2.4.2 Only the following electrical equipment may be considered for zone 1 spaces:
.1 any type that may be considered for zone 0;
.2 certified intrinsically-safe apparatus of category (ib);
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.3 simple electrical apparatus and components (for example, thermocouples, photocells, strain gauges,
junction boxes, switching devices, included in intrinsically-safe circuits of category (ib), not capable of
storing or generating electrical power or energy for ignition of explosive mixture at normal operating
conditions;
.4 certified flameproof type (d);
.5 certified pressurized type (p). In this case automatic shutdown is required when values of over-
pressure fall below minimum prescribed values;
.6 certified increased safety type (e). In this case the electric motors with voltage of 3kV and above
require an addition protection such as air purging prior to the start to reduce the risk of spark striking in the
air gap;
.7 with compound sealing (m) ;
.8 special explosion protection (s);
.9 echo sounder transducers and their cables in compliance with the requirements of Part V
"Navigational Equipment" of the Rules for the Equipment of Sea-Going Ships, cables of an impressed
current cathodic protection system, housed within corrosion-resistant steel pipes with gastight connections
up to the upper deck and not located adjacent to a cargo tank bulkhead (refer also to 16.8.4.2);
.10 through runs of cables.
19.2.4.3 The electric motors driving the arrangements located in pump rooms shall be installed in
adjacent flameproof spaces (refer also to 4.2.5, Part VII "Machinery Installations"). The electric motors
shall be fitted with remote shut-down devices located outside the spaces where the motors are installed and
above the cargo tank deck (refer also to 9.4.4, Part VIII "Systems and Piping").
19.2.4.4 Lighting in pump rooms shall be interlocked with ventilation of these spaces in such a way as
to ensure the possibility of the lighting switching on with ventilation in operation only. Failure of the
ventilation system shall not result in the lighting switching off. Emergency lighting, if fitted, shall not be
interlocked with ventilation.
19.2.4.5 Only the following electrical equipment may be considered for zone 2 spaces:
.1 any type that may be considered for zone 1;
.2 tested specially, for example type (n) protection;
.3 the type which ensures the absence of sparks and arcs and of "hot spots" during its normal operation.
19.2.5 Portable electrical equipment used for collecting spilt oil.
19.2.5.1 Portable equipment for collecting and transfer of oil shall be of safe type.
19.2.5.2 Distribution boards and socket outlets for supplying portable oil-collecting and transfer
equipment on deck shall be permanently fitted in such a way that a cable connected to them would
not pass through door coamings or other closed openings serving as a boundary of dangerous spaces
and zones.
The design of such distribution devices and socket outlets shall provide for an interlock that would rule
out the possibility of the portable electrical equipment being connected to them when energized and ensure
protection from short-circuit currents and overvoltage in each phase.
19.2.5.3 Flexible cables for connection of portable electrical equipment used for collecting spilt oil
shall have a metallic braid (screen) covered by an external proof sheathing of an oil-resistant material.
19.2.6 Installation of cables.
19.2.6.1 On the decks of oil tankers and oil recovery ships, cables shall run on flying bridges in
suitable conduits (grooves). Single cables may be laid in pipes. Where the flying bridges are within
zone 1, cables complying with the requirements of 2.9.11 shall only be installed.
19.2.6.2 When cables are installed in conduits (grooves), the following requirements shall be met:
.1 cables in conduits (grooves) shall be loosely laid in rows on separators of non-metallic
materials; in this case, the possibility of lateral displacement of the row (cable) shall be excluded. It is
permitted to use methods of fixed pipeless installation of cables (in cable hangers, under clips), which
shall be approved by the Register from the viewpoint of the design features; in case of fixed
installation cables shall be laid not more than in two rows;
.2 cables shall not be in contact with metal parts of the conduit (groove);
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.3 cables shall not be subjected to constant or variable tensions due to deformation of the ship's
hull and shall be protected from this deformation, especially in way of detachable or sliding
connections between the gangway or platform and superstructures. In way of detachable or sliding
connections of the gangway or platform provision shall be made for expansion loops having the
inside radius of not less than 10 diameters of the thickest cable;
.4 cables shall be protected from direct exposure to solar radiation, sea waves, oil products
carried on board the ship and from mechanical damage;
.5 cables shall be separated from sources of heat by a distance specified in 16.8.4.1;
.6 cables runs on the passageway platform or in pipes inside spaces within zone 1, as well as
expansion loops shall not be located below 300 mm from the cargo tank deck;
.7 metal sheaths or armours of cables shall be earthed at both ends. For final subcircuits earthing
of the metal sheath may be effected only at the supply end.
19.2.6.3 In systems with voltages specified in 19.2.2.1.4, only cables having copper screens with
additional insulation covering may be used. The cross-sectional area of a screen shall be at least the
cross-sectional area of a conductor.
19.2.7 Integrated cargo and ballast systems.
19.2.7.1 These requirements are applicable to integrated cargo and ballast systems on tankers,
irrespective of the size or type of the tanker.
Within the scope of these requirements, integrated cargo and ballast system means any integrated
hydraulic and/or electric system used to drive both cargo and ballast pumps (including active control and
safety systems and excluding passive components, e.g. piping).
19.2.7.2 Measures shall be taken to prevent cargo and ballast pumps becoming inoperative
simultaneously due to a single failure in the integrated cargo and ballast system, including its control and
safety systems.
19.2.7.3 The emergency stop circuits of the cargo and ballast pumps shall be independent from the
circuits for the control systems. A single failure in the control system circuits or the emergency stop
circuits shall not render the integrated cargo and/or ballast system inoperative.
19.2.7.4 Manual emergency stops of the cargo pumps shall be arranged in a way that they are not cause
the stop of the power pack making ballast pumps inoperable.
19.2.7.5 The control systems shall be provided with a duplicate power supply from the main
switchboard. The failure of any power supply shall provide audible and visible alarm activation at each
pump control location.
19.2.7.6 In the event of failure of the automatic or remote control systems, a secondary means of
control shall be made available for the operation of the integrated cargo and ballast system. This can be
achieved by manual overriding and/or redundant arrangements within the control systems.
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19.3 SHIPS INTENDED FOR CARRIAGE OF MOTOR VEHICLES WITH FUEL IN THEIR TANKS
INCLUDING COMPRESSED HYDROGEN OR NATIONAL GAS FOR THEIR PROPULSION

19.3.1 General.
19.3.1.1 The requirements of this Chapter are applicable to electrical equipment of holds and other
spaces and areas intended for the carriage of motor vehicles with fuel in their tanks necessary for their
propulsion.
19.3.1.2 The holds and spaces specified in 19.3.1.1 belong to the category of dangerous spaces
and zones.
19.3.1.3 Cables shall be protected against mechanical damage. Cables installed horizontally shall
be positioned at a distance not less than 450 mm above the continuous deck or platform preventing a
free propagation of gases in the downward direction. The sealings where cables penetrate bulkheads
and deck shall be gastight.
19.3.1.4 Electrical equipment installed in ventilation ducts shall be of the following safe types:
increased safety (Exe) or with flameproof enclosure (Exd) and be able to operate in the explosive gas
environment and comply with IIC (compressed hydrogen) or IIA (compressed natural gas) gas mixture.
19.3.1.5 The lighting system in holds and spaces specified in 19.3.1.1 shall be arranged at least in
two groups, each supplied separately from an independent circuit.
19.3.2 Installation of electrical equipment in holds and spaces intended for carriage of motor vehicles
with fuel in their tanks in passenger ships and ferries.
19.3.2.1 In holds and compartments, in spaces located at a height of more than 450 mm above the
cargo deck or platform preventing free penetration of gases downwards, it is allowed to install
electrical equipment:
with the degree of protection at least IP55 provided the ventilation system ensures at least 10 air
changes per hour;
specially designed for use in zone 2.
19.3.2.2 In holds and spaces above the bulkhead deck, in zones less than 450 mm above the deck
or platform preventing, a free propagation of gases in the downward direction, electrical equipment
installed shall be of the following safe types: intrinsically safe (Exi), with pressurized enclosure (Exp),
with flameproof enclosure (Exd) or increased safety (Exe).
19.3.2.3 In holds and spaces below the bulkhead deck all the electrical equipment shall be of the
following safe types: intrinsically safe (Exi), with pressurized enclosure (Exp), with flameproof
enclosure (Exd) or increased safety (Exe).
19.3.3 Special requirements for passenger ships having ro-ro cargo spaces.
19.3.3.1 In passenger ships with roll-on/roll-off cargo spaces or special-category spaces as mentioned
under 1.5, Part VI "Fire Protection", apart from emergency lighting required by 19.1.2.1.1, additional
emergency lighting shall be provided in all public spaces and corridors, that shall serve for 3 hrs at least
under any heel of the ship and when all other electrical power sources fail.
This lighting shall make the escape routes clearly visible (or ensure an illumination intensity of 0,5 lx).
Any damage to a lighting fixture shall be clearly visible.
19.3.3.2 As electrical power sources for this additional lighting, accumulator batteries shall serve fitted
in lighting fixtures, continuously recharged from the emergency distribution board and replaced within the
period established by the manufacturer with regard to their service conditions.
19.3.3.3 In each corridor of crew spaces, in crew recreation rooms and in each space where the crew
members generally work, a hand lamp (lantern) shall be provided supplied from an accumulator unless
additional emergency lighting stipulated by 19.3.3.1 and 19.3.3.2 is installed in the space.
19.3.4 Installation of electrical equipment in holds and spaces intended for carriage of motor vehicles
with fuel in their tanks in cargo ships.
19.3.4.1 In holds and compartments, in spaces located at a height of more than 450 mm above the cargo
deck or platform preventing free penetration of gases downwards, it is allowed to install electrical equipment:
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with the degree of protection at least IP55 provided the ventilation system ensures at least 10 air
changes per hour;
specially designed for use in zone 2.
19.3.4.2 In holds, spaces and zones less than 450 mm above the cargo deck or platform
preventing a free propagation of gases in the downward direction, electrical equipment installed shall
be of the following safe types: intrinsically safe (Exi), with pressurized enclosure (Exp), with
flameproof enclosure (Exd) or increased safety (Exe).
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19.4 SPECIAL PURPOSE SHIPS

19.4.1 Supply of essential services.

In special purpose ships carrying more than 60 persons, the power supply of essential services shall
comply with 19.1.1.4.
19.4.2 Emergency sources of electrical power.
19.4.2.1 In special purpose ships carrying not more than 60 persons, the emergency source of
electrical power shall comply with 9.3.
Ships having a length above 50 m shall additionally comply with 19.1.2.3.1.
19.4.2.2 In ships carrying more than 60 persons, the emergency source of electrical power shall
comply with 19.1.2.
19.4.3 Electrical equipment in storerooms for explosives.
19.4.3.1 Except for lighting fixtures in glass hoods and protection gratings and cables in gastight
pipes, no electrical equipment shall be installed in storerooms for explosives specified in 2.1.5.3,
Part VI "Fire Protection".
19.4.3.2 Switches of lighting circuits shall be fitted outside storerooms for explosives and shall be
provided with light signals to indicate the presence of voltage in the lighting fixtures.
19.4.3.3 In storerooms for explosives, the devices for connection of portable electrical equipment
to the ship's mains shall be provided with nameplates indicating the rated electrical parameters and
shall have a protective enclosure not below IP56 type.
19.4.3.4 Storerooms for explosives shall be fitted with automatic heat detectors operating at
temperatures rising above 40 °C (refer to 6.2.2.17, Part VI "Fire Protection").
19.4.4 Ships used for processing the living resources of the sea and not engaged in their catching.
19.4.4.1 Survey of electrical equipment.
In addition to the requirements of 1.3.2, the electrical equipment of processing machinery (catch
processing) is subject to survey on board the ship (refer also to 1.3.2.4.1).
19.4.4.2 Survey during manufacture of electrical equipment.
The electrical equipment of processing machinery specified in 19.4.4.1 is subject to survey during
manufacture in addition to that listed in 1.3.3.1. Use of electrical equipment not fully complying with the
requirements of Sections 1 _ 18 is permitted.
19.4.4.3 Structural requirements and protection of electrical equipment of processing machinery and
refrigerating plants.
19.4.4.3.1 The electrical equipment installed in catch processing spaces shall be resistant to seawater
and fish processing products influence or shall be adequately protected against it.
19.4.4.3.2 The electric motors of the processing refrigerating compressors, fans of the refrigerated
holds and freezing apparatus and, in well-grounded cases, the electrical equipment of other processing
machinery shall be provided with heating arrangements to maintain a temperature which is at least by 3 8C
higher than the ambient temperature.
19.4.4.3.3 Distribution gear and start, control and protection devices of electrical equipment specified
in 19.4.4.3.1 shall be installed in special electrical spaces.
19.4.4.3.4 Cables installed in spaces subjected to prolonged influence of salt and other products of fish
processing shall be provided with sheaths resistant to such influence or be adequately protected.
19.4.4.4 Composition and capacity of main electrical power source.
19.4.4.4.1 Determination of the composition and capacity of the main source of electrical power shall
determined with regard to the following operating conditions of the ship:
running conditions;
manoeuvring;
in case of fire, hole in the ship's hull or other conditions affecting the safety of navigation, with the
main source of electrical power in operation;
processing.
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19.4.4.4.2 The capacity of generators composing the main electrical power source shall be such that if
any of them fail, the rest will ensure power supply of electrical equipment under conditions specified
in 19.4.4.4.1, as well as minimal habitable conditions to persons on board.
19.4.4.5 Distribution of electrical power.
19.4.4.5.1 Where the main electrical power source incorporates shaft generators not intended for
operation in parallel with the independently driven generators, the machinery and systems ensuring
propulsion, manoeuv-rability and safety of navigation shall be supplied from the busbars of independently
driven generators, while the electrical equipment of processing refrigerating plant and machinery shall be
supplied from the busbars of shaft generators.
19.4.4.5.2 The electric drives of processing refrige-rating compressors shall be supplied by separate
feeders from the busbars of the main switchboard. It is admissible for these drives to be fed from a separate
switchboard supplied by two feeders connected to different sections of the main switchboard.
19.4.4.5.3 Electrical circuit for supplying switchboards of the processing machinery (catch processing)
shall be separated electrically (galvanically) from the ship's mains.
19.4.4.5.4 If provision is made for electrical power transmission to other ships, a power transmission
switchboard separated electrically (galvanically) from the ship's mains shall be installed.
19.4.4.5.5 Where portable tools and movable mechanization facilities not permanently installed are
supplied from a circuit of more than 50 V, a safety isolation device in combination with a separating
transformer shall be used for each consumer. Such device shall interrupt power supply if the hull leakage
current exceeds 30 mA.
19.4.4.6 Lighting.
19.4.4.6.1 Catch processing spaces and refrigerating machinery rooms shall be illuminated by
stationary lighting fixtures, which shall be supplied and arranged in accordance with 6.2.3.
19.4.4.6.2 Fish storage holds shall be illuminated with stationary lighting fixtures, which shall be
supplied in accordance with 6.2.7.
19.4.4.7 Signalling.
A "Man-in-Hold" signal push-button shall be located inside the refrigerated holds at each exit to
actuate signal at the wheelhouse or another permanent attended space.
19.4.4.8 Emergency electrical installations.
19.4.4.8.1 The emergency source of electrical power shall comply with the requirements of 9.3.
19.4.4.8.2 In addition to the requirements of 9.3.1.1, the emergency source of electrical power shall
supply the emergency lighting for the catch processing spaces and the exits therefrom as well as for the
deck in way of fishing machinery.
19.4.4.8.3 Where a generator is used as the emergency source of electrical power, an emergency
transitional source of electrical power (accumulator battery) shall be provided, the capacity of which shall
be sufficient to supply the consumers specified in 9.3.7 and 19.4.4.8.2 during 30 min.
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19.5 CONTAINER SHIPS

19.5.1 General.
The requirements of the Chapter are applicable to the electrical equipment of ships intended for the
carriage of thermal containers.
19.5.2 Supply and distribution of electrical power.
19.5.2.1 As the rated power of electrical equipment of thermal containers their prescribed power
shall be taken. The consumed power of the electrical equipment of thermal container shall not
exceed 15 kW (18,75 kVA) under rated operating conditions.
19.5.2.2 The overload protective device of sources of electrical power prescribed in 8.2.3 shall
ensure disconnection of thermal containers from the main switchboard in the last turn (refer also
to 20.2.1).
19.5.2.3 The electrical circuit supplying the equipment of thermal containers shall be separated
from the ship's mains by transformers with separate windings, fed from the main switchboard.
19.5.2.4 The electrical installations of thermal containers shall be fed from special distribution
gear energized by separate feeders.
19.5.2.5 Socket outlets installed in cargo holds or on open decks in areas of stowage of thermal
containers shall be supplied by separate outgoing feeders from the special distribution gear
(switchboards) specified in 19.5.2.4 and 19.5.3.3.
19.5.2.6 The electrical circuit of socket outlets intended for supply of the electrical installations of
thermal containers shall be rated for 220/380 V voltage at 3-phase alternating current, 50 Hz in
frequency, or for 240/440 V voltage at 3-phase alternating current, 60 Hz in frequency.
19.5.2.7 For each isolated network of sockets monitoring of insulation resistance shall be provided
(refer to 2.11).
19.5.3 Distribution gear and transformers.
19.5.3.1 The distribution gear (switchboards) of thermal containers, electrical converters, if any,
and transformers with separate windings shall be installed in special electrical spaces.
19.5.3.2 The secondary winding of transformers with separate windings shall have an isolated
zero point.
19.5.3.3 Each distribution gear (switchboard) shall be equipped with appliances, which ensure:
.1 visual signalling to indicate the presence of voltage;
.2 connection and disconnection of each outgoing feeder supplying the socket outlets;
.3 short-circuit protection at the outgoing feeders supplying the socket outlets;
.4 measuring of insulation resistance with visible and audible alarm at the main machinery
control room at decreasing of the controlled value below the specified level.
19.5.4 Socket outlets.
19.5.4.1 In holds containing thermal containers it is allowed to install socket outlets used only for
power supply of containers with the degree of protection not less than IP55 type, and on open
decks _ IP56 type.
When the electrical systems of remote control over temperature, humidity, ventilation and other
characte-ristics of thermal containers are used, it is permitted to install additional socket outlets for
connection of these control devices in holds or on decks.
19.5.4.2 Socket outlets for power supply of the electrical equipment of thermal containers shall,
in addition to requirements of 6.6, be fitted with an isolating switch interlocked so that the plug
cannot be inserted or withdrawn while the switch is in the "on" position. A nameplate indicating the
voltage shall also be fitted.
19.5.4.3 The electrical installation of thermal containers shall be supplied from the ship's mains at
the direct sequence of phases A(R), B(S), C(T) according to the scheme given in Fig. 19.5.4.3.
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Fig. 19.5.4.3

19.5.4.4 Socket outlets intended for supply of the electrical installations of thermal containers
shall be rated at the following currents:
63 A for voltage of 220 V, 50 Hz or 240 V, 60 Hz;
32 A for voltage of 380 V, 50 Hz or 440 V, 60 Hz.
19.5.4.5 Socket outlets shall be designed so as to prevent connection of plugs rated for one
voltage to socket outlets rated for another voltage.
19.5.4.6 Design and dimensions of plugs and sockets shall correspond to international standards.
19.5.5 Protection earthing.
The receptacle intended for connection of the earthing conductor in the flexible cable of the thermal
container shall be grounded through the earthing conductor in the supply feeder, where the distribution
gear (switchboard) is installed for supply of socket outlets of thermal containers.
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19.6 CATAMARANS

19.6.1 In each hull of the ship at least one generator being a part of the main source of electrical power
shall be provided.
19.6.2 In each hull of the ship, a main distribution board shall be installed. One of the boards
may be installed above the bulkhead deck.
19.6.3 The busbars supplying the ship hulls shall be sectioned.
19.6.4 The emergency services of each hull shall be supplied from the emergency source of
electrical power through separate feeders.
19.6.5 The disconnecting switches of electrical equipment specified in 5.7.1, 5.7.2, 5.8.1, 5.8.2
and 5.8.3 shall be grouped separately for each hull.
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19.7 FLOATING CRANES AND CRANE SHIPS

19.7.1 Where systems similar to those mentioned in Section 17 are used for crane machinery of
floating cranes and crane ships, the requirements of this Section being also applicable to the electric
drives of crane machinery, such systems fall, so far as practicable, under the relevant requirements of
this Chapter.
19.7.2 For self-driven floating cranes, the capacity of the main source of electrical power shall be
sufficient for the selective operation of the crane both underway and during cargo-handling
operations.
19.7.3 Accumulator rooms, accumulator boxes and spaces containing emergency sources of electrical
power may be located below the bulkhead deck, provided all the requirements of 9.2 and 13.2 are satisfied.
19.7.4 To produce sound signals during cargo-handling operations, a sound-signal means shall be
fitted on the crane, activated from the operator's cabin.
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19.8 FLOATING DOCKS

19.8.1 General.
The requirements of this Chapter cover the electrical equipment of steel floating docks in addition to
the relevant requirements set forth in Sections 1 _ 18.
19.8.2 Survey of electrical equipment.
19.8.2.1 In addition to requirements of 1.3.2.1, the following kinds of equipment, systems and
devices are subject to survey on board the floating dock:
.1 electric drives and their systems of control and monitoring of the mechanisms ensuring
submersion and emersion of the dock;
.2 earthing of the docked ship.
19.8.2.2 All kinds of electrical equipment used in steel floating docks and listed under 1.3.3.1
and 19.8.2.1 are subject to survey during manufacture. For machinery and gear of non-autonomous
docks, it is permitted to use the electrical equipment not fully complying with the requirements of
Sections 1 _ 18.
19.8.3 Protective enclosures of electrical equipment.
Protective enclosures of the electrical equipment shall be in compliance with Table 2.4.4.2 considering
that dry compartments of the dock wing walls refer to the spaces of increased humidity, and dry
compartments of pontoons, tunnels in pontoons and other similar spaces refer to the extra humid category.
19.8.4 Earthing.
19.8.4.1 Each docked ship shall be earthed to the dock hull through at least two special flexible
cable connectors having a cross-sectional area not less than 70 mm2 each, and devices for connection
thereof to the dock hull shall be provided at the dock.
19.8.4.2 To connect the dock hull to the shore earthing system, it is necessary to provide at least
two flexible copper cables, having a cross-sectional area not less than 70 mm2 each, and also a device
for connection of these cables to the dock hull.
No metal earthing of the dock hull is allowed if a system of cathodic protection from corrosion is
applied, and circuits of the dock are electrically separated from the shore circuits.
19.8.4.3 All sections of the dock hull, pontoons, wing walls and similar structures shall be
electrically connected by reliable means.
19.8.5 Number and output of sources of electrical power.
19.8.5.1 Main sources of electrical power for docks may be as follows:
.1 for autonomous docks _ intrinsic generators;
.2 for non-autonomous docks _ shore electrical power system.
19.8.5.2 At least two generators and, in addition, a shore electrical power system, if necessary,
shall be provided as main sources of electrical power on autonomous docks.
For non-autonomous docks it is allowed to use only a shore electrical power system.
19.8.5.3 The power of main generators of autonomous docks or the power available from a shore
electrical power system shall be sufficient to ensure the following operating conditions of the dock:
submersion of the dock;
docking of the ship;
emersion of the dock;
emergency condition;
other conditions in accordance with the dock's purpose.
19.8.5.4 The power of main generators of the autonomous dock shall be such that in case of
failure of any generator the rest of the generators ensure safe submersion and emersion of the dock
and also docking and undocking of ships.
19.8.6 Distribution of electrical power.
19.8.6.1 The following systems of electrical power distribution are allowed for use in docks in
addition to those specified in 4.1.1:
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.1 three-phase four-wire alternating current system with earthed neutral wire;

.2 one-wire system, both alternating and direct current, with dock's hull return only for welding
circuit (refer also to 19.8.4), and also for devices of monitoring and measurement of insulation resistance.
19.8.6.2 In addition to 4.3.1 the following consumers shall be supplied by separate feeders from
the main switchboard busbars energized directly by the generators proper or through the
transformer, or by the shore electrical power system:
.1 system of monitoring, signalling and control of the dock submersion and emersion;
.2 switchboards for electric drives of the ballast system sluice valves associated with safe
operation of the dock;
.3 switchboards for supply of welding outfit;
.4 switchboards for supply of the docked ship.
19.8.6.3 Essential consumers and electric drives of machinery situated at the wing wall where no
source of electrical power is installed shall be supplied from the switchboard located therein. This
switchboard shall be considered as a separate part of the main switchboard and shall be fed from the
main switchboard by two feeders. The cross-section of each feeder shall be sufficient for supply of the
wing wall essential consumers in case of failure of one feeder. The supply feeders shall run between
wing walls in different spaces if it is permitted by the dock design.
In separate cases, installation of both feeders in one space may be allowed.
19.8.6.4 Signal marker lights may be supplied from lighting switchboards.
19.8.6.5 In case of high-voltage electrical power supply of the non-autonomous dock from the
shore electrical power system, in addition to the high-voltage feeder a device shall be fitted for
connection of the low-voltage supply feeder. This device shall be designed for continuous
transmission of electrical energy required at the idle dock when no repairs are carried out. In this
case, provision shall be made for continuous supply of at least one electric drive of maximum
capacity fire pump when fully loaded and also for supply of all electric motors of sluice valve drives
and lighting of main spaces.
When high-voltage electrical power is supplied to the non-autonomous dock by two independent
feeders, a low-voltage supply feeder need not be provided.
19.8.6.6 When the dock is supplied from the shore low-voltage electrical power system, it is required
to provide two feeders and two devices for reception of electrical power, one of them supplying the
consumers specified in 19.8.6.2 and the other _ at least the consumers referred to in 19.8.6.5.
19.8.6.7 Arrangement and design of devices for connection of cables used for power supply from
the shore electrical power system shall be such as to ensure:
.1 installation of cables at an adequate distance from one another to prevent simultaneous
damage of high-voltage and low-voltage feeders;
.2 absence of mechanical stresses in cables during submersion and emersion of the dock;
.3 prevention of transmission of mechanical stresses to the terminals intended for connection of
cables or wires.
It is recommended that the devices for reception of electrical power from the shore electrical power
system shall be located on different wing walls of the dock.
19.8.6.8 A bright and clear warning inscription indicating the voltage shall be made on the hull in
a prominent position or on the door of the external supply switchboard.
19.8.6.9 The maximum permissible level of the short-circuit power shall be determined for each
dock, which may be supplied from the shore electrical power system. This level shall be marked on
the warning inscription of the external supply switchboard.
19.8.6.10 The docked ships shall be fed from the stationary supply switchboards installed in the
dock.
19.8.6.11 Each supply switchboard of the docked ship shall be fitted with:
.1 switchgear and protective devices, terminals or plug and socket connectors for flexible cables
connected to the docked ship. All the terminals of the switchboard shall bear a mark indicating a
phase or pole;
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.2 a pilot lamp indicating the presence of voltage across switchboard terminals;

.3 a nameplate indicating the nominal voltage, nature of current, its permissible value and
frequency.
19.8.6.12 At the supply switchboard of the docked ship provision shall be made for the device for
fastening the ends of the flexible cable feeding the docked ship.
19.8.6.13 Cross-sectional area of the flexible supply cable of the docked ship shall be chosen for
rated current of the protection setting fitted in the outgoing feeders of the supply switchboard of the
docked ships.
19.8.7 Transformers.
In floating docks one transformer of adequate power may be used for supply of the lighting circuit and
circuits of essential consumers. In this case, it is recommended to provide for possible reserve supply of
these consumers from the transformer intended for feeding the docked ships.
19.8.8 Lighting.
In addition to provisions of 6.6.1, socket outlets for portable lighting fixtures shall be installed at least:
in dry compartments of wing walls where equipment and outfit for the system of submersion and
emersion of the dock is located;
in spaces of safety deck where the equipment for the system of submersion and emersion of the dock is
located;
in the space where the central control console of the dock submersion and emersion is located;
in the area of location of the mooring machinery electric drives.
19.8.9 Service telephone communication.
19.8.9.1 In the absence of other types of voice communication provision shall be made for
telephones of the ship's control group, which ensure clear two-way communication between the
following spaces:
main machinery control room _ warping capstans;
main machinery control room _ emergency diesel-generators space;
main machinery control room _ main switchboard space;
main machinery control room _ main diesel generator space;
main machinery control room _ high-voltage transformer space;
main machinery control room _ spaces of location of hand drives for sluice valves of the dock
submersion and emersion system;
main machinery control room _ fire-extinguishing station.
Besides, two-way independent voice communication shall be provided between the main machinery
control room and machinery space.
19.8.9.2 In docks provision shall be made for connection of at least one telephone set to the shore
telephone system.
19.8.10 General alarm system.
General alarm system shall be actuated from the main machinery control room and from the space
intended for the personnel on watch, if such a space is provided.
19.8.11 Installation of cables.
19.8.11.1 If the pontoon deck is illuminated with lighting fixtures of submersible type and if the
cables used are not light, they shall run to the lighting fixtures in water- and gastight pipes.
The pipes and their packings shall be selected with regard to operation under pressure not less than the
permissible pressure of submersible lighting fixtures.
19.8.11.2 On special agreement with the Register, cables may be installed on tray plates (saddles)
welded directly to the dock plating.
19.8.12 Distribution of electrical power and cabling with the use of one-wire system.
19.8.12.1 Relevant terminals of sources and consumers of electrical power shall be reliably
connected to the dock hull. This connection shall not be made in pipelines, tanks and cylinders
containing compressed gases, petrol and oil.
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19.8.12.2 For direct-current circuit the insulated wire shall be connected to the positive poles and
terminals of sources and consumers of electrical power.
Instruments, switchgear and protective devices shall be set to the positive pole.
19.8.12.3 Conductors used for connection of terminals of the electrical equipment and the dock
hull shall be equal in cross-sectional area to the conductors isolated from the hull.
19.8.12.4 Points of connection of conductors to the steel hull of the dock shall be situated in areas
and positions readily accessible for control and maintenance of contacts.
These points shall be located on structures, which are reliably joined by welding to the dock hull.
19.8.12.5 Working earthing conductors shall be joined in such a manner that reliable electrical
connection to the hull is ensured.
It is recommended to use high-power busbars, which are connected to the dock hull in several points.
19.8.12.6 Regardless of the system of electrical power distribution used for welding circuit, the
welding station in the docked ship shall be supplied by two-wire system from the welding circuit of
the dock.
Hull return system of the docked ship is not permitted.
19.8.12.7 When carrying out welding operations on the hull of the docked ship, a cable with a
potential opposite to that of the electrode shall be connected to the hull as close to the part being
welded as possible.
19.8.13 Busbar conduits.
19.8.13.1 The application of busbar conduits is allowed for floating docks. The degree of
protection of busbar conduits depending on the place of installation shall comply with the
requirements of 2.4.4.2.
19.8.13.2 Busbar conduits shall be designed for adequate load and shall withstand, along with
insulators and holders, mechanical stresses resulting from short-circuit current directly at busbars.
19.8.13.3 At alternating current exceeding 1500 A, provision shall be made for reduction of the
current loss in busbar holders, fixtures, insulators and structures which results from the influence of
magnetic fields.
19.8.13.4 All protective devices and switchgear connected immediately to the busbar conduit
shall be installed in places accessible for inspection and repair.
Cables and busbars connecting the protection devices and the busbar conduit shall not be more than 2 m
in length.
19.8.13.5 Busbar conduits with the degree of protection IP20 and below shall be installed at a
height not less than 2,5 m above the floor level.
19.8.13.6 Warning inscriptions indicating the voltage shall be made on the protective enclosure of
the busbar conduit at 3 to 5 m intervals throughout the whole length.
19.8.14 Emergency electrical installations.
19.8.14.1 Each floating dock shall be provided with an emergency source of electrical power
ensuring power supply of all the necessary consumers for not less than 3 h.
19.8.14.2 Emergency source of electrical power shall ensure supply of consumers as per 9.3.1,
which are installed on board the dock, and also supply of the following consumers:
.1 electrical drives essential for sluice valves of the system of the dock submersion and emersion
(at least 2 closings and openings of the sluice valves);
.2 indication and control circuits of the system of the dock submersion and emersion;
.3 command service communication.
19.8.14.3 If the emergency source of electrical power is a diesel generator with an automatic
starting system, provision shall be made for local starting of the diesel generator.
19.8.14.4 The emergency diesel generator space shall be located above the margin line of the dock and
be easily accessible from the open deck.
19.8.14.5 All the emergency consumers shall be supplied from the emergency switchboard.
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In well-grounded cases, the emergency diesel generator and emergency switchboard may be installed
in different spaces, and also one section of the main switchboard may be used as an emergency
switchboard, provided the main switchboard is located above the level of the margin line of the dock.
19.8.15 Electric drives of submersion and emersion system of the dock.
19.8.15.1 Electric drives for sluice valves of the submersion and emersion system shall not hinder
manual opening and closing of sluice valves. Interlocking device shall be also provided to prevent the
electric drive from operation in case of sluice valve change-over to manual control.
19.8.15.2 Electric drives for sluice valves shall be fitted with local and remote-controlled (in the
main machinery control room, etc.) indicators of sluice valve limit positions. For electric drives of
sluice valves intended for water distribution in the pontoon compartments it is also recommended to
provide for devices indicating the extent to which the sluice valve is open.
19.8.15.3 For sluice valves intended for water distribution in the pontoon compartments it is
recommended to provide for separate control of each sluice valve, as well as for group control of port
and starboard sluice valves.
19.8.15.4 Control circuit for electric drives of the drain (ballast) pump shall provide for local and
remote control from the main control station with indication of the pump operation or control of
electric motor load on the ammeter.
19.8.16 Connection of electrical power supply sources.
When generators of the autonomous dock or transformers of the shore power supply are connected
directly to the distribution busbar conduit, and the main switchboard is not installed, provision shall be
made for a common control desk fitted with control gear for circuit breakers of generators or transformers
and with instruments and devices of control, signalling and protective systems.
These instruments and devices are listed in 4.6.
19.8.17 High-voltage electrical installation of the dock.
19.8.17.1 High-voltage electrical installation of the dock shall comply with the requirements of
national standards and rules applicable to the shore electrical installations.
19.8.17.2 High-voltage electrical installation of the dock shall be located in separate special
electrical spaces.
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19.9 BERTH-CONNECTED SHIPS

19.9.1 For berth-connected ships, the following sources may be used as main sources of electrical
power:
generators;
shore electrical power system.
19.9.2 On independent berth-connected ships, provision shall be made for at least two generators
as main sources of electrical power.
In addition, the ship mains may be supplied from the shore electrical power system.
Berth-connected ships that are not independent may be supplied from the shore electrical-power
system only.
19.9.3 On independent berth-connected ships, the power of generators of the main power source or the
power supplied by the shore electrical power system shall be sufficient for the operation of services in
accordance with the ship purpose, in case of fire, hull leakage or other circumstances adversely affecting
the safety of the berth-connected ship while the main source of electrical power is in operation.
19.9.4 The main generator power of an independent berth-connected ship shall be sufficient to
ensure operation in accordance with 19.9.3 in the case of failure of any of the generators.
19.9.5 In floating hotels and hostels, power supply and signalling functions of essential systems
and gear shall be effected in conformity with 19.1.1.1 to 19.1.1.4.
The side, bow and stern lights may be supplied from lighting switchboards.
19.9.6 Each floating hotel or hostel shall be provided with an independent emergency source of
electrical power to ensure the operation of services in accordance with 19.1.2.1 during 12 h, as well as
the operation of services in accordance with 19.1.2.3 during 30 min.
19.9.7 As regards the automatic starting of the emergency source of electrical power and
provision of an emergency transitional source in floating hotels and hostels, the requirements
of 19.1.2.4 to 19.1.2.7 shall be complied with.
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19.10 FISHING VESSELS

19.10.1 Survey of vessel's electrical equipment.

19.10.1.1 In addition to the requirements of 1.3.2 the following kinds of equipment, systems and
devices are subject to survey on board the ship (refer also to 1.3.2.4.2):
.1 electrical equipment of fishing machinery;
.2 electrical equipment of processing machinery (catch processing).
19.10.2 Survey during manufacture of electrical equipment.
The electrical equipment specified in 19.10.1.1 is subject to survey in addition to that listed in 1.3.3.1.
The use of electrical equipment of general purpose industrial production specified in 19.10.1.1.2 not fully
complying with the requirements of Sections 1 _ 18 is permitted.
19.10.3 Structural requirements and protection of electrical equipment of fishing and processing
machinery.
19.10.3.1 The electrical equipment installed in catch processing spaces shall be resistant to sea water
and fish processing products influence or shall be adequately protected against it.
19.10.3.2 Electrical equipment distribution gear and start-protection devices specified in 19.10.3.1
shall be installed in spaces separated from catch processing spaces.
19.10.3.3 Cables installed in spaces subjected to prolonged influence of salt and other products of fish
processing shall be provided with sheaths resistant to such influence or be adequately protected.
19.10.3.4 The separate spaces for refrigerating plants and storerooms for cylinders containing Group II
refrigerant in accordance with 2.2.1, Part XII "Refrigerating Plants" shall be considered as dangerous
spaces. Electrical equipment installed in separate spaces for refrigerating plants that remains in operation
after an emergency shutdown provided for in 20.2.4, and electrical equipment installed in storerooms for
cylinders shall be of certified safe type with protection level not lower than IIA T1.
19.10.4 Composition and capacity of main electrical power source.
19.10.4.1 The composition and capacity of the main source of electrical power shall be determined
with regard to the following operating conditions of the vessel:
.1 running conditions;
.2 manoeuvring;
.3 in case of fire, hole in the ship's hull or other conditions affecting the safety of navigation, with the
main source of electrical power in operation;
.4 fishing.
19.10.4.2 The power of generators composing the main electrical power source shall be such that if
any of them fail, the rest will ensure power supply of electrical equipment essential for propulsion, steering
and safety of the ship under conditions specified in 19.10.4.1 as well as normal habitable conditions on
board, excluding the power required in fishing activities, processing and preservation of the catch.
In vessels of less than 500 gross tonnage the power necessary to ensure normal habitable conditions on
board may be neglected.
19.10.5 Distribution of electrical power.
19.10.5.1 Where the main electrical power source incorporates shaft generators not intended for
parallel operation with the independently driven generators, the machinery and systems ensuring
propulsion, manoeuvrability and safety of navigation shall be supplied from the busbars of independently
driven generators, while the electrical equipment of fishing and processing machinery shall be supplied
from the busbars of shaft generators.
19.10.5.2 The electric drives of refrigerating compressors shall be supplied by separate feeders from the
busbars of the main switchboard. It is admissible for the electric drives of refrigerating compressors to be fed
from a separate switchboard supplied by two feeders connected to different sections of the main switchboard.
19.10.5.3 Where portable tools and movable mechanization facilities not permanently installed, are
supplied from a circuit of more than 50 V, a safety isolation device in combination with a separating
transformer shall be used for each consumer.
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Such device shall interrupt power supply if the hull leakage current exceeds 30 mA.
19.10.6 Lighting.
19.10.6.1 Catch processing spaces and refrigerating machinery rooms shall be illuminated by
stationary lighting fixtures, which shall be supplied and arranged in compliance with 6.2.3.
19.10.6.2 Fish storage holds shall be illuminated by stationary lighting fixtures, which shall be
supplied in accordance with 6.2.7.
19.10.7 Signalling.
A "Man-in-hold" signal push-button shall be located inside the refrigerated holds at each exit to actuate
signal at the wheelhouse or another permanently attended space.
19.10.8 Emergency electrical installations.
19.10.8.1 Emergency sources of electrical power shall supply the following consumers:
.1 emergency lighting for:
.1.1 muster and embarkation stations for boarding life-saving appliances and spaces overboard where
life-saving appliances are launched;
.1.2 all alleyways, stairways and exits;
.1.3 control stations;
.1.4 machinery spaces, generator rooms, steering gear compartment, space containing the emergency
source of electrical power as well as spaces for main and emergency switchboards;
.1.5 catch processing spaces and the exits therefrom as well as the deck areas where the fishing
machinery is installed;
.2 navigation lights, lights of "Vessel not under command" signal and other lights required by Part III
"Signal Means" of the Rules for the Equipment of Sea-Going Ships;
.3 internal communication and announcing equipment, fire detecting system, general alarm system,
daylight signalling lamps, sound signal means;
.4 emergency fire pump, if any;
.5 radio equipment and navigational equipment according to the requirements of Part IV "Radio
Equipment" and Part V "Navigational Equipment" of the Rules for the Equipment of Sea-Going Ships.
19.10.8.2 The spaces of emergency sources of electrical power and of their transformers (if any), of
emergency transitional sources of electrical power, emergency distribution switchboard and distribution
board of emergency lighting on ships not covered by the requirements of Part V "Subdivision" may be
located below the uppermost continuous deck, but, in any case, above the freeboard deck.
19.10.8.3 Emergency sources of electrical power shall ensure supply of consumers specified in
19.10.8.1 for a period of 6 h. In case of ships intended for fishing in the polar waters the supply period
shall be increased to 8 h.
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19.11 SHIPS CARRYING DANGEROUS GOODS

19.11.1 General.
19.11.1.1 The requirements of this Chapter, in addition to the requirements of 7.2, Part VI "Fire
Protection", apply to the electrical equipment of ships and cargo spaces intended for the carriage of
dangerous goods, in compliance with IEC 60092-506.
19.11.2 Dangerous zones, spaces and areas.
19.11.2.1 Classification of dangerous zones.
Zone 1, in which an explosive gas/air mixture is likely to occur in normal operation.
Zone 2, in which an explosive gas/air mixture is not likely to occur, and if it occurs, it will only exist
for a short time.
Typical examples of arrangement of the dangerous zones are given in Table 19.11.2.1.
T a b l e 19.11.2.1
Dangerous zones for dangerous goods

Subparagraphs Typical examples Comments

19.11.2.2 _
19.11.2.3.1
19.11.2.4.1.1
19.11.2.5.1.1
19.11.2.3.2 _
19.11.2.4.1.2
19.11.2.5.1.2
19.11.2.4.1.4 _
19.11.2.5.1.4

19.11.2.4.2.1 natural ventilation

19.11.2.5.2.1

space under overpressure, visual

and audible alarm in control
stations to be actuated when
pressure drops

19.11.2.4.2.1 natural ventilation

19.11.2.5.2.1
– only for fore room

19.11.2.4.1.3
19.11.2.5.1.3
19.11.2.4.2.2
19.11.2.5.2.2

_ gastight self-closing door

_ non-dangerous space

_ dangerous zone 1

_ dangerous zone 2
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19.11.2.2 For packaged dangerous goods, Class 1, except of subclass 1.4S, the dangerous zones
encompass the following spaces and areas classified as Zone 1:
.1 enclosed spaces of cargo compartments/holds as well as open or enclosed ro-ro cargo spaces;
.2 integral storerooms for the ship's stock of explosives.
19.11.2.3 For dangerous goods carried in bulk, Class 4.1, 4.2, 9 and MHB (Materials Hazardous in
Bulk) capable of producing explosive dust/air mixtures, the dangerous zones encompass the following
spaces and areas classified as Zone 1:
.1 enclosed spaces of cargo compartments/holds;
.2 air ducts of ventilation systems for spaces of cargo compartments/holds specified in 19.11.2.3.1.
19.11.2.4 For dangerous goods carried in bulk, Class 4.3, capable of producing explosive gaseous
mixture, the dangerous zones encompass the following spaces and areas:
19.11.2.4.1 Zone 1:
.1 enclosed spaces of cargo compartments/holds;
.2 air ducts of ventilation systems for spaces of cargo compartments/holds specified in 19.11.2.4.1.1;
.3 areas on open deck or semi-enclosed spaces on open deck within 1,5 m of any ventilation outlets of
cargo compartments/holds specified in 19.11.2.4.1.1;
.4 enclosed or semi-enclosed spaces having direct access to or other openings into spaces and areas
specified in 19.11.2.4.1.1, 19.11.2.4.1.2, unless approp-riate measure are taken to prevent the explosive
mixture from penetration into these spaces;
.5 air ducts of ventilation systems, pipelines of bilge systems, etc. where open ends of this piping
directly face dangerous zone 1.
19.11.2.4.2 Zone 2:
.1 enclosed or semi-enclosed spaces with natural ventilation, having direct access to or other openings
into spaces and areas specified in 19.11.2.4.1.1, 19.11.2.4.1.2 and separated from these spaces by gastight
self-closing doors as well as directly within air lock, if any;
.2 areas within 1,5 m of areas and spaces on open deck specified in 19.11.2.4.1.3;
.3 closed spaces (e.g. pipe tunnels, pump rooms with bilges, etc.) with piping specified in 19.11.2.4.1.5
along with their flanges, valves, pumps, etc. except cases when special methods of pressure buildup
approved by the Register are used in those spaces.
19.11.2.5 For packaged dangerous goods, Class 2.1 and also Classes 3, 6.1 and 8 (liquids
with Tflash423 8C ), the dangerous zones encompass the following spaces and areas.
19.11.2.5.1 Zone 1:
.1 enclosed spaces of cargo compartments/holds;
.2 air ducts of ventilation systems for spaces of cargo compartments/holds specified in 19.11.2.5.1.1;
.3 areas on open deck or semi-enclosed spaces on open deck within 1,5 m of any ventilation outlets of
cargo compartments/tanks specified in 19.11.2.5.1.1;
.4 enclosed or semi-enclosed spaces having direct access to or other openings into one of the above
areas specified in 19.11.2.5.1.1 and 19.11.2.5.1.2, unless appropriate measure are taken to prevent the
explosive mixture from penetration into these spaces;
.5 air ducts of ventilation systems, pipelines of bilge systems, etc. where open ends of this piping
directly face dangerous zone 1.
19.11.2.5.2 Zone 2:
.1 enclosed or semi-enclosed spaces with natural ventilation having direct access to or other openings
into spaces specified in 19.11.2.5.1.1, 19.11.2.5.1.2 and separated from these spaces by gastight self-
closing doors, as well as directly within air lock, if any;
.2 areas within 1,5 m of areas or spaces on open deck specified in 19.11.2.5.1.3;
.3 enclosed spaces (e.g. pipe tunnels, pump rooms with bilges, etc.) containing pipes specified
in 19.11.2.5.1.5 along with their flanges, valves, pumps, etc. Except for the cases where forced ventilation
with 6-time air change is used in those spaces.
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19.11.3 Installation of electrical equipment in dangerous spaces and zones.

19.11.3.1 Electrical equipment installed in spaces and areas where only explosive dust is likely to
occur due to bulk cargoes, shall comply with the following minimum requirements, unless otherwise
specified (refer to Table 19.11.3.2):
.1 protection level IP55 and the maximum surface temperature of 200 8C or,
.2 certified safe type with temperature class T3 and protection level IP55.
19.11.3.2 Electrical equipment installed in areas where only explosive gas atmosphere is likely to
occur shall be of certified safe type and comply with the following minimum requirements, unless
otherwise specified (refer to Table 19.11.3.2):
T a b l e 19.11.3.2
Requirements for electrical equipment depending on specific solid bulk cargoes
IMO Dominant risk1 Protection against Protection against explosive gas
Dangerous goods class explosive dust atmosphere

Subgroup A Temperature class

Aluminium dross 4.3 Hydrogen _ IIC T2
Aluminium ferrocilicon powder 4.3 Hydrogen _ IIC T2
Aluminium cilicon powder, uncoated 4.3 Hydrogen _ IIC T2
Ammonium nitrate fertilizers: Refer to footnote2
type A 5.1 _ _ _
type B 9 _ _ _
Coal MHB Dust, methane IP55 IIA T4
Direct-reduced iron MHB Hydrogen _ IIC T2
Ferrophosphorus (no briquettes) MHB Hydrogen _ IIC T1
Ferrocilicon 4.3 Hydrogen _ IIC T1
Iron oxide, spent. Sponge iron, spent 4.2 Dust IP55 IIA T2
Seed cake, expelled 4.2 Hexane _ IIA T3
Silicomanganese MHB Hydrogen _ IIC T1
Sulfur 4.1 Inherent IP55 _ T4
Zinc slag 4.3 Hydrogen _ IIC T2
1
This column relates to the possible evolution of substances, which may affect the installations of electrical equipment and cables.
2
Provision shall be made to disconnect all electric circuits terminating within cargo spaces in accordance with the provisions of 2.9.9.

.1 temperature class T3;

.2 sub-group of equipment IIB.
The certified safe-type electrical equipment shall be at least with protection suitable for operation in
Zone 1.
19.11.3.3 Electrical equipment installed in spaces and areas where only solid bulk cargoes and MHB
(Materials Hazardous in Bulk) are carried shall comply with the requirements of 19.11.3.1, 19.11.3.2 and
the minimum requirements of Table 19.11.3.2.
19.11.3.4 Electrical equipment installed in spaces and areas where explosive gas atmosphere and dust
are likely to occur shall comply with the requirements of 19.11.3.1, 19.11.3.2.
19.11.3.5 Electrical equipment installed in spaces and areas where dangerous goods of Class 1, except
for Class 1.4S, are likely to be carried, shall comply with the following requirements:
.1 protection level IP65;
.2 the maximum surface temperature _ 100 8C.
19.11.3.6 Electrical equipment installed in dangerous zone of category 2 shall be:
.1 of type suitable for use in adjacent spaces in accordance with 19.11.3.1 to 19.11.3.5; or
.2 of special design for protection class "n" and appropriate temperature class, sub-group and
protection level in accordance with 19.11.3.1 to 19.11.3.5; or
.3 of such design that does not generate arcs or sparks in service and which surfaces do not reach
unacceptable high temperatures under normal conditions.
Where the spaces certified for zone 2 is protected with redundant mechanical ventilation capable of
starting automatically electrical equipment not certified for zone 2 may be installed provided its
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automatically disconnected following loss of ventilation. In addition to the above, the manned stations
shall be provided with audible and visual alarms activated at the failure in the ventilation system.
For primary essential services such as bilge and ballast ones, the electrical equipment shall be with the
certified safe-type electrical equipment with protection suitable for operation in dangerous zone of
category 2.
19.11.3.7 Portable electrical equipment shall, in general, have its own independent source of electrical
power (except for intrinsically safe electric circuits) and be of certified safe type with protection suitable
for operation in Zone 1.
Where in the spaces belonging to dangerous zone of category 2 of the reserved forced ventilation
system of with automatic switching on, the installation of non-certified for this category electrical
equipment provided its automatic switching off and interlocking of switching on during failure of
ventilation. In addition to the above, the manned stations shall be provided with audible and visual alarms
activated at the failure in the ventilation system.
For primary essential services such as bilge and ballast ones, the electrical equipment shall be with the
certified safe-type electrical equipment with protection suitable for operation in dangerous zone of
category 2.
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20 REQUIREMENTS FOR ELECTRICAL EQUIPMENT OF REFRIGERATING

PLANTS

20.1 GENERAL

20.1.1 The requirements of the Section cover the electrical equipment of classed refrigerating plants.
The requirements of 20.2.3, 20.2.4, 20.3.1 and 20.4 apply to unclassed refrigerating plants as well.
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20.2 POWER SUPPLY AND SWITCHING

20.2.1 The electric drives of refrigerating plants shall be powered through separate feeders from the
switchboard of the refrigerating plant.
The electric drives of refrigerating compressors may be supplied directly from the main switchboard.
The refrigerating fans may be supplied from the switchboard of the refrigerating plant or other switchboard
energized directly from the main switchboard.
For each method of power supply it is necessary to provide that in case of generator overload the
refrigerating plant electric drives are disconnected in the last turn.
The emergency ventilation system shall be supplied through a separate feeder from the switchboard
energized from the main switchboard or directly from the main switchboard.
20.2.2 Power supply of electric drives of thermal containers shall comply with the requirements
of 19.5.2.
20.2.3 When using the refrigerants of Group II according to Table 2.2.1, Part XII "Refrigerating
Plants", a device shall be provided for emergency remote disconnection of the refrigerating plant
switchboard operated from the following locations:
.1 from the permanent control post of the refrigerating plant in the refrigerating machinery room;
.2 from a location outside the space that may be contaminated with the refrigerant of Group II in case
of breakdown in the refrigerating machinery room;
.3 outside, near every exit from the refrigerating machinery room.
The apparatus for emergency remote disconnection shall be installed in such a manner that it cannot be
actuated inadvertently.
20.2.4 The apparatus for emergency remote disconnection of the switchboard of the refrigerating plant
working with Group II refrigerant shall simultaneously switch off the electric drives of refrigerating
compressors if they are fed from the main switchboard (refer to 20.2.1), main lighting of the refrigerating
machinery compartment and switch on the emergency ventilation, water screens and reserve lighting.
Additionally, near the device for emergency remote disconnection of the refrigerating plant
switchboard at locations stated in 20.2.3.1 and 20.2.3.2, devices shall be installed for remote starting in
any sequence of emergency ventilation, water screens, and reserve lighting, without disconnection of the
refrigerating plant switchboard.
20.2.5 It is recommended that the electrical heating appliances for hatches and doors to refrigerated
spaces and freezing chambers shall be supplied at safety voltage.
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20.3 VENTILATION

20.3.1 If the refrigerant of Group II is used, the exhaust fan electric motors of the emergency
ventilation in the refrigerating machinery rooms, installed in the exhaust ducts, shall be of safe type.
20.3.2 The electric motors of fans located in the stream of air coming from the refrigerated cargo
spaces shall have a degree of protection not below IP55.
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20.4 LIGHTING

20.4.1 If the refrigerant of Group II is used, safe-type reserve lighting fixtures shall be installed in the
refrigerating machinery room in addition to the main lighting fixtures in accordance with the requirements
of 2.9.3, 2.9.11 and 2.9.13. The reserve lighting fixtures shall be powered separately from the electrical
equipment and main lighting fixtures installed in the refrigerating machinery room.
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21 SPARE PARTS

21.1 Every ship shall be provided with spare parts in the amount sufficient for repairing when essential
services fail at any situation, an accident at sea inclusive, in order to ensure movement, control and safety
of a ship and people on board.
21.2 Specifying a required minimum of spare parts, the recommendations of manufacturers of specific
kinds of equipment shall be followed.
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22 SPECIAL REQUIREMENTS FOR ELECTRICAL EQUIPMENT OF SHIP'S ELECTRIC

POWER SYSTEM WITH ELECTRICAL POWER DISTRIBUTION FOR DIRECT
CURRENT

22.1 GENERAL

22.1.1 These requirements shall apply to the ship electric power d.c. distribution systems with voltage
up to 1500 V measured between the pole terminals.
22.1.2 For the ship electric power d.c. distribution system the use of auxiliary sources and items of
alternative three-phase current complying with the applicable sections of this Part of the Rules is permitted.
22.1.3 Both direct current generator and rectifier supplied from the alternating current generator may
be the sources of d.c. electrical power.
22.1.4 In addition to the system for insulation resistance monitoring specified in 2.11, the portable
devices for search of insulation fault location shall be applied.
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22.2 CONNECTION SYSTEMS OF ELECTRIC POWER SUPPLY UNITS

22.2.1 In addition to the requirement to subdivide the d.c. main busbar into two parts, specified
in 3.5.6, it is allowed to use two independent main switchboards interconnected by cable jumpers or bus
cables. Automatic switches shall be provided on both ends of the cable jumper or bus cable. In this case,
connection of generators and duplicated consumers shall be symmetrically distributed between the main
switchboards, where practicable.
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22.3 ELECTRICAL POWER DISTRIBUTION

22.3.1 Distribution systems and permissible voltage.

22.3.1.1 In the ship electric power d.c. distribution systems and the unified electric power d.c.
distribution plants only the application of two-wire insulated system of electrical power distribution is
allowed.
22.3.1.2 The permissible d.c. voltage at the terminals of electric power sources shall not exceed 1500 V.
22.3.1.3 At least two voltmeters shall be provided for d.c. main switchboard. In case d.c. main
switchboards are divided, each part shall be fitted with a voltmeter.
22.3.1.4 One ammeter and one voltmeter shall be provided for each rectifier supplying d.c. busbars.
22.3.2 Power supply of essential consumers.
22.3.2.1 Essential consumers may be supplied from the d.c. power distribution box via the converter or
from the separate a.c. distribution box supplied from the a.c. generators complying with the requirements
of 3.1 and 3.2.
22.3.3 Distribution box arrangement.
22.3.3.1 D.c. main switchboard, generator sets and rectifiers shall be located in close vicinity to each
other, as stated in 4.6.6.5.
22.3.4.Calculation of short-circuit currents.
22.3.4.1 In the calculation of maximum and minimum short-circuit currents, a short-circuit source, in
addition to those specified in 4.6.3.2, shall contain all other devices (special electromechanical and
electrical condenser-type power storages, for example, a.c.-d.c. (d.c.-a.c.) motor generators, filters with
capacitors of large total capacity) operating simultaneously and able to produce current contribution to the
short-circuit point. Calculation for d.c. distribution gear shall be made for a solid short-circuit fault
between conductors of opposite polarity.
Short-circuit currents shall be calculated for all circuits, in accordance with 4.6.3.2, including fuses, automatic
circuit breakers, and other electrical equipment, as well as for points on the busbars of a d.c. switchboard.
22.3.4.2 Since the circuits contain short-circuit currents of capacitors and capacitor banks, a short-
circuit process may be accompanied by resonant currents resulting from power exchange between
capacitators and inductive elements in these circuits. Therefore, it is recommended to use software and
computer simulation of relevant systems or their equivalent fragments in short-сircuit current calculation.
Short-circuit current calculation shall be performed in a circuit from rectifier's output terminals to main
switchboard's busbars, at outputs of an automatic circuit breaker, and directly on main switchboard's
busbars. In the latter case current contribution of all main circuits shall be calculated.
22.3.4.3 Results of short-circuit calculation for individual circuits shall contain the list of selected
electrical switching devices, fuses, and their ratings, including, for selective circuit breakers, permissible
thermal withstand values I2t.
To confirm feasibility of a protective function by the selected equipment, the list shall contain design
values of maximum and minimum short-circuit currents, as well as on-site design values I²t of protective
devices, for a corresponding time equal to a trip setting.
Protection of the equipment against short-circuit currents with protective devices shall be assessed by
comparison of the rated thermal withstand value I2t to the relevant design thermal withstand value for a
short-circuit current flowing during the time equal to the trip setting of the switch.
22.3.4.4 To calculate short-circuit currents in ship's power systems with сomplete or partial distribution
of power for direct current, a procedure described in Appendix 1 to this Section is recommended.
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22.4 PROTECTION DEVICES

22.4.1 Faults on the d.c. generator side.

22.4.1.1 When the protection specified in 8.2.6 is activated, the generator shall be shut off from the
main switchboard and its excitation shall automatically be removed.
22.4.2 Faults on the rectifier side.
22.4.2.1 The rectifiers shall be fitted with protection devices against the pole-to-pole fault in the cable
or bus cable connecting the rectifier and the main switchboard.
22.4.2.2 Residual current devices shall be applied to control earthing of the poles in equipment and
feeders of direct current system,
22.4.2.3 An audible and visual alarm shall be activated in the system at any earth faults.
22.4.3 Protection of capacitors.
22.4.3.1 Capacitive power storages (capacitors and capacitor banks) of d.c. distribution gear shall be
fitted with quick-response short-circuit current protection per each section and a slower one at the storage
input/output.
22.4.3.2 D.c. link capacitors of semiconductor inverters of the electric drive powered from d.c. distri-
bution gear shall be locked with diodes, when possible, to remove or reduce the contribution with
discharging current and the one generated by an electrical machine in case of shirt-circuit in a source.
When it is not possible, connection to a distribution device shall be ensured via protective elements of
quicker response.
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22.5 ELECTRICAL MACHINES

22.5.1 D.c. generators and electric motors of nominal rated power 1000 kW and above shall be fitted
with differential protection devices. For this purpose, a separate lead box shall be provided on a motor
casing, located on the opposite side from the main box the slots for the sensors of differential protection
shall be provided.
22.5.2 A.c. generators and built-in rectifiers may be provided with common cooling system.
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22.6 A.C. POWER SUPPLY CONSUMER TRANSFORMERS

22.6.1 Transformers fed from the converters and used as power source shall comply with the rate
parameter of permissible stress rate while feeding from the pulse sources.
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22.7 ELECTRICAL POWER CONVERTERS

22.7.1 Heat transfer from power semiconductor elements of converters for d.c. distribution may be
performed both by the air cooling system and liquid air coolers.
22.7.2 The rectifiers intended for the parallel operation shall be capable of equal load distribution
including short-term load.
22.7.3 The voltage at the uncontrolled rectifier output may be maintained by the excitation system of
the generator to be used as power source for the rectifier.
22.7.4 The rectifiers of d.c. power sources shall contain a device for overshoot suppression and
reception of excess power at the rectifier outlet connected to d.c. distribution qew.
22.7.5 As the rectifiers of d.c. electrical power source, the active controlled rectifiers constructed by
the power source principle with the possibility to stabilize the output voltage and the additional function of
reactive power compensation at the input may be applied.
22.7.6 In d.c. input circuit the inverters of the main propulsion plant shall be fitted with a device for
overvoltage limitation and reception of surplus power from the electric drive in the regeneration mode.
22.7.7 In the output circuits of inverters the filters shall be installed to limit the stress rate up to the
permissible level and to protect the coil insulation of the electric machine or transformer connected to the
inverter.

22.8 ЕLECTRIC PROPULSION PLANTS

22.8.1 The electric propulsion plant supplied from and using a.c. electrical power includes the
following devices:
.1 a.c. (or d.c.) main generators with their control devices – at least 2;
.2 a semiconductor converter-rectifier (may be built in the generator case, and is not used in case of
power supply from a d.c. generator), either controlled or uncontrolled one, one per generator
.2 main switchboard separated in two parts with a section circuit breaker or break switch;
.4 storages compensating for power deficiency or excess;
.5 semiconductor converters - inverters of an electric propulsion plant for a.c. supply to stator windings of
propulsion motors (or d.c. converters for d.c. supply to propulsion motor armature windings) – at least 2;
.6 arrangements (units) of control or controller of electric propulsion plants – at least 2;
.7 electric propulsion motor – one or more. For electric propulsion plants with one propulsion motor, it
is necessary to provide two systems of stator windings, each powered from its own semiconductor inverter,
or two armature windings, each powered from its own d.c. voltage converter.
22.8.2 At least two, totally independent, stand-alone semiconductor frequency converters (or,
respectively, two inverters powered from the d.c. switchboard or two d.c. voltage converters) to power
individual winding systems of the propulsion motor (or separate motors) shall be provided for the electric
propulsion plant.
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If the converter feeds a permanently excited electric propulsion motor of direct or alternating current
(including those excited from permanent magnet), a quick-response protection device, for example, a
switch disconnector, shall be fitted in the «converter – motor” line, which, in response to a signal from the
diagnostic device, shall open automatically in case of failure of a rectifier, an inverter of a semiconductor
frequency converter, or short-circuit at the inverter input supplied from the d.c. switchboard.
22.8.3 Circuits of each individual filter maintaining harmonic distortion levels within acceptable limits
shall be protected against over-currents and short-circuit currents. When designing power filters, the
possibillity of integrating into the circuits of additional elements to reduce current contribution from
capacitors and their variability in short-circuit conditions of external circuits.
Integrity of fuses in filter circuits shall be monitored. In case of any fuse burnout, an alarm warning
system shall be activated.
22.8.4 Short-circuit and overload protection of the motor may be provided by an inverter or a power
regulator connected to the d.c. switchboard.
Difference in designs of propulsion electrical machines (synchronous motor, permanent-magnet
d.c. motor, asynchronous motor, switch reluctance motor or d.c. motor) shall be taken into account.
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APPENDIX 1 (RECOMMENDED)

PROCEDURE FOR CALCULATING SHORT-CIRCUIT CURRENTS IN SHIP'S

ELECTRIC POWER SYSTEMS WITH ELECTRICAL POWER DISTRIBUTION
FOR DIRECT CURRENT

INTRODUCTION

This procedure is applicable to ship's power systems (SPS) with full or partial electrical power
distribution for direct current. The procedure may be applied to ships of various purposes carrying
autonomous and united power systems with d.c. power sources and a.c and d.c. power users.
The procedure contains general provisions on calculation of the short-circuit surge current in ship's
power systems with d.c. distribution, to assess the electrodynamic resistance of the protective switching
equipment and d.c. busbars.

ABBREVIATIONS

AB _ accumulator battery
AR _ active rectifier
AI _ autonomous inverter
VTG _ valve-type generator
AT _ azimuth thruster
VPP _ variable pitch propeller
VTSG _ valve-type synchronous generator
FPP _ fixed pitch propeller
GS _ generator set
ME _ main engine
PM _ propulsion motor
EPP _ electrical propulsion plant
DGS _ diesel-generator set
UPS _ unified power system
UPP _ unified power plant
CB _ capacitor bank
SC _ short circuit
UR _ uncontrolled rectifier
DM _ driving motor
AVCS _ automatic voltage control system
SG _ synchronous generator
EPS _ electric propulsion system
SEPP _ ship's electric power plant
CR _ controlled rectifier
EMF _ electromotive force
PP _ propulsion plant
PS _ power system

1 GENERAL

The procedure provides for a simplified analytical calculation of short-circuit surge current in ship's
electric power systems (PS) with partial or full electrical power distribution for direct current.
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Three-phase synchronous generators shall be used as power sources.

Ship's a.c electrical power users may be supplied either directly from a.c. generators or d.c. switchboards
via inverters.
Ship's d.c. electric power users are powered from d.c. switchboards connected via rectifiers to
generators.
In case of full electric power distribution for direct current all ship's power users are supplied from the
d.c. mains via semiconductor inverters or directly from the d.c main switchboard.
In case of partial d.c.power distribution, some ship's users are powered from the a.c main switchboard
directly connected to d.c. generators, others are powered from a d.c. switchboard connected to the a.c.
main switchboard via rectifiers and transformers.
The calculation goal is to check the protective switching equipment and d.c. busbars for
electrodynamic resistance.
Two-pole solid SC in a d.c. mains has been assumed as design short circuit.
The procedure is applied to calculation of SC currents in autonomous and unified PS. In unified PS,
main generator sets (GS) feed power to both ship's general power users and ship's electric propulsion
system (EPS).
Calculation of short-circuit currents shall be made for the heaviest operation mode of the PS as regards
short-circuit conditions.
To check the protection equipment of sources and sectional equipment, a SC point shall be selected so
that the intensity of SC current flowing via the protection equipment or current lead reaches the maximum
possible value.
Electrodynamic resistance of the equipment and current leads is determined by the maximum
permissible SC current value.
Heat resistance is determined by the heat impact of SC current within the protection operation time.
This procedure does not provide the calculation of the heat impact of SC current.
Calculation of electrodynamic resistance of the equipment and current leads shall consider the surge
current from discharge of capacitors of rectifiers and inverters installed on the d.c. side.
The heat impact of SC current is calculated not taking into account automatic voltage regulation
systems of valve-type synchronous generators (VTSG).
SC currents shall be calculated in sequence, by analyzing main current diagrams, determination of
SC point contribution sources, preparation of a design circuit, selection of reference SC points,
substantiation and selection of design operation modes of PS and contribution sources, preparation of a
design equivalent circuit, calculation of SC currents from each contribution source and calculation of total
SC current.

2 POWER SYSTEM MAIN CURRENT DIAGRAMS

2.1 Schematic diagram of the power system with partial electrical power distribution for direct
current.
Ship's PS may be divided into systems with either partial or full electric power distribution for direct
current.
In case of partial distribution of the d.c. power, some ship's users are supplied directly from
synchronous a.c generators, others - via the a.c. mains by means of rectifiers and inverters.
In PS with partial distribution of the d.c. power, power sources, generator sets (GS), run at the constant
speed and generate the d.c. power of the rated voltage and frequency.
These systems have local areas with d.c. power distribution. D.c. switchboards are supplied via
rectifiers and power transformers. Most often, triple-wound voltage transformers with two output windings
shifted by 30 el. deg. are used for power supply of the d.c. switchboard. An uncontrolled bridge
semiconductor rectifier is connected to each secondary winding. Such connection of the uncontrolled
rectifier enhances the power quality in the ship's a.c. mains and reduces a voltage non-sinusoidality ratio.
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Ship's general power users receive power supply from a.c. main switchboard. A ship's powerful
variable-frequency electric drive is supplied from the d.c. main switchboard via semiconductor
autonomous inverters (AI).
PS with partial distribution of d.c. power are typically used with composite propulsive systems.
In composite propulsive systems, a propeller is driven simultaneously by the main heat engine (ME)
and the propulsion motor (PM). Either fixed or variable pitch propeller (FPP, VPP) may be used as a ME.
Diesel-generator sets (DGS) are used as GS. Either diesel or gas turbine serve as a driving motor.
D.c. main switchboards may supply ship's powerful variable-frequency electric drives, including thrusters.
In the course of ship service, PM or ME may operate the propeller in either autonomous or joint mode.
A typical schematic diagram of PS with partial distribution of d.c. power and composite propulsive
system is shown in Fig. 2.1.

2 5 8
1 n=const 3
4 6
10
9
7
1 13
6

8
3 4 6
10
9
7
11 6 13

Fig. 2.1 A typical schematic diagram of PS with partial distribution of d.c. power and composite propulsive system:
1 – diesel-generator sets; 2 – a.c. main switchboard; 3 – three-winding transformers; 4 – semiconductor rectifiers;
5 – d.c. main switchboard; 6 – semiconductor inverters; 7 – propulsion motor; 8 – main engine; 9 – reduction gearbox;
10 – propeller; 11 – stepdown transformer; 12 – ship's general power users; 13 – thruster

The schematic diagram of PS with partial distribution of d.c. power as shown in Fig. 2.1-1 comprises
diesel-generator sets 1 running at a constant speed. The a.c. main switchboard 2 is supplied directly from
DGS 1. The d.c. main switchboard 5 is powered from the a.c. main switchboard 2 via three-winding
transformers 3 and twelve-pulse bridge rectifiers 4.
D.с. main switchboard 5 feeds propulsion motors (PM) 7 and thruster motors 13. Ship's a.c. power users
are supplied directly from the a.c. main switchboard 2 by means of the stepdown power transformer 11.
2.2 Schematic diagram of the power systems with full electrical power distribution for direct
current.
In PS with full distribution of the generated d.c. power, all the power generated by GS is fed via
semiconductor rectifiers to the d.c. main switchboard. GS run at a variable speed or have several speed
settings. These systems are used on fully electrical ships or on ships equipped with a powerful electric
drive.
Depending on the ship's purpose and architecture, PS may employ one or two d.c. main switchboards
arranged at some distance from each other. The switchboards are interconnected with bus ducts or a cable.
They may be installed in an engine or motor room.
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Synchronous generators excited from electromagnets or permanent magnets are used as electric
generators. Bridge circuits serve as semiconductor rectifiers. Uncontrolled diode rectifiers, controlled
thyristor rectifiers and active transistor rectifiers may be used.
AI most frequently assembled in a bridge circuit on transistors are used as inverters.
EPS with two electrical propulsion plants (EPP) are operated on single-shaft and twin-shaft ships.
Propellers with direct torque transfer from PM or azimuth thrusters may serve as propulsors.
Fig. 2.2-1 shows a schematic diagram of PS with full distribution of the generated d.c. power with
two EPP, low-speed PM and direct torque transfer to propeller.
3
1 n=var 5 6
2 4

1 5 6
2 4

12

7 8
9

10
11

Fig. 2.2-1 Schematic diagram of PS with full distribution of the generated d.c. power and an electric propulsion system with direct
torque transfer to propeller:
1 – diesel-generator sets; 2 – semiconductor rectifiers; 3 – d.c. main switchboard; 4 – EPP semiconductor inverters;
5 – propulsion motor; 6 – propeller; 7 – semiconductor inverter of ship's general power users; 8 – stepdown main transformer;
9 – ship's general a.c. power users; 10 – semiconductor inverter of a thruster; 11 – thruster; 12 – ship's general d.c. power users

According to this diagram, GS 1 run at a variable speed and generate the d.c. power fed via
semiconductor rectifiers 2 to the d. c. main switchboard 3. The main switchboard 3 supplies the EPP
semiconductor inverters 4.
D.c. PM 5 are supplied from the inverter 4 and set the propeller 6 into motion. PM 5 are of reversible
configuration and allow switching from motor to generator operation mode during the EPP operation.
Thruster 11 and ship's general power users 9 are supplied from the d.c. main switchboard 3 via
autonomous inverters 7, 10 and stepdown main transformers 8.
According to this diagram, PM 5 may run at braking in generator mode with power recuperation to the
ship's d.c. mains and to prime movers. PM 5 is of reversible configuration.
In PS, ship's d.c. power users 12 can be connected to, and supplied directly from the d.c. main
switchboard 3.
This diagram may be used for construction of PS on the basis of reversible shaft generator units
capable of running both in motor and generator operation modes. There is no principal difference in the
diagram configuration of PS with reversible shaft generator units and composite propulsive systems.
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Fig. 2.2-2 shows a schematic diagram of PS with full distribution of the generated d.c. power with
single-shaft EPS and two low-speed PM 5 connected in tandem with direct torque transfer to propeller 6.
Two three-phase PM in this diagram of EPS may be substituted with two and more three-phase units.
3
1 n=var
2 4
5 6

1
2
7 8
9

12
10
11

Fig. 2.2-2 Schematic diagram of PS with full distribution of the generated d.c. power and a single-shaft electric propulsion system
with direct torque transfer to propeller:
1 – diesel-generator sets; 2 – semiconductor rectifiers; 3 – d.c. main switchboard; 4 – EPP semiconductor inverters;
5 – propulsion motor; 6 – propeller; 7 – semiconductor inverter of ship's general power users; 8 – stepdown main transformer;
9 – ship's general a.c. power users; 10 – semiconductor inverter of a thruster; 11 – thruster; 12 – ship's general d.c. power users

Fig. 2.2-3 shows a schematic diagram of PS with full distribution of the generated d.c. power with
two EPP and mechanical azimuth thrusters (AT).
Difference of this PS from the previous one is that AT 6 with PM 5 installed in the ship hull perform as
propulsors.
3
1 n=var
2 4
5

1
2 4
5

12 6

7 8
9

10
11

Fig. 2.2-3 Schematic diagram of PS with full distribution of the generated d.c. power with two EPP and mechanical AT:
1 – diesel-generator sets; 2 – semiconductor rectifiers; 3 – d.c. main switchboard; 4 – EPP semiconductor inverters;
5 – propulsion motor; 6 – azimuth thrusters; 7 – semiconductor inverter of ship's general power users; 8 – stepdown main
transformer; 9 – ship's general a.c. power users; 10 – semiconductor inverter of a thruster; 11 – thruster; 12 –ship's general
d.c. power users
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Braking and reversing of the ship in this case are performed by turning AT 6, and switching PM 5 over
to generator operation mode with the ship braking, is excluded in this case.
PM 5 has a medium-speed configuration and is installed in the ship hull.
Figure 2.2-4 shows a schematic diagram of PS with full distribution of the generated d.c. power with
two EPP and electrical AT 6. PM 5 are arranged inside the ATpod.
With PM 5 arranged inside AT 6, electrical machines shall have a low-speed configuration.
3
1 n=var
2 4

6
5
1
2 4

6
12 5

7 8
9

10

11

Fig. 2.2-4 Schematic diagram of PS with full distribution of the generated d.c. power with two EPP and electrical azimuth
thrusters:
1 – diesel-generator sets; 2 – semiconductor rectifiers; 3 – d.c. main switchboard; 4 – EPP semiconductor inverters;
5 – propulsion motor; 6 – azimuth thrusters; 7 – semiconductor inverter of ship's general power users; 8 – stepdown power
transformer; 9 – ship's general a.c. power users; 10 – semiconductor inverter of a thruster; 11 – thruster; 12 –ship's general
d.c. power users.

In these EPS, PM 5 may run in generator mode when, under the impact of oncoming seawater flows as
the ship brakes, AT 6 switches over to hydraulic turbine operation mode.

3 CONTRIBUTION SOURCES TO THE SHORT-CIRCUIT POINT

Contribution sources to a short-circuit (SC) point in PS with electrical power distribution for direct
current may be as follows:
valve-type a.c. generators;
ship's powerful variable-frequency electric drive, including a propulsion electrical drive or a thruster drive;
ship's general uncontrolled electrical drive, including a.c. or d.c. ones;
static power storages, including capacitor banks or accumulator batteries.
3.1. Valve-type generators.
Main sources of electrical power on a ship are generator sets (GS). GS consist of a driving motor (DM)
and an electric generator.
A diesel or a turbine may be used as DM. The motor type does have any influence on the surge
SC current amount. A PS speed determines an electric generator's design and number of poles.
As SC develops, no PM speed dip occurs at the first moment.
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Three-phase synchronous generators excited from electromagnets and having salient poles are most
frequently used as electrical generators. Synchronous generators (SG) excited from permanent magnets
have also been used recently. Ships of smaller displacement are fitted with SG with two and more three-
phase windings.
In addition to SG, the valve-type generator (VTG) comprises a semiconductor rectifier. In most cases
rectifiers are configured basing on a bridge circuit. Either in-series or parallel connection of two and more
bridge rectifiers is possible.
Semiconductor rectifiers may be assembled on the basis of:
diodes - uncontrolled rectifiers (UR);
thyristors - controlled rectifiers (CR) with amplitude-phase control;
transistors - fulled controlled or active rectifiers (AR).
Transformers may be provided at the UR or CR input, a choke - at the AR input.
Standard schematic diagrams of semiconductor rectifiers are shown in Fig. 3.1-1.
a) b) L1

c)

Fig. 3.1-1 Schematic diagrams of semiconductor rectifiers:

а – uncontrolled rectifier; b – controlled rectifier; c – active rectifier

When applying an uncontrolled rectifier (UR), an electromagnet-excited SG is used as a generator. The

constant voltage at the rectifier input and in the d.c. mains of PS is ensured by means of the automatic
voltage control system (AVCS) acting on the SG excitation winding.
When a controlled rectifier (CR) is used, SG excited from electromagnets or permanent magnets may
be included in VTG. The constant voltage in the d.c. mains of PS is ensured due to combined action of
AVCS of the synchronous generator and pulse-phase control system of the CR. When active rectifiers are
used as part of VTG, the constant voltage in the d.c. mains of PS is ensured by the rectifier's AVCS.
Standard schematic diagrams of valve-type generators based on uncontrolled rectifiers are shown
in Fig. 3.1-2.
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а)
n=var
3

1 2

б)
n=const
4 3

1 2

3
в)
n=const 4

1 2

Fig. 3.1-2 Schematic diagrams of valve-type generators based on uncontrolled rectifiers:

а – VTG with six-pulse UR; b – VTG with six-pulse UR and two-winding transformer;
c – VTG with twelve-pulse UR and three-winding transformer:
1 – driving motor; 2 – electromagnet-excited synchronous generator; 3 – bridge rectifier; 4 – transformer

Fig. 3.1-2, а shows a schematic diagram of VTG with six-pulse UR. This VTG may operate both at
constant and variable speeds. The constant voltage in the d.c. mains of PS is ensured with AVCS of the
synchronous generator.
Fig. 3.1-2, b shows a schematic diagram of VTG with six-pulse UR and two-winding step-up
transformer. The voltage is controlled as described above, due to combined action of the genera-
tor's AVCS.
Fig. 3.1-2, c shows a schematic diagram of VTG with twelve-pulse UR and three-winding transformer.
These VTG are used in PS with partial distribution of d.c. power. In this case GS operates at a constant
speed, and SG is connected to the a.c. main switchboard, which feeds d.c. main switchboard via the three-
winding transformer and twelve-pulse UR.
Standard schematic diagrams of valve-type generators based on controlled rectifiers (CR) are shown in
Fig. 3.1-3.
Figure 3.1-3, а shows a schematic diagram of VTG with six-pulse CR and electromagnet-driven SG.
The constant voltage in the d.c. mains of PS is ensured by the combined action of the synchronous
generator's AVCS and CR.
Fig. 3.1-3, b shows a schematic diagram of VTG with six-pulse CR and SC excited from permanent
magnets. The constant voltage in the d.c. mains of PS is ensured by the synchronous generator's AVCS.
A standard schematic diagram of the valve-type generator based on an active rectifier is shown
in Fig. 3.1-4.
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а)
n=var
3

1 2

б)
n=var
2 3

Fig. 3.1-3 Schematic diagrams of valve-type generators based on controlled rectifiers:

а – VTG with six-pulse CR and electromagnet-driven SG;
b – VTG with six-pulse CR and permanent-driven SG
1 – driving motor; 2 – synchronous generator; 3 – six-pulse bridge rectifier

n=var
2 3
4
1

Fig. 3.1-4 Standard schematic diagram of the valve-type generator based on an active rectifier:
1 – driving motor; 2 – synchronous generator excited from permanent magnets; 3 – six-pulse bridge active rectifier; 4 – choke

In the VTG circuit, use of AR allows to maintain the voltage in the d.c. mains, starting from
the SG rated voltage and higher.
3.2 Electric populsion plants.
Contribution sources to a SC point in PS with electrical power distribution for direct current may be
motors with variable-frequency electric drive, which, first of all, include PM of electric propulsion systems
and thrusters.
EPP consist of autonomous semiconductor inverters, PM and propulsors.
A schematic circuit of the autonomous semiconductor inverter used in EPP is shown in Fig. 3.2-1.
The inverter consists of two three-phase bridges connected back-to-back, assembled on transistors and
diodes. A semiconductor diode is back-to-back connected in parallel with each transistor. As a result, the
inverter becomes reversible, and, in case of short circuit in the d.c. mains, the PM switches over to
generator mode and contributes to the SC point with the current flowing via an uncontrolled bridge
rectifier assembled on diodes.
At the AI voltage input, capacitor banks are installed to serve as another source of SC point
contribution in the d.c. mains.
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Fig. 3.2-1 Autonomous inverter

Propellers and azimuth thrusters may serve as propulsors in the EPP. As propellers in EPS, fixed-pitch
propellers are most frequently used. Propellers are driven by low- or medium-speed PM. In the latter case
PM is connected to the shafting via a reduction gearbox.
A standard schematic diagram of an EPP with direct torque transfer to the propeller is shown
in Fig. 3.2-2.

1 2 3

Fig. 3.2-2 A schematic diagram of the EPP with direct torque transfer to the propeller:
1 – semiconductor inverter; 2 – propulsion motor; 3 – fixed-pitch propeller

Asynchronous and synchronous motors excited from electromagnets or permanent magnets may be
used in PM.
In the diagram shown in Fig. 3.2-2, the PM is reversible and may switch over to generator operation
mode when the ship brakes.
In case of a single-shaft EPS, two PM may connected in tandem, or two-armature PM with two and
more thee-phase windings may be used.
Fig. 3.2-3 shows a standard schematic diagram of the EPP with a composite propulsive system.
According to this schematic diagram, PM 2 is medium-speed and designed for partial power output of the
propulsive system.
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1 2

Fig. 3.2-3 Schematic diagram of the auxiliary EPP with a composite propulsive system
1 – semiconductor inverter; 2 – propulsion motor; 3 – main engine; 4 – gearbox; 5 – propeller;

In full speed mode, PM 2 and main engine (ME) 3 run jointly to operate propeller 5, thus ensuring the
maximum speed of the ship.
In economic speed mode, ME 3 drives both propeller 5 and PM 2, which runs in generator mode and
generates electric power fed to ship's general power users.
In low speed mode, PM 2 is powered from GS and ensures the ship's motion on its own. PM 3 is not
involved in operation and disconnects from the reduction gearbox with a clutch.
Multi-purpose shaft-generator units are configured according to the same diagram, where the shaft
generator may run both in generator mode and in propulsion motor mode.
Standard diagrams of the EPP with azimuth thrusters are shown in Fig. 3.2-4.
In the schematic diagram shown in Fig.3.2-4, а PM 2 is medium-speed and arranged in the ship hull.
Generator mode of PM 2 is possible for a short period of time only in case of short-circuit. The propeller's
operation in hydraulic turbine mode in these units is excluded.
а)
1 2

b)
1

Fig. 3.2-4 Schematic diagrams of EPP with azimuth thrusters:

а – EPP with mechanical AT; b – EPP with electrical AT
1 – semiconductor inverter; 2 – propulsion motor; 3 – mechanical AT; 4 – electrical AT
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In the EPP shown in Fig. 3.2-4, b PM 2 is low-speed and installed in the AT 4 case. Generator mode of
PM 2 is possible both in case of short-circuit and in hydraulic turbine mode of the propeller.
Asynchronous and synchronous electrical machines excited from electromagnets or permanent
magnets have found application as PM in EPS with AT.
Number of poles in synchronous PM depends on the speed. Generally, PM is three-phase, less
frequently a PM has two and more three-phase windings.
3.3 Ship's general power users.
3.3.1. Ship's general a.c. power users.
Ship's general a.c. power users may serve as contribution sources to a SC point in PS with the electrical
power distribution for direct current , while being supplied from either d.c. or a.c. switchboard.
The uncontrolled asynchronous electric drive is most frequently used on ships as a ship's general a.c. power
user. If short-circuit develops, asynchronous machines switch over to generator mode of operation. Ship's
statical load is not involved in contribution to a SC point.
In PS with partial distribution of d.c. power, ship's a.c. power users are supplied from the a.c. main
switchboard, and in case of short-circuit on the d.c. main switchboard, their contribution current is added
to that of the generators and flows to the SC point via the transformer and semiconductor rectifier.
The diagram of connection of the ship's general a.c.load to the a.c. main switchboard in PS with partial
d.c. power distribution is shown in Fig. 3.3.1-1.

2 5
3 4

Fig. 3.3.1-1 Diagram of connection of the ship's general a.c. load with partial d.c. power distribution:
1 – generator; 2 – a.c. main switchboard; 3 – main stepdown transformer of EPP; 4 – semiconductor inverter;
5 – d.c. switchboard; 6 – ship's general a.c. load

When calculating the SC current in PS with electrical power distribution for direct current, a ship's
asynchronous drive may be reasonably substituted with an equivalent electric motor. Ship's statical load is
not involved in contribution to a SC point.
The connection diagram of the equivalent electric motor in PS with partial d.c. power distribution is
shown in Fig. 3.3.1-2.
In PS with full distribution of the d.c. power, ship's a.c. power users are supplied from the secondary
a.c. switchboard. In its turn, the a.c. switchboard is connected to the d.c. main switchboard with a two-
winding stepdown transformer and an autonomous voltage inverter (AI).
The voltage AI is reversible and is assembled according to the diagram shown in Fig. 3.2-1. Therefore,
when a short circuit occurs in the d.c. mains, contribution may be provided by asynchronous motors, which
at the moment short circuit run in generator mode for a short time.
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2 5
3 4

Fig. 3.3.1-2 Connection diagram of the equivalent motor in PS with partial d.c. power distribution:
1 – generator; 2 – a.c. main switchboard; 3 – main stepdown transformer of EPP; 4 – semiconductor inverter;
5 – d.c. switchboard; 6 – equivalent electric motor

The diagram of connection of the ship's general a.c. load to the d.c. main switchboard in PS with full
d.c. power distribution is shown in Fig. 3.3.1-3.

2
3

Fig. 3.3.1-3 Diagram of connection of the ship's a.c. load in PS with full d.c. power distribution:
1 – d.c. main switchboard; 2 – autonomous inverter; 3 – stepdown power transformer; 4 – general ship's load

When calculating the SC current in PS with electrical power distribution for direct current, a ship's
asynchronous drive may be reasonably substituted with an equivalent electric motor. Ship's statical load is
not involved in contribution to a SC point.
The connection diagram of the equivalent electric motor in PS with full distribution of d.c. power is
shown in Fig. 3.3.1-4.
3.3.2. Ship's general d.c. power users.
A contribution source of a SC point may be a d.c. electric drive connected to the main switchboard or
the d.c. switchboard.
A d.c. drive is connected to the d.c. mains via a starter or a semiconductor d.c.-d.c. converter.
Fig. 3.3.2 shows a diagram of connection of a d.c. electric drive to the d.c. main switchboard.
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1
4
2
3

Fig. 3.3.1-4 Connection diagram of the equivalent motor in PS with full d.c. power distribution:
1 – d.c. main switchboard; 2 – autonomous inverter; 3 – stepdown power transformer;
4 – equivalent electric motor of ship's general load

Fig. 3.3.2 Connection diagram of a d.c. electric drive to the d.c. main switchboard:
1 – d.c. main switchboard; 2 – semiconductor d.c.-d.c. converter; 3 – d.c. electric motor

3.4 Capacitor banks.

In PS with the electrical power distribution for direct current, the contribution current to a SC point
may be generated by capacitor banks.
Capacitor banks may be installed at the rectifiers output, inverters input, or connected directly to
d.c. busbars of the main switchboard or a switchboard.
The connection diagram of capacitor banks in the d.c. mains of PS is shown in Fig. 3.4.
When calculating the SC current in PS with eletrical power distribution for direct current, a
contribution current to a SC point from each unit of capacitor banks shall be calculated separately.
In case of short-circuits in any d.c. busbar circuits, surge short-currents of other generators may be
significantly impacted by discharging currents of capacitors if there are common circuits for the surge
current and discharging current of capacitors.
Capacities of capacitors mounted at inputs of inverters and being part of AI are significant,
reaching 1 mF per 1 MW of the inverter power. If the resistance of bus segments where capacitor
discharging currents are flowing is low, values of discharging currents may reach hundreds of kiloamperes
at the minimum current buildup time.
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Fig. 3.4 Connection diagram of capacitor banks in the PS d.c. mains:

1 – d.c. main switchboard; 2 – semiconductor rectifier with capacitor banks at its output;
3 – autonomous inverter with capacitor banks at its input; 4 – individual capacitor banks

3.5 Accumulator batteries.

In PS with distribution of the d.c. power, accumulator batteries may be used for storing the electrical power.
Accumulator batteries may be connected to d.c. busbars of the main switchboard either directly or via a
d.c.-d.c. converter.
When a short-circuit occurs in the d.c. mains, accumulator batteries may function as sources
contributing to a SC point.
The diagram of direct connection of accumulator batteries in the d.c. mains of ps to the d.c. main
switchboard is shown in Fig. 3.5-1.

Fig. 3.5-1 Connection diagram of accumulator batteries in the d.c. mains of PS:
1 – d.c. main switchboard; 2 – accumulator batteries
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The diagram of connection of accumulator batteries in the d.c. mains of PS to the d.c. main
switchboard via semiconductor d.c.-d.c. converters is shown in Fig. 3.5-2.

Fig. 3.5-2 The connection diagram of accumulator batteries in the d.c. mains of PS via semiconductor d.c.-d.c. converters:
1 – d.c. main switchboard; 2 – semiconductor d.c.-d.c. converter; 3 – accumulator batteries

Schematic circuits of d.c.-d.c. converters are quite diverse. In the PS diagrams in question, these
converters are reversible and allow both charging AB and AB operation as a power source to the ship's
mains. Therefore, all switchboards connected to the d.c. main switchboard are considered to contribute to
a SC point.
When calculating the SC current in PS with electrical power distribution for direct current,
a contribution current to a SC point from all accumulator batteries provided in the mains and connected to
the main switchboard or a d.c. switchboard shall be calculated separately.

4 SELECTION OF DESIGN OPERATION MODE OF POWER SYSTEM AND CONTRIBUTION

SOURCES TO A SHORT-CIRCUIT POINT

4.1 Selection of power system and electric power system design operation mode.
PS with partial and full power distribution are described with a great variety of operation modes.
Intensity of SC currents is considerably dependent on the operation mode. Therefore, the operation mode,
in which as many as possible sources contributing to a SC point operate, shall be selected.
When selecting an operation mode of the ship's electric power plant (SEPP), a mode with maximum
number of GS running in parallel shall be selected.
In the calculation all electric propulsion plants and all thrusters are assumed to be operating unless
specified otherwise in the design and operational documentation.
The equivalent electric motor's power is calculated for the most heavily loaded operation mode
of SEPP.
4.2 Selection of operation mode of contribution sources to a short-circuit point.
The electrical machine speed influences the inductive reactances of an armature winding. As the GS speed
drops, so does the frequency of the generated current, with reactances decreasing proportionally. Alongside
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with that the SG voltage and power may drop, also impacting the SC current intensity. Therefore SC currents
from generators shall be calculated at the rated and minimum GS speed.
SC currents from PM shall be calculated at the rated speed when the electromotive force (EMF) of the
electrical machine is maximum. Similarly, currents contributing to a SC point from motors of thrusters and
any other powerful variable-frequency electric drive shall be calculated at the rated speed.
SC currents from reversible VTG or PM in composite propulsive systems shall be calculated for the
electrical machine running in generator mode at the rated and minimum operational speed.
Units of capacitor banks and accumulator batteries shall be considered fully charged for the purpose of
calculation.

5 POWER SYSTEM DESIGN CIRCUITS

5.1 General requirements for the power system design circuit.

Design circuits shall be prepared on the basis of PS circuit diagrams.
The circuit shall comprise the entire set of the generators and power converters, d.c. and a.c. users
operating in the mode under consideration. Static power storages such as accumulator batteries and
capacitor banks may be omitted in the circuit.
The circuit shall include the switchgear and protection equipment, current leads, individual large
motors comparable with power supply sources and connected to d.c. switchboard, main transformers,
ship's asynchronous load as an equivalent motor connected to the a.c. switchboard.
The following technical data of PS elements required for calculation of SC currents shall be included
in the circuit:
types, rated power, currents, and voltages of generators;
types, rated power of propulsion motors;
types, rated power of thruster motors;
types, rated power, and voltages of transformers;
types, rated power, currents and operation time of the switchgear and protection equipment;
types, rated power, currents, and voltages of semiconductor rectifiers and inverters;
cross-section, number of cores and length of current leads;
voltages and currents of equivalent d.c. and a.c. motors;
types, voltages and currents of individual heavy-duty motors.
5.2 Design circuit of a power system with full electrical power distribution for direct current.
Fig. 5.2 shows the design circuit for PS with full distribution of the generated d.c. power. The design
circuit is prepared in accordance with the above-considered circuit diagram.
The design circuit 5.2 shows generators 1, semiconductor rectifiers 2, d.c. main switchboard 3, EPP
semiconductor inverters 4, semiconductor inverter of ship's general power users 5, semiconductor inverter
of a thruster 6, stepdown power transformer 7, propulsion motors 8, thruster motor 9, ship's general a.c.
power users 10.
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Fig. 5.2 Design circuit of PS with full distribution of the generated d.c. power:
1 – generators, 2 – semiconductor rectifiers; 3 – d.c. main switchboard; 4 – EPP semiconductor inverters;
5 – semiconductor inverter of ship's general power users; 6 – semiconductor inverter of a thruster; 7 – stepdown power
transformer; 8 – propulsion motors; 9 – thruster motor; 10 – ship's general a.c. power users

5.3 Design circuit of a PS with partial electrical power distribution for direct current.
Fig. 5.3 shows the design circuit for PS with partial distribution of the d.c. power. The design circuit is
prepared in accordance with the above-considered circuit diagram.
Design circuit 5.3 shows generators 1, a.c. main switchboard 2, EPP three-winding main transformer 3,
stepdown power transformer of ship's general power users 4, twelve-pulse semiconductor rectifiers 5,
equivalent motor 6, d.c. switchboard, semiconductor inverters of a thruster 8, EPP semiconductor inverters
9, propulsion motors 10, thruster motors 11.
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Fig. 5.3 Design circuit of PS with partial distribution of the generated d.c. power:
1 – generators; 2 – a.c. main switchboard; 3 – EPP three-winding power transformer; 4 – stepdown power transformer;
5 – semiconductor rectifiers; 6 – equivalent motor; 7 – d.c. switchboard; 8 – semiconductor inverters of a thruster;
9 – EPP semiconductor inverters; 10 – propulsion motors; 11 – thruster motors

6 SELECTION OF SHORT-CIRCUIT DESIGN POINTS

6.1 Short circuit design points in power systems with full electrical power distribution for direct
current.
Design points shall be selected after preparation of the PS design circuit.
To check the protection equipment of power sources and section equipment, a SC point shall be
selected so that the intensity of SC current flowing via the protection equipment or current lead reaches the
maximum possible value.
To check the protection equipment, a SC point shall be assumed on outputs of the tested equipment.
Fig. 6.1 shows an example selection of SC design points for PS with full distribution of the generated
d.c. power.
Point К1 is found on d.c. main switchboard busbars 3. Short-circuit current calculation at this point is
required for checking the busbars for thermal and dynamic resistance.
Depending on location of this short-circuit point, currents from sources contributing to the short-circuit
place are added up. Contribution sources are generators 1, propulsion motors 8, thruster motors 9, ship's
load in terms of equivalent motor 10.
Point К2 is found from the side of generator 1 at the output of semiconductor rectifier 2.
The SC current at this point is calculated to select the switchgear and protection equipment and
determine the contribution current of SC current at K1 point.
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In the diagram under consideration, the switchgear and protection equipment may be installed at the
rectifier 2 input and at the d.c. switchboard input 3. An automatic circuit breaker (or safety fuses) at the
rectifier 2 input are required to protect rectifier 2 and the outgoing line if no protection is provided in the
rectifier.
In case of any internal damages in the semiconductor converter, short-circuit at its input or output, an
automatic circuit breaker shall initiate a protective cutoff and prevent failure of the rectifier 2 or its
complete destruction under internal damage.
The rectifier output may be fitted with a capacitor bank that will ensure additional contribution to
the SC current at К1 point. At the input of d.c. switchboard 3, a d.c. automatic circuit breaker or a fuse-
disconnecting switch may be used as switchgear and protection device.

Fig. 6.1 SC design points in PS with full distribution of the generated d.c. power:
1 – generators, 2 – semiconductor rectifiers; 3 – d.c. main switchboard; 4 – EPP semiconductor inverters;
5 – semiconductor inverter of ship's general power users; 6 – semiconductor inverter of a thruster; 7 – main stepdown transformer;
8 – propulsion motors; 9 – thruster motor; 10 – equivalent motor

Point К3 is found at inverter 4 input feeding the propulsion motor 8 or the thruster motor 9.
Two SC currents converge in this point: the one from the propulsion motor (thruster motor) that has
switched over to generator mode, and the other from d.c. main switchboard 3.
In the first case the contribution current from the motor flows to the SC point, in the second case the
total SC current flows to the SC point from the d.c. system.
It should be noted that a high capacity capacitor is provided at the inverter input 4, 6. If short-circuit
develops at the busbars of the switchboard or at a different location, capacitors will discharge to
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the SC point. This current shall be taken into account in selection of the switchgear and protection
equipment and calculation of the busbar's dynamic resistance. Generally, this feeder in the d.c. switchboard
is protected with a fuse-disconnecting switch.
Point К4 is found at the input of the inverter that supplies, via the a.c. switchboard, ship's general power
users 10. Two short-circuit currents converge at this point: from equivalent motor 10 of a.c. switchboard and
from d.c. main switchboard 3.
In the first case the contribution current from the equivalent motor 10 flows to the SC point, in the
second case the total SC current flows to the SC point from the d.c. system.
It should be noted that a capacitor bank is provided at the inverter input 5. In case of short-circuit, the
current from the capacitor bank will also flow to the SC point.
If stepdown power transformer 7 is provided at the output of inverter 5, it has a limiting action, which
shall be taken into account in short-circuit current calculation.
6.2 Short circuit design points in power systems with partial electrical power distribution for
direct current.
Fig. 6.2 shows an example selection of SC design points for PS with partial distribution of the
generated d.c. power.
Point К1 is found on d.c. switchboard busbars 7. Short-circuit current calculation at this point is
required for checking the busbars for thermal and dynamic resistance.

Fig. 6.2. SC design points in PS with partial distribution of the generated d.c. power:
1 – generators; 2 – a.c. main switchboard; 3 – EPP power transformer; 4 – stepdown power transformer; 5 – semiconductor
rectifiers; 6 – equivalent motor; 7 – d.c. switchboard; 8 – semiconductor inverters of a thruster; 9 – EPP semiconductor inverters;
10 – propulsion motors; 11 – thruster motors
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Depending on location of this short-circuit point, currents from sources contributing to the short-circuit
place are added up. Contribution sources are generators 1, propulsion motors 10, thruster motors 11, ship's
general load in terms of an equivalent motor 6.
Point К2 is located on the side of the a.c. distribution system at the output of the semiconductor
rectifier 5. The SC current at K2 point is calculated to select the switchgear and protection equipment and
determine the contribution current of SC at K1 point. Since in the case under consideration the rectifier 5 is
supplied from the power transformer, the short-circuit current is calculated for conditions of short-circuit at
the secondary winding of the transformer 3. Other calculations for this point are similar to those described
for the circuit considered in 6.1.
Point К3 is located at the inverter 9 input supplying the propulsion motor (thruster motor). Two short-
circuit currents converge at this point: the propulsion motor or thruster motor that has switched over to
generator mode, and from d.c. main switchboard 7.
In the first case the SC contribution current from the propulsion motor flows to point K1, in the second
case, the total SC current flows to the SC point from the d.c. system. Other calculations for this point are
similar to those described in 6.1 for the PS circuit above with full distribution of the d.c. power.

7 EQUIVALENT CIRCUITS OF POWER SYSTEMS

7.1 General requirements for preparation of power system equivalent circuits.

On the basis of the design circuit prepared for selected design modes and design SC points, an
equivalent circuit for each SC point is prepared.
For this purpose circuit elements and power sources are substituted with resistances and electromotive
forces (EMF) expressed in named units: resistors – in milliohms, currents – in kiloamperes, electromotive
forces – in volts. Resistance values shall be assumed at an operating temperature.
Each accumulator battery group shall be substituted with equivalent EMF and impedance of the
accumulator battery group, considering resistances of connections between elements and contact
connections.
Each armature of a d.c. electrical machine shall be substituted with equivalent EMF and dummy
resistance.
D.c. motors of auxiliary mechanisms are assumed as one equivalent power supply source with
equivalent EMF and dummy resistance.
A.c. circuit elements (generators, transformers, motors, reactors, segments of cable runs and extended
busbars) are substituted with active and inductive resistances.
Magnetically connected areas of the system are substituted with equivalent electrically connected
circuits. Resistances of automatic circuit breakers and switching and protective equipment, as well as
resistances of the units installed in one or two phases (for example, of a current transformer) shall not be
included in the circuit.
It is allowed to neglect relatively low resistances: of automatic circuit breakers, generator cables of 10 – 15 m
long, bus arrangement of boards, transient resistance of contacts.
Synchronous generators, synchronous and asynchronous motors in the equivalent circuits are taken
into account with their EMF, active and inductive resistances. Parameters of generators and synchronous
motors shall be assumed from their specifications. Parameters of asynchronous motors of various types
and average parameters of equivalent asynchronous motors may be taken from Appendix 3 of
OST5.6181-81 industrial standard.
When preparing an equivalent circuit, in-series resistances of elements of individual circuits (cables,
busbars, equipment, transient resistances, resistances of contacts, etc.) expressed in named units shall be
substituted with total ones. Active and inductive resistances are added separately.
If there are transformers in the circuit, their substitute resistances shall be reduced to the same voltage
level assumed as a base. Resistances of all circuit elements installed on another voltage levels, as well as
currents, EMF, and voltages of these elements shall be levelled to the base.
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7.2 Equivalent circuit of power system with full generated power distribution for direct current.
Synchronous generators are used as power sources in PS, an asynchronous motor is used as an
equivalent motor and a thruster motor. Synchronous or asynchronous motors may be used as propulsion
motors.
Fig. 7.2-1 shows an example design equivalent circuit of PS with full distribution of the generated
d.c. power, with asynchronous propulsion motors.
The PS comprises two synchronous generators 1, equivalent asynchronous motor 2, asynchronous
propulsion motor 3, thruster motor 4.

1 1
G1 G2

Xd' Xd'
X"d X"d
Rg Rg

Xs Xs
Rs Rs

XT
3 RT 3 4

PM1 PM1 Thruster

Xs
Rs

Eqv. motor

Fig. 7.2-1 Design equivalent circuit of a PS with full distribution of the generated d.c. power,
with asynchronous propulsion motors:
1 – synchronous generators; 2 – equivalent asynchronous motor; 3 – asynchronous propulsion motor;
4 – asynchronous motor of a thruster

Fig. 7.2-2 shows an example design equivalent circuit of PS with full distribution of the generated
d.c. power, with synchronous propulsion motors.
This circuit is different from the one in Fig. 7.2-1 in that a synchronous motor is used as PM.
Since, according to 2.5.4 of the standard ОSТ5.6181-81, calculation of the synchronous motor's SC current
is substituted with calculation of the SC current from a similar synchronous generator, resistances of a
synchronous machine and a cable run are added to the PS circuit.
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G1 G2

Xd' Xd'
X"d X"d
Rg Rg

Xs Xs
Rs Rs

Xs XТ X
Rs RТ R

Xd' Xs Xd Thruster
Xd" Rs Xd"
Rg Rg

3 3
2

PM1 PM2
Eqv. motor

Fig. 7.2-2 Design equivalent circuit of PS with full distribution of the generated D.C. power,
with synchronous propulsion motors:
1 – synchronous generators; 2 – equivalent asynchronous motor; 3 – synchronous propulsion motors;
4 – asynchronous motor of a thruster

7.3 Equivalent circuit of power system with partial generated power distribution for direct
current.
Fig. 7.3-1 shows an example design equivalent circuit of a PS with partial distribution of the generated
d.c. power, with asynchronous propulsion motors.
Fig. 7.3-2 shows an example design equivalent circuit of PS with partial distribution of the generated
d.c. power, with synchronous propulsion motors. These circuits are regulated by the requirements set for
the previous circuits with full distribution of the d.c. power.
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1 1
G1 G2

Xd' Xd'
Xd" Xd"
Rg Rg

Eqv. motor
Xs Xs
2 Rs Rs

XТ XТ
RТ RТ

Xs Xs
Rs Rs

3 4 3 4

PM1 Thruster 2 PM2 Thruster 2

Fig. 7.3-1 Design equivalent circuit of PS with partial distribution of the generated d.c. power,
with asynchronous propulsion motors:
1 – synchronous generators; 2 – equivalent asynchronous motor; 3 – asynchronous propulsion motors;
4 – asynchronous motor ofthrusters

7.4 Simplification of power system equivalent circuits.

7.4.1 After equivalent circuits are ready, they shall be simplified. To simplify a circuit, the following
principles may be used:
.1 if a SC point is in the node where several branches converge, the circuit may be divided into parts
(individual branches), with a short-circuit preserved at the end of each branch. In this case currents are
calculated for each branch individually. The rated power of a generator or a group of generators in this
branch shall be assumed as base power. The current at a SC point (circuit) is equal to a sum of currents of
individual branches;
.2 if the circuit is fully symmetrical with respect to a SC point (similar sources, similar resistances, etc.), or
a part of it is symmetrical with respect to an intermediate point, it may be summed along the axis of symmetry.
In this case the power of sources or motors is equal to the sum of their powers, whereas resistances shall be
added in parallel;
.3 substitution of in-parallel or in-series resistances with an equivalent one;
.4 substitution of two or more power supply sources with an equivalent one;
.5 parameters of all circuit elements involved in conversion shall be expressed in the same units.
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1 1
G1 G2

Xd' Xd'
Xd" Xd"
Rg Rg

Eqv. motor Xs Xs
2 Rs Rs

XТ XТ
RТ RТ

Xs Xs
Rs Rs

Xs Xs
Rs 4 Rs 4

Xd' Thruster 2 Xd' Thruster 2

X"d X"d
Rg Rg

3 3

PM1 PM2

Fig. 7.3-2 Design equivalent circuit of PS with partial distribution of the generated d.c. power,
with synchronous propulsion motors:
1 – synchronous generators; 2 – equivalent asynchronous motor; 3 – synchronous propulsion motors;
4 – asynchronous motor ofthrusters

8 CALCULATION OF SHORT CIRCUIT CURRENTS IN POWER SYSTEMS WITH ELECTRICAL

POWER DISTRIBUTION FOR DIRECT CURRENT

8.1 General provisions of calculation of short-circuit currents in power system with electrical
power distribution for direct current.
The following procedure is recommended for calculation of short-circuit currents in PS with d.c. power
distribution:
.1 analysis of the PS main current diagrams;
.2 determination of power supply sources and sources contributing to SC points.
Power supply sources are:
generator sets;
propulsion motors supplied from the d.c. board via semiconductor inverters;
a.c. motors supplied from the d.c. board via inverters;
a.c. motors supplied from the a.c. board;
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capacitors installed in the d.c. mains;

accumulator batteries.
.3 substantiation and selection of the PS design operation mode before a short-circuit occurs when
generator sets and powerful motors in short-circuit conditions will generate the maximum current;
.4 preparation of design circuits specifying all power supply sources and SC point contribution
sources.
.5 substantiation and selection of design SC points.
.6 preparation of PS equivalent circuits.
.7 determination of parameters of all power supply and contribution sources making up design circuits.
.8 calculation of SC current for each design point.
The calculation diagram of short-circuit currents in the PS d.c. mains is graphically shown
in Fig. 8.1.1.

Analysis of main current

diagrams

Synchro- No
Determination of SC nous PM
contributing sources

Yes
Substantiation and Calculation of the Calculation of
selection of design synchronous PM asynchronous PM
operation mode of PS
before a SC moment

Development of a Calculation of the SC

design circuit contributing current
from an equivalent
motor

Substantiation and Calculation of the SC

selection of SC points contributing current
from a capacitor

Development of PS
Participation
equivalent circuits of accumu- No
lator batteries in the
circuit

Calculation of the Yes

valve-type generator's
SC current Calculation of the SC
contribution current
from accumulator
batteries
Full d.c.
No Calculation of the SC
distribution current from all
electrical machines
Yes
Calculation of the Calculation of the Calculation of SC
generator – rectifier generator – transfor- currents from all
capacitors and all
circuit mer – rectifier circuit accumulator batteries

Determination of the
maximum surge current

Fig. 8.1.1. Calculation algorithm of short-circuit currents in PS with d.c. power distribution
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8.2 Calculation of SC currents from generators.

8.2.1 Calculation of the short-circuit current in PS with partial power distribution for direct current.
Power supply sources in PS with power distribution for direct current are valve-type generators
consisting of an electric generator and a semiconductor rectifier.
In PS with partial distribution of d.c. power, the generator is connected to the a.c. main switchboard,
that feeds power to the d.c. switchboard via the transformer and rectifier. The number of generators and the
number of rectifiers may differ.
If a three-phase bridge rectifier is short-circuited, its supplying transformer becomes shorted via valves
for the time of the short-circuit. Therefore, the SC current at rectifier outputs may be calculated in the
similar way as for a symmetrical SC at secondary outputs of transformers.
Calculation of the rectifier's short-circuit shall consider the power ratio of the rectifier (its supplying
transformer) and the main power supply source (a synchronous generator).
If the rectifier power is less than 1/25 of the synchronous generator's (generators') power, the
maximum SC current at rectifier outputs is determined by the formula
100·H2·Psurg
IKTR= ·Ir·1073 (8.2.1-1)
es
or by the formula
Ur·Psurg
IKTR=H2/3 · , (8.2.1-2)
Hx2tr+r2tr
where Ur – rated voltage of the secondary transformer winding, V;
Ir – rated current of the secondary transformer winding, А;
es – short-circuit voltage of the transformer, %;
rtr, xtr – active and inductive resistances of the transformer as reduced to the secondary winding, mOhm;
Psurg= (1+e7rtrp/xtr) – surge factor that determines a relative value of the SC current aperiodic component.

Transformer resistance is determined by the formula:

2
DPs·Ur
rtr= 2 ·103; (8.2.1-3)
Sr

xtr=10·He2s 7(DPs/10·Sr)·(U2r /Sr)·103, (8.2.1-4)

where Sr – rated power of the transformer, kVA;

Ur – rated voltage of the secondary transformer winding, kV;
ΔPs – short-circuit losses, W.

Transformer parameters required for the calculation are derived from rated data.
Formula (8.2.1-1) may be used for calculation of the SC current of a single-phase bridge rectifier
supplied from a single-phase transformer.
Steady-state value of the SC current is found by Formulae (8.2.1-1) and (8.2.1-2) at Psurg = l.
If the rectifier power is more than 1/25 of the synchronous generator's (generators') power, parameters
of the latter shall be considered in calculation of the maximum SC current.
PS parameters required for the calculation should be reduced to the same basic terms.
Basic terms shall be assumed as follows:
base power
Sb=SG1+SG2+...+SGN, (8.2.1-5)
where SG1– SGN – rated powers of synchronous generators feeding the SC point, kVA;

base voltage equaling the rated voltage of generators

Ib=Ivg; (8.2.1-6)
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base current
Ib=Sb/(H3·Ub ); (8.2.1-7)

base resistance
Zb=Ub/(H3·Ib ). (8.2.1-8)

Resulting design resistance upstream of a SC point shall be reduced to basic terms by the formula
Z*b=Zd/Zb, (8.2.1-9)
where Zd – design resistance upstream of a SC point, mOhm;
Zb – base resistance, mOhm;
Z*b – design resistance upstream of a SC point, p. u.

To calculate the maximum SC current of the rectifier, a design equivalent circuit shall be prepared
where all elements (generators, equipment, cable run segments, transformer) shall be substituted with
active and inductive resistances. All resistances of the design circuit shall be determined in terms of named
units (refer to Fig. 8.2.1-1).
In calculation of the maximum SC current, it is recommended to neglect resistances of switchgear,
busbars and transient resistances of contacts.
G1 G2 Gn

ra1 ra2 ran

x"d1 x"d2 x"dn

rcab1 rcab2 rcabn

xcab1 xcab2 xcabn

rcabn+1
xcabn+1

rred
xred

Fig. 8.2.1-1 The equivalent circuit for calculation of the SC current for generators in PS with partial d.c. power distribution:
G1 – Gn – synchronous generators; rа1 – ran – active resistance of the generator stator winding phase at 348 К (75 ºС), mOhm;
x"d1 – x"dn – sub-transient inductive resistance of the generator along a longitudinal axis, mOhm;
rcab – rcab+1, xcab – xcab+1 – active and inductive resistances of a.c cable segments, mOhm; rred, xred – active
and inductive resistances of the transformer and circuit segment from rectifier leads to a SC point, as reduced
to the primary winding's voltage, mOhm.

Active and inductive resistances of cable runs are derived from the formulae
rcab=rsr·Lc/n;
(8.2.1-10)
xcab=xsr·Lc/n,
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where rsr, xsr – active and inductive resistances of 1 m cable line as derived from look-up tables;
Lc – cable segment length, m;
n – number of parallel cables.

The equivalent circuit for calculation of the SC current for generators in PS with partial d.c. power
distribution is shown in Fig. 8.2.1-1.
Active and inductive resistances of the transformer and circuit segment from rectifier leads to a
SC point, as reduced to the primary winding's voltage, shall be determined by the formulae
rred=(rtr+rs=)·(U1/U2)2;
(8.2.1-11)
xred=(xtr+xs=)·(U1/U2)2,

where U1 and U2 – rated voltage of the primary and secondary transformer windings, V;
rtr, xs – active and inductive resistances of the transformer derived from Formulae 8.2.1-3, 8.2.1-4, mOhm;
rs=, i – active and inductive resistances of circuit elements in the segment from rectifier leads to a SC point, from the d.c.
side, in one pole (if a choke is provided, 1/2 of its resistance shall be added to the design equivalent circuit), mOhm.

In each branch of the design equivalent circuit, active and inductive resistances are summed separately.
As a result, the design circuit takes the form shown in Fig. 8.2.1-2.

G1 G2 Gn

rred
xred

Fig. 8.2.1-2. Design equivalent circuit of a separate segment

r1=ra1+rcab1;

x1=x"d1+xcab1;

rn=ran+rcabn; (8.2.1-12)

xn=x"dn+xcabn;

rк=rcabn+1+rred;

xк=xcabn+1+xred.
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The design circuit (Fig. 8.2.1-2) transforms into the similar equivalent circuit by substitution of in-
parallel segments with an equivalent one (Fig. 8.2.1-3).

Ge

reg
xeg

rs
xs

Fig. 8.2.1-3 Similar equivalent circuit of in-parallel segments

For two parallel generators, equivalent resistances are calculated by the formulae
2 2
r1·x2+r2·x1
reg= ; (8.2.1-13)
(x1+x2)2
x1·x2
xeg= . (8.2.1-14)
x1+x2

If there are more than two generators operating in parallel, the equivalent inductive resistance is
determined by the formula
1/xeg=1/x1+1/x2+...+1/xn. (8.2.1-15)

The active equivalent resistance in this case is determined by Formula (8.2.1-13), where the equivalent
resistance xeg1 of two circuits is determined first, then xeg2 _ the resistance of the new circuit, xeg1 and
one of those remaining, etc.
The circuit (Fig. 8.2.1-3) transforms into the similar circuit by substitution of in-series segments with
similar ones (Fig. 8.2.1-4).

Ge

reg
xeg

Fig. 8.2.1-4 Similar equivalent circuit of in-series segments

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re=reg+rs;
(8.2.1-16)
xe=xeg+xs.

Design resistance upstream of a SC point is determined.

Zd=Hx2e +r2e (8.2.1-17)

Design resistance upstream of a SC point in p. u. is determined by Formula (8.2.1-9).

Maximum SC current is determined by the formula
H2·E"d U1
IKTR= ·(γ+Psurg71)· ·I , (8.2.1-18)
Z*d U2 b

where E"d – initial value of sub-transient EMF, which, in calculation, is recommended to be assumed E_d^''=U_b=1,0 p.u;
γ – attenuation factor of a SC current's periodic component for the time the maximum current is reached. For 400
Hz mains γ=1, for 50 Hz mains it shall be derived from the curve in Fig. 8.2.1-5 as function of Z*d and the
time constant of the SC sub-transient current's periodic component T"d at the moment of time t = 0,01 s.

For a single generator operating, or for generators of same type operating in-parallel, T"de is assumed to
be equal to T"d of one generator; for generators of different types operating in-parallel T"de is assumed to be
equal to T"de with the higher value;
Psurg – surge factor derived from the curve in Fig. 8.2.1-6 as function of resistance ratio xe/re,
determined by Formula (8.2.1-16).

Fig. 8.2.1-5 Curves of the attenuation factor of a SC current periodic component versus Z*d and time constant
of the SC sub-transient current's periodic component T"d:
design resistance values upstream of a SC point Z*d at the X-axis; attenuation factor values γ at the Y-axis.

8.2.2 Calculation of the short-circuit current in PS with full electrical power distribution
for direct current.
In PS with full distribution of the d.c. power, each generator is connected to its own rectifier.
If a three-phase bridge rectifier supplied directly from a synchronous generator is short-circuited,
the SC current at rectifier outputs is calculated by the same method as in case of a symmetrical SC at
generator leads, considering active and reactive resistances of the generator – rectifier cable line.
To calculate from rated values of the generator, the following values shall be determined:
SGr – full rated power of the generator, kVA;
Ur – rated voltage, V;
Ir – rated current of the generator, kA;
f – rated frequency of the generator, Hz;
rG – active resistance of the stator winding, p. u.;
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Psurg

Fig. 8.2.1-6 Surge factor Psurg versus ratios x/r in the SC circuit:
values Psurg – at the X-axis; ratios x/r – at the Y-axis

x"d – sub-transient inductive resistance along a longitudinal axis, p. u.;

x'd – transient inductive resistance along a longitudinal axis, p. u.;
T"d – sub-transient time constant along a longitudinal axis, s;
cosφ – power factor.
The equivalent circuit for calculation of the SC current for generators in PS with full d.c. power
distribution is shown in Fig. 8.2.2.
Parameters required for the calculation shall be reduced to the same basic terms.
Basic terms shall be assumed as follows:
base power equal to the base power of generators Sb= SGN;
base voltage equal to the rated voltage of generators Ub=UN;
base current
Ib=Sb/(H3·Ub); (8.2.2-1)

base resistance
Zb=Ub/(H3·Ib). (8.2.2-2)

Resulting design resistances upstream of a SC point shall be reduced to basic terms by the formula
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r
x

rs
xs

Fig. 8.2.2 The equivalent circuit for calculation of the SC current for generators in PS with full d.c. power distribution

Z*b=Zd/Zb, (8.2.2-3)
where Zd – design resistance upstream of a SC point, mOhm;
Zb – base resistance, mOhm;
Z*b – design resistance upstream of a SC point, p. u.

To calculate the maximum SC current of the rectifier, a design equivalent circuit (Fig. 8.2.2) shall be
prepared where all elements shall be substituted with active and inductive resistances. All resistances of
the design circuit shall be determined in terms of named units.
Active and inductive resistances of cable runs are derived from the formulae
rcab=rsr·Lc/n;
(8.2.2-4)
xcab=xsr·Lc/n,
where rsr, xsr – active and inductive resistances of 1 m cable line as derived from look-up tables (Appendix 4 to OST5.6181-
81 standard);
Lc – cable segment length, m;
n – number of parallel cables.

Active and inductive resistances of the generator shall be taken from the rated data of the machine
whereas internal resistance of the rectifier as the short-circuit occurs may be neglected.
Then the sub-transient and transient EMF of the generator shall be determined in terms of p. u.
E"0=U0+I0·x"d ·sinφ0; (8.2.2-5)

E'0=U0+I0·x'd ·sinφ0, (8.2.2-6)

where U0, I0, sinφ0 – voltage and current of the generator in terms of p. u. and displacement angle between them under previous
SC conditions.

After that, design impedance in the generator circuit, and impedances for transient and steady-state
processes shall be determined.
Z"d=H(r+rcab)2+(x"d+xcab)2; (8.2.2-7)

Z'd=H(r+rcab)2+(x'd+xcab)2. (8.2.2-8)
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Initial value of the sub-transient current I"0, p. u., is equal to

I"0=E"0/Z"p. (8.2.2-9)

Initial value of the transient current I'0, p. u., is equal to

I'0=E'0/Z'p. (8.2.2-10)

Then a periodic component of the SC current, p. u. is determined

"
It=(I"07I'0)·e(7t/Td)+I'0. (8.2.2-11)

The value of time t in this case is directly dependent on generator frequency f, as the expression t = 1/2f,
that is for the 50 Hz frequency the value of time is t=0,01 s.
Surge current of SC iug, kA, is equal to
iug=H2 (It7I"0·γa)·Ib, (8.2.2-12)

where γa – aperiodic component factor derived from curve γa=f (x/r), given in the standard OST5Р.6181-81 (Appendix
10), which is found as a function of the RATIO (x'd+x)/(rg+r).

8.3 Calculation of the short-circuit current from the electrical propulsion plant.
8.3.1 Calculation of the short-circuit current from the electrical propulsion plant with synchronous PM.
The SC current from the electrical propulsion plant with synchronous PM is calculated similarly to the
short-circuit current of the synchronous generator (8.2.2 of this Procedure).
Sub-transient EMF E"0, and transient EMF E'0 for a motor running with overexcitation (with lead power
factor) is determined by the same formulae as EMF of the generator working for the active and inductive
load.
8.3.2 Calculation of the short-circuit current from the electrical propulsion plant with asynchronous PM.
The contribution current from asynchronous PM shall be taken into account for the first three periods
of the SC current.
To calculate from rated data of the asynchronous motor, the following values shall be estimated:
Pmr – rated power, kW;
Imr – rated current, kA;
rsm – active resistance of the stator winding, p. u.;
x'm – transient inductive resistance of the stator winding, p. u.;
xm – inductive resistance of the stator winding, p. u.;
μ – magnetic coupling ratio of rotor and stator windings;
Tr – time constant of the rotor winding, s;
Tr' – transient time constant of the rotor winding, s.
Initial value of the SC current's periodic component is determined:
Uc
I'0m= ·μ, (8.3.2-1)
Z'pm

where Uc – voltage across the motor feeder before SC is assumed to be equal to 1 when calculating in motor's p. u.,
and 0,95 when calculating in generator's p. u.

Then, the SC current's periodic component (effective value) for moment of time t is determined by the
formula
’
Itm=I'0m·e(7t/Tre), (8.3.2-2)
where Tre
' – time constant of transient process attenuation.

For SC across motor terminals Tre ' = Tr' .

In case of short-circuit in the d.c. mains, resistance of the cable line from the motor to the inverter shall
be taken into account:
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(x'm +xcab)·(xm+xcab)+(rsm+rcab)2
T're=T'r· . (8.3.2-3)
(xm+xcab)2+(rsm+rcab)2

Values of e7x are given in the standard OST5Р.6181-81 (Appendix 11).

The total SC current from the motor (amplitude value) for the moment of time t may be determined by
the formula
Uc '
itmmax=H2·(Itm+ )·e(7t/Tse), (8.3.2-4)
Z'pm

where T'se – time constant of attenuation of the SC current's aperiodic component is determined by the formula

(x'm +xcab)
T'se = , (8.3.2-5)
(ω·(rsm+rcab)

where ω – pulsation, ω=2·π·f.

The surge current is determined as the total current value before moment t=T/2 by the formula
Uc
isurg.m=H2·(Itm+ ·g )·I , (8.3.2-6)
Z'pm a mr

where γa – aperiodic component factor derived from curve γa= f (x/r), given in OST 5Р.6181-81 (Appendix 10), which is
found as a function of the ratio (x'm+xcab)/(rsm+rcab).

8.4 Calculation of the short-circuit current from ship's general power users.
8.4.1 Calculation of the short-circuit current from ship's general power users in PS with partial
electrical power distribution for direct current.
In PS with partial distribution of the d.c. power, all ship's general power users are fed from a.c. main
switchboard. D.c. switchboard supplies a variable-frequency electric drive: electrical propulsion plants and
thruster drive.
Ship's general power users powered from the a.c. board have negligible influence on the contribution
to the SC current on d.c. switchboard busbars, due to the fact that the total power of such users is
considerably lower than the generator power.
The d.c. distribution network is supplied from rectifiers connected to power transformers.
The contribution current to the d.c. network is calculated for short-circuit conditions on the secondary
winding of the power transformer. Calculation is done using Formulae (8.2.1-1 – 8.2.1-13).
8.4.2. Calculation of the short-circuit current from ship's general power users in PS with full electrical
power distribution for direct current.
8.4.2.1 Calculation of the SC current from ship's general a.c. power users in PS with full electrical
power distribution for direct current.
In PS with full distribution of the d.c. power, ship's general power users may receive power both from
an a.c switchboard or directly from a.c. main switchboard. The most powerful users receive power from
the a.c. main switchboard via inverters.
The current from asynchronous motors is calculated by Formulae (8.3.2-1 – 8.3.2-6), from
synchronous motors – by Formulae (8.2.2-1 – 8.2.2-12).
Ship's general users of lower power are supplied from the a.c. switchboard. This switchboard is
supplied from the d.c. main switchboard via the inverter and power transformer. The inverter and power
transformer are reversible elements of the circuit and lead the current in reverse direction. If short-circuit
occurs on d.c. main switchboard busbars, asynchronous motors connected to a.c. switchboard busbars and
expressed in terms of an equivalent motor, generate the contribution current to the SC point.
Alongside that, the estimated power of the equivalent motor is much (by an order) lower than that of
generators and propulsion motors. Therefore, in calculation of contribution currents on d.c. switchboard
busbars, this source of contribution may be neglected.
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If the equivalent motor's power is comparable to that of the EPP, the contribution current to
the SC point from this source shall be taken into account. A factor limiting the SC current passage via the
transformer is its power-to-size ratio. If the equivalent motor's power is lower than the transformer's
power-to-size ratio, the contribution current to the SC point shall be calculated on the basis of the
equivalent motor's power.
The contribution current from the equivalent asynchronous motor on busbars is calculated by the
formula
isurg=7,8·Ir, (8.4.2.1-1)
where Ir – rated current of the equivalent asynchronous motor.

From the input side of the stepdown transformer, with account of the transformation ratio, the
contribution current is equal to
isurgt=isurg·Kt, (8.4.2.1-2)
where Kt – transformation ratio.

If the equivalent motor's power exceeds the transformer's power-to-size ratio, the current is calculated
by the formula
It=U1/(H3·Zd), (8.4.2.1-3)
where Zd – design resistance upstream of the SC point;
U1 – voltage across the primary winding of the transformer.

8.4.2.2 Calculation of the SC current from ship's general d.c. power users in PS with full distribution of
d.c. power.
When d.c. motors of the power comparable with that of generators are connected to the d.c. main
switchboard, the contribution current to the SC point from this source of current shall be calculated.
The contribution current from d.c. motors connected directly to the d.c. switchboard is calculated as
follows.
.1 Analytical calculation method for maximum short-circuit current from d.c. motors.
Analytical calculation of maximum short-circuit current from d.c. motors is calculated by expressions
and in accordance with the sequence given below:
0,44·Uer·Er
α= ; (8.4.2.2.1-1)
p·Ur·Fr·Wt/ap
Ra·Ir+Kc·er·Kβ(P/α)
β= ; (8.4.2.2.1-2)
Ur
Fq+bk·ASr±2(Ws/as)·Ir
γ= . (8.4.2.2.1-3)
2(Wt/ap)·Ie0

where α – coefficient, 1/s;

β, γ – coefficient, p. u.;
Kс= 1 – for machines without a compensating winding;
Kс= 0,8 – for machines with a compensating winding.
Uer – rated voltage of an independent excitation winding at no-load and at the rated voltage, V;
Er – rated EMF of the machine, V;
p – number of pairs of poles;
Ur – rated voltage, V;
Fr – rated effective current of the machine to pole, Wb;
Wt – number of turns of an independent (parallel) excitation winding to pole;
ap – number of parallel paths of an independent (parallel) excitation winding;
Ra – active resistance of an armature circuit at Т = 348К (75 ºС), Ohm;
Ir – rated current of an armature, А;
er – reactive EMF of a short-circuited section of an armature winding, V;
Kβ – brush coverage ratio;
Fq – magnetizing force of a quadrature-axis armature reaction indesign conditions (to a pair of poles);
bk – busbar of a switching zone, cm;
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ASr – rated linear load of an armature, А/cm;

Ws – number of coils of a series excitation winding to pole;
as – number of parallel paths of a series excitation winding;
Ie0 – current of an independent (parallel) excitation winding at no-load and at the rated voltage, A.

In the numerator of Formula (8.4.2.2.1-3), a "minus" is put before a summand 2(Ws/as) if a motor with
a back-to-back series winding is calculated, and a "plus" sign is put if a motor with a cumulative excitation
winding is calculated.
Coefficients are determined:
C=3,82·p·nr; (8.4.2.2.1-4)

A=α+C·(β+0,11·γ); (8.4.2.2.1-5)

B=α·C·(β+γ), (8.4.2.2.1-6)
where A и C – coefficients, 1/s;
B – coefficient, 1/s2.

Attenuation decrements are determined:

Pа=A/2+H(A/2)27B); (8.4.2.2.1-7)

Pb=A/27H(A/2)27B) . (8.4.2.2.1-8)

Design transient i's and steady-state i's st SC currents are determined:

i's=C/(Pa7Pb). (8.4.2.2.1-9)

For machines with independent excitation, the steady-state SC current is determined by the formula
i's st=1/(β+γ). (8.4.2.2.1-10)

For machines with parallel excitation, the steady-state SC current is equal to zero.
The time for the SC current to reach the maximum is determined at independent excitation

1 Pa·i's 2,3 Pa·i's

tm= ·ln ' ' = ·lg ; (8.4.2.2.1-11)
Pa7Pb Pb(is7is st) Pa7Pb Pb(is7i's st)
'

at parallel excitation

1 Pa 2,3 Pa
tm= ·ln = ·lg . (8.4.2.2.1-12)
Pa7Pb Pb Pa7Pb Pb
Maximum design SC current at leads of the machine that has run idle before the SC moment is
determined:
at independent excitation
ism=is st7i'se7Pa·tm+(i's7i's st)e7Pb·tm; (8.4.2.2.1-13)

at parallel excitation
ism=i's(e7Pb·tm7e7Pa·tm), (8.4.2.2.1-14)

where ism – maximum SC current, p. u.

Maximum SC current at motor leads that has operated under rated conditions before SC is determined
by the formulae
Ismm=(ism71)Ir·1073, (8.4.2.2.1-15)
where Ikmm – maximum SC current at motor leads, kA.
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.2 Simplified analytical calculation method for maximum short-circuit current from direct-current
motors.
The maximum SC current of the motor with the main parallel excitation, which has run idle before
the SC moment is determined by the formula

C
ism= 73 J. (8.4.2.2.2-1)
10
Auxiliary value J is determined from design curves in Fig. 8.4.2.2.2 as function of coefficients А and В.
J
p. u.

Fig. 8.4.2.2.2 Auxiliary value J as function of coefficients А and В

Coefficients А, В and С are determined by Formulae (8.4.2.2.1-4 - 8.4.2.2.1-6).

The maximum SC current of the motor in terms of named units is determined by the For-
mula (8.4.2.2.2-1).
In accordance with the simplified procedure of short-circuit current calculation, the maximum SC current
for machines with independent excitation at their rated voltage not more than 400 – 500 V shall be determined.
The contribution current to the SC current from large-sized motors of the power comparable to that of
main power supply sources shall be calculated similarly to calculation of the maximum short-circuit
current by the analytical procedure described in this Chapter above.
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The contribution current from motors of auxiliary mechanisms, with account of resistances of cable
runs, is determined by the formula
n
Isam max=5SIam n, (8.4.2.2.2-2)
1

where n – number of motors running in the conditions under calculation;

Iam n – rated current of the n-th motor running in design mode, kA;
Iam n and n shall be taken from the load chart.

The contribution current from motors of auxiliary mechanisms is taken into account only in calculation
of maximum SC currents.
8.5 Calculation of the short-circuit current from capacitor banks.
In PS with d.c. power distribution, capacitor banks may be installed at the output of rectifiers, input of
inverters, or connected directly to the d.c. busbars of the main switchboard.
The connection diagram of capacitor banks in the PS d.c. mains is shown in Fig. 3.4.
In of case of SC on d.c. busbars or outgoing feeders, surge SC currents of other contribution sources
are considerably influenced by discharging currents of capacitors.
Capacities of capacitors mounted at inputs of inverters and being part of autonomous inverters are
significant, reaching 10 mF per 1 MW of the inverter power. If the resistance of circuit segments through
which capacitor discharging currents are flowing is low, values of discharging currents may reach
hundreds of kiloamperes.
Connecting plates of a charged capacitor to any resistor R will enable flowing of the capacitor's
discharging current due to the voltage across the capacitor. With the capacitor discharging, electrons from
one side of the plate (if they are in excess) will be flowing over to the other one (if they are in deficiency)
until the potentials of plates are equalized, that is, the voltage across the capacitor becomes equal to zero.
Voltage variation during discharging of the capacitor is shown in Fig. 8.5.
The discharging current of the capacitor is proportional to the voltage across the capacitor, and its
variation with the time is similar to voltage variation.
At the starting moment of discharging, the voltage across the capacitor is maximum, and the
discharging current is maximum, therefore, discharging is quick. As the voltage drops, the discharging
current drops as well, and charges' exchange between plates becomes slower.
The time of capacitor discharging process depends on the circuit resistance and capacitor capacity,
with the growth of both resistance and capacity increasing the discharging time. As the resistance grows,
the discharging current becomes lower, carryover of charges from one plate to another becomes slower. As
the capacitor capacity increases, the charge on the plates increases as well.
Discharging of a capacitor having capacity C and charged to potential difference via resistance R,
which is an external resistance of the discharge circuit or internal leakage resistance of the capacitor takes
place according to the formula:
Ut=U0e7t/T. (8.5-1)

Instantaneous value of the discharging current

U0 7t/T
i t= e , (8.5-2)
R

here Ut – voltage between capacitor plates in seconds, after discharging has begun, V;
it – current in the capacitor circuit existing in t seconds after discharging has begun;
T – moment of time from the moment of charging beginning under consideration, s;
U0 – voltage of the source that charges the capacitor, V;
C – capacitor capacity, F;
R – resistance of the discharge circuit, Ohm;
Т – rc time, in s (T=RC);
e = 2,718.
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Fig. 8.5 Voltage and current curve across the capacitor during discharging

Capacitor charging and discharging processes are usually considered as a function of the circuit's rc
time RC. The rc time actually indicates the time period, in s, after which the voltage of the capacitor being
discharged becomes е = 2,718 times lower than the voltage under consideration.
When the capacitor is charging, the rc time indicates the time, in s, during which the voltage across
plates increases by 63 % of the difference between the available voltage and the charging current source's
voltage.
Since charging and discharging to full values of final voltages lasts indefinitely long, often it is more
convenient to consider the charging mode finished as the voltage across plates reaches 99 % of the
charging voltage (or 1 % of the initial voltage value in discharged condition).
8.6 Calculation of short-circuit currents from accumulator batteries.
In PS with distribution of the d.c. power, accumulator batteries may be used for storing the electrical
power. On smaller ships they may be used for power supply of the electric propulsion system, and their
power may be comparable with that of generator sets.
Calculation of the maximum short-circuit current from accumulator batteries is described below.
EMF of accumulator battery groups and internal impedance of one accumulator battery (in short-
circuit conditions) are determined during calculation. Ea.s and Ra.s are assumed from specifications.
If there are n accumulator batteries in the group, EMF (Ea.gr) and impedance (Ra.gr) of the accumulator
battery group are determined by the formulae:
Ea.gr=Ea.s·n; (8.6-1)

Ra.gr=Ra.s·n. (8.6-2)

Calculation of impedance of the accumulator battery group shall consider resistances of connections
between elements and contact connections.
Maximum SC current across leads of accumulator battery groups is determined by the formula
Isma.gr=Ea.gr/Ra.gr. (8.6-3)

Maximum SC current of the accumulator battery group for a remote SC point is determined by the formula
Isma.gr=Ea.gr/(Ragr+Rc). (8.6-4)
where Rc – resistance of a circuit comprising resistances of cables, equipment, and etc., from leads of the accumulator
battery group to a SC point.
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Resistances Rc of these elements of the design circuit are determined by the formulae:
resistances of cable runs, Rcab, mOhm, are determined by the formula
Rcab=2·rsr·lcab, (8.6-5)
where rsr – resistance of a 1 m cable run containing m parallel cables of S cross-section in one pole, MOhm, to be
determined from Table 1 of informative Appendix 7 of standard OST5Р.6126-77;
lcab – length of a cable line in one pole, m;

resistance of busbars, Rb, mOhm, is determined by the formula

Rb=2·rbsr·lb, (8.6-6)
where rbsr – resistance of 1 m of busbars in one pole, mOhm/m, to be determined from reference Appendix 8 of standard
OST5Р.6126-77, depending on cross-sections of busbars;
lb – busbar length in one pole, m.

Transient resistance of contacts, resistances of the switchgear and protection equipment and shunts are
determined from Table 4 of reference Appendix 7 and reference Appendices 9-14 of OST5Р.6126-77.
Determination of time dependence of the accumulator battery group's short-circuit current.
Variation of the accumulator battery group's SC current as function of the time is determined by the
formula
Ea.gr
Isa.gr= (17e7t/Ts), (8.6-7)
Ra.gr+Rs

where Тs – the time constant of the SC circuit, which is found by the formula

La.gr+Ls
Ts= , (8.6-8)
Ra.gr+Rs

where La.gr – inductance of the accumulator battery group, H;

Ls – inductance of the SC circuit from accumulator battery group leads to the SC point, H;
Ra.gr – resistance of the accumulator battery group, mOhm;
Rs – resistance of the SC circuit from accumulator battery group leads to the SC point, mOhm;

Specific inductance of cable runs with limited number of cables (from two to twenty) and arranged in a
cassette, as is shown in Fig. 8.6-1, is determined from the curves in Fig. 8.6-2 _ 8.6-4.
When cables of other cross-sections and grades are used, the specific inductance for cable runs with
the number of cables from 2 to 20 is calculated following the analytical procedure, by the formulae:
r 77
L'2=(174ln )10 ; (8.6-9)
d
r
L'4=(70,19372ln )1077; (8.6-10)
d
r
L'6=(70,18371,32ln )1077; (8.6-11)
d
r
L'8=(70,1847ln )1077; (8.6-12)
d
r
L'10=(70,1670,8ln )1077; (8.6-13)
d
r
L'12=(70,13570,66ln )1077; (8.6-14)
d
r
L'16=(70,12470,5ln )1077; (8.6-15)
d
r
L'20=(70,10370,4ln )1077, (8.6-16)
d

where L'2 – L'20 – specific inductance of cable runs, H/m;

r – radius of a cable conductor, mm;
d – centre-to-centre spacing between adjacent cables, mm,
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Fig. 8.6-1 Cable runs for the number of cables in a cassette from 2 to 16

When cables are laid in a cassette without vents, d – diameter of an insulated cable, mm.
Inductance of the cable run of l length is determined by the formula
L'c=L'·l; (8.6-17)

The actual value of the SC current for accumulator batteries as power sources is assumed to be equal to
the maximum SC current value.
8.7 Calculation of the total short-circuit current.
After the current contributing to SC points from sources is calculated, the resultant current at each
selected point shall be determined.
The sources contributing to short-circuit points that have been reviewed above, have different
characteristics, different active and inductive resistances and time constants.
The build-up time of the surge SC current from electrical machines, capacitors and accumulator
batteries differs. It should be noted that capacitor banks, if there is no inductance in the discharging
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95 mm2
120 mm2
150 mm2

185 mm2, 240 mm2

300 mm2

Number of cables

Fig. 8.6-2 Curves to determine the specific inductance of the cable run as function of the number of cables and cross-section
of a conductor of cable of type "КНР", H/m • 1076

current, provide the maximum discharging current (assumed to be the surge current from discharging of
capacitor batteries) at the moment of time, approaching zero (t=0). If inductance is present, the moment
when the maximum surge current occurs is shifted to the right on the time scale.
The discharging current of accumulator batteries depends only on the internal resistance and discharge
circuit's resistance. The maximum value is reached at the moment of time, approaching zero (t=0).
Electrical machines represented by generators and motors generate the surge current at the moment of
time t other than zero.The value of time t in this case is directly dependent on generator frequency f, as the
expression t = 1/2f, that is for the 50 Hz frequency the value of time is t=0,01 s.
For the d.c. distribution circuits under consideration, the generator's operating frequency may be other
than 50 Hz. Propulsion motors and thruster motors at the moment of short-circuit occurrence may operate
at a random frequency determined by the control law of a variable-frequency drive. Equivalent
asynchronous motors run at the rated frequency (50 Hz).
To determine the maximum surge current at a SC point, the maximum sum of currents from sources
contributing to a SC point at a random moment of time shall be determined.
To determine the maximum surge SC current, contribution sources shall be divided into two groups:
sources that provide the maximum surge current at the moment of time t=0 s;
sources that provide the maximum surge current at the moment of time other than t=0 s;
The first group of sources may include capacitor banks and accumulator batteries, the second group -
all generators and motors.
The surge current from capacitor banks and accumulator batteries at the moment of time approaching
zero (t0=0 s) will be equal to the sum of currents from all batteries to a SC point:
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150 mm2, 185 mm2

240 mm2
300 mm2

Number of cables

Fig. 8.6-3 Curves to determine the specific inductance of the cable run as function of the number of cables and cross-section
of a conductor of cable of type "НРШМ", H/m • 1076

Iudbt0=Ic1+Ic2+...Icn+Iac. (8.7-1)
The surge currents from capacitor banks and accumulator batteries at the moment of time t1=1/2f are
summed again, using the expressions in 8.5 and 8.6.
Iudbt1=Ic1t1+Ic2t1+...Icnt1+Iact1, (8.7-2)
where t1 = 1/2f;
f – generator frequency, Hz.

Surge currents from generators and motors at the moment of time t = 1/2f, are summed to give the sum
of currents from all electrical machines to a SC current.
Iudemt1=Ig1+Ig2+…Ign+Im1+Im2+…Imn, (8.7-3)
where t1 = 1/2f;
f – frequency, Hz.

The total surge current from capacitor banks and accumulator batteries as calculated by
Formula (8.7.2), and from generators and motors at the moment of time t=1/2i, as calculated by
Formula (8.7.3) are summed:
Iudt1=Iudbt1+ Iudemt1 (8.7-4)

From the resulting values of the surge SC current from capacitor banks and accumulator batteries at the
moment of time approaching zero Iudembt0, as calculated by Formula (8.7-1), and the total surge current
from capacitor banks and accumulator batteries and from generators and motors at the moment of time
t=1/2fIudt1, as calculated by Formula (8.7-4), the highest value is selected.
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95 mm2

120 mm2

Number of cables

Fig. 8.6-4 Curves to determine the specific inductance of the cable run as function of the number of cables and cross-section
of a conductor of cable of types "КВД-60", "КВД-100" and "КРНГ-60", H/m • 1076

The maximum value of the design SC current is used in the check of the switchgear and protection
equipment and busbars for electrodynamic resistance.
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9 TERMS AND DEFINITIONS

E l e c t r i c p l a n t is a set of the electrical equipment connected to each other that fulfils a certain function,
for example, generation, conversion, transmission, distribution, storage or consumption of electrical power.
E l e c t r i c a l e q u i p m e n t is a set of electrical products used for generation, conversion,
transmission, distribution, storage or consumption of electrical power.
S h o r t - c i r c u i t is a connection between phases or between phases and ground as a result of
damaged phase insulation, which is abnormal for normal operation conditions of a system.
S h o r t - c i r c u i t c u r r e n t is the current flowing in a system in short-circuit conditions.
E l e c t r o d y n a m i c r e s i s t a n c e t o t h e s h o r t - c i r c u i t c u r r e n t is the ability of electric
plants to withstand the action of the surge short-circuit current.
T h e r m a l r e s i s t a n c e t o t h e s h o r t - c i r c u i t c u r r e n t is the ability of electric plants to
withstand the heat action of the surge short-circuit current for a certain period of time in set operation
conditions.
I n i t i a l s h o r t - c i r c u i t c u r r e n t is a periodic component of the short-circuit current at the
moment of short-circuit occurrence is specified as an actual (effective) value.
S t e a d y - s t a t e s h o r t - c i r c u i t c u r r e n t is the current that flows after a transient process
caused by short-circuit is finished. To be specified as an actual (effective) value.
R a t e d s h o r t - c i r c u i t c u r r e n t is a surge short-circuit current, the dynamic action of which
shall be withdrawn by an electric plant without any damages impairing its serviceability
S y n c h r o n o u s m a c h i n e is a commutatorless a.c. machine, where, in steady-state mode, the
ratio of the rotor speed and current frequency in the circuit connected to the armature winding does not
depend on the load within the range of permissible loads.
A s y n c h r o n o u s m a c h i n e is a сommutatorless a.c. machine, where the ratio of the rotor speed
and current frequency in the circuit connected to the machine depends on loads.
Va l v e - t y p e a . c . m a c h i n e is a commutatorless a.c. machine, the armature winding of which is
connected to external circuits via a valve-type is a switching device and where the ratio of the rotor speed
and current frequency in the circuit connected to the machine depends on the load and may be changed by
changing the phase position of control pulses fed to valves.
Zero-phase-sequence impedance of a synchronous (asynchronous) ma-
c h i n e ( Z e r o - p h a s e - s e q u e n c e i m p e d a n c e ) is a ratio of the fundamental harmonic of zero-
phase-sequence voltage in the armature winding (primary winding) of a synchronous (asynchronous)
machine to the zero-phase-sequence current of the same frequency in the same winding.
Synchronous inductive resistance along the longitudinal axis of a
synchronous machine (Synchronous inductive resistance along the long-
i t u d i n a l a x i s ) is a ratio of the steady-state value of the EMF's fundamental harmonic, which is
induced in the armature winding of a synchronous machine as a total magnetic flux caused by a current
component in this winding along the longitudinal axis, to this current component at a synchronous speed
Synchronous inductive resistance along a transverse axis of a synchro-
n o u s m a c h i n e ( S y n c h r o n o u s i n d u c t i v e r e s i s t a n c e a l o n g a t r a n s v e r s e a x i s ) is
a ratio of the steady-state value of the EMF's fundamental harmonic, which is induced in the armature
winding of a synchronous machine as a total magnetic flux caused by a current component in this winding
along a transverse axis, to this current component at a synchronous speed.
Transient inductive resistance of the armature winding along the
longitudinal axis of a synchronous machine (Transient inductive resis-
t a n c e a l o n g t h e l o n g i t u d i n a l a x i s ) is a ratio of the initial value of the EMF's fundamental
harmonic, which is induced in the armature winding of a synchronous machine as a total magnetic flux
caused by a current component in this winding along the longitudinal axis, to the initial value of this
current component at its sudden change, in absence of damping circuits, in the presence of a closed
excitation winding along the longitudinal axis, and at a synchronous speed
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Transient inductive resistance of the armature winding along a trans-

verse axis of a synchronous machine (Transient inductive resistance along
a t r a n s v e r s e a x i s ) is a ratio of the initial value of the EMF's fundamental harmonic, which is
induced in the armature winding of a synchronous machine by total magnetic flux caused by a current
component in this winding along the transverse axis, to the initial value of this current component at its
sudden change, in absence of circuits, in the presence of a closed excitation winding along the transverse
axis, and at a synchronous speed
Sub-transient inductive resistance of the armature winding along the
longitudinal axis of a synchronous machine (Sub-transient inductive
r e s i s t a n c e a l o n g t h e l o n g i t u d i n a l a x i s ) is a ratio of the initial value of the EMF's
fundamental harmonic, which is induced in the armature winding of a synchronous machine by total
magnetic flux caused by a current component in this winding along the longitudinal axis, to the initial
value of this current component at its sudden change, in the presence of damping circuits along the
longitudinal axis, and at a synchronous speed
Sub-transient inductive resistance of the armature winding along the
transverse axis of a synchronous machine (Sub-transient inductive resis-
t a n c e a l o n g t h e t r a n s v e r s e a x i s ) is a ratio of the initial value of the EMF's fundamental
harmonic, which is induced in the armature winding of a synchronous machine by total magnetic flux
caused by a current component in this winding along the transverse axis, to the initial value of this current
component at its sudden change, in the presence of damping circuits along the transverse axis, and at a
synchronous speed
Positive-phase-sequence active resistance of the armature winding of a
s y n c h r o n o u s m a c h i n e ( P o s i t i v e - p h a s e - s e q u e n c e a c t i v e r e s i s t a n c e ) is a ratio
of a part of the in-phase component of the voltage's fundamental harmonic in the synchronous machine's
armature winding, which corresponds to fundamental and incremental losses in this winding caused by the
fundamental harmonic of the positive-phase-sequence current therein, to the same current harmonic at the
rated speed.
Negative phase-sequence active resistance of the armature winding of a
s y n c h r o n o u s m a c h i n e ( N e g a t i v e p h a s e - s e q u e n c e a c t i v e r e s i s t a n c e ) is a ratio
of the in-phase component of the fundamental harmonic of the negative phase-sequence armature voltage
caused by the armature's sinusoidal current of the negative phase-sequence and rated frequency, to the
same current at the rated speed of a synchronous machine.
Zero-phase-sequence inductive resistance of a synchronous (asynchro-
n o u s ) m a c h i n e ( Z e r o - p h a s e - s e q u e n c e i n d u c t i v e r e s i s t a n c e ) is a ratio of the
fundamental harmonic's idle component of zero-phase-sequence voltage in the armature winding (primary
winding) to the zero-phase-sequence current of the same frequency in the winding of a synchronous
(asynchronous) machine.
Zero phase-sequence active resistance of the armature winding of a
s y n c h r o n o u s m a c h i n e ( Z e r o - p h a s e - s e q u e n c e a c t i v e r e s i s t a n c e ) is a ratio of the
fundamental harmonic's in-phase component of the zero-phase-sequence armature voltage of a
synchronous machine caused by the fundamental harmonic of the zero-phase-sequence armature current
and rated frequency, to the same current harmonic at the rated speed of a synchronous machine.
Steady-state short-circuit current of a synchronous generator (Steady-
s t a t e s h o r t - c i r c u i t c u r r e n t ) is the current that has settled upon short-circuit in the armature
winding of an excited synchronous generator rotating at a synchronous speed.
Surge short-circuit current of a synchronous machine (Surge short-
c i r c u i t c u r r e n t ) is the maximum value of the current in the armature winding of a synchronous
machine within the first half-cycle after its short-circuit, when the aperiodic component is maximum.
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Aperiodic component of the short-circuit current of a synchronous

m a c h i n e ( A p e r i o d i c c o m p o n e n t o f t h e s h o r t - c i r c u i t c u r r e n t ) is a component of
the short-circuit current in the synchronous machine's armature winding, which is caused by the presence
of winding inductances.
Transient short-circuit current of a synchronous machine (Transient
s h o r t - c i r c u i t c u r r e n t ) is a periodic short-circuit current of the synchronous machine's armature
winding, which is equal to the sum of its steady-state value and transient component caused by reaction of
an excitation winding.
Sub-transient short-circuit current of a synchronous machine (Sub-
t r a n s i e n t s h o r t - c i r c u i t c u r r e n t ) is a periodic short-circuit current of the synchronous
machine's armature winding, which is equal to the sum of the transient current and a sub-transient
component caused by the reaction of damping circuits.
Time constant of the aperiodic component of a synchronous machine
( T i m e c o n s t a n t o f t h e a p e r i o d i c c o m p o n e n t ) is an electromagnetic time constant
determined by an arithmetical average of parameters of the synchronous machine's armature winding
along the longitudinal and transverse axes of its magnet system, accounting for reactions of other
windings.
Transient time constant of a synchronous machine along a longitudinal
a x i s w i t h a s h o r t - c i r c u i t e d a r m a t u r e w i n d i n g is an electromagnetic time constant
determined by excitation winding parameters, with account of reaction of the synchronous machine's
armature winding along the longitudinal axis.
Transient time constant of a synchronous machine along the transverse
a x i s w i t h a s h o r t - c i r c u i t e d a r m a t u r e w i n d i n g is an electromagnetic time constant
determined by excitation winding parameters along the transverse axis (if any), accounting for reaction of
the synchronous machine's armature winding along the transverse axis
Transient time constant a synchronous machine along the longitudinal
a x i s w i t h a n o p e n - c i r c u i t a r m a t u r e w i n d i n g is an electromagnetic time constant
determined by excitation winding parameters of a synchronous machine along the longitudinal axis.
Transient time constant of a synchronous machine along the transverse
a x i s w i t h a n o p e n - c i r c u i t a r m a t u r e w i n d i n g is an electromagnetic time constant
determined by excitation winding parameters of a synchronous machine along the transverse axis.
Sub-transient time constant of a synchronous machine along the long-
i t u d i n a l a x i s w i t h a s h o r t - c i r c u i t e d a r m a t u r e w i n d i n g is an electromagnetic time
constant determined by damping circuits parameters along the longitudinal axis, with account of reaction
of the synchronous machine's armature winding and excitation winding.
Sub-transient time constant of a synchronous machine along the
t r a n s v e r s e a x i s w i t h a s h o r t - c i r c u i t e d a r m a t u r e w i n d i n g is an electromagnetic
time constant determined by damping circuits parameters along the transverse axis, accounting for the
reaction of the armature winding and excitation winding along the transverse axis of a synchronous
machine.
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23 SPECIAL REQUIREMENTS FOR VALVE-TYPE GENERATOR SETS

23.1 GENERAL

23.1.1 Unless otherwise specified in this Section, drive movers of valve-type generator sets shall
comply with the requirements of Part IX "Machinery", generators and semiconductor converters - with the
requirements of this Part and control system - with Part XV "Automation".
The manufacturer shall take into consideration the nature of physical processes in the equipment being
part of valve-type generator sets and shall ensure its compatibility and system integration.
23.1.2 Alternating and direct current valve-type generator sets may be used as the main electrical
power source. As an emergency electrical power source, the valve-type generator sets may be used only in
the ship electric power system with electrical power distribution for direct current.
23.1.3 In addition to the list given in 1.4.2, prior to survey of electrical equipment during the
manufacture, the calculations shall be submitted to the Register for consideration to confirm the absence of
mechanical resonance across the operating speed variation range of the valve-type generator set from the
minimum to the maximum values, or else the near resonance frequencies shall be excluded from the
rotational speed control law.
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23.2 DEFINITIONS AND EXPLANATIONS

23.2.1 The following definitions and explanations have been adopted in this Section.
Va l v e - t y p e g e n e r a t o r means an equipment system consisting of rotating electric engine,
semiconductor converter and control system intended for generation of electrical power as part of the ship
electric power system.
A l t e r n a t i n g c u r r e n t v a l v e - t y p e g e n e r a t o r means the valve-type generator consisting
of a rotating electric engine, semiconductor converter (or inverter) and control system intended for
generation of alternating electrical power.
D i r e c t c u r r e n t v a l v e - t y p e g e n e r a t o r means the valve-type generator consisting of a
rotating electric engine, semiconductor converter (or inverter) and control system intended for generation
of direct current electrical power.
Va l v e - t y p e g e n e r a t o r s e t means a unit consisting of the valve-type generator and prime
(drive) heat mover.
Vo l t a g e r e g u l a t o r o f s e m i c o n d u c t o r c o n v e r t e r means a device being a part of the
semiconductor converter of the alternating or direct current valve-type generator set intended for voltage
control.
Vo l t a g e f r e q u e n c y r e g u l a t o r o f s e m i c o n d u c t o r c o n v e r t e r means a device being
a part of the semiconductor converter of the alternating current valve-type generator set intended for output
voltage frequency control.
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23.3 DRIVE (PRIME) MOVERS

23.3.1 Internal combustion engine, steam turbine, gas-turbine engine or other source of mechanical
energy, accepted for application on board the ships by these Rules, may be used as a prime mover in the
valve-type generator set.
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23.4 GENERATORS

23.4.1 Synchronous generator with electromagnetic excitation, synchronous generator with permanent
magnets, asynchronous generator, direct current commutator-type generator or other type of electric
machines, accepted for application on board the ships by these Rules, may be used as an electrical
generator in the valve-type generator set.
23.4.2 A generator being a part of the valve-type generator set shall be calculated for the estimated
level of higher harmonic components induced by operation for the semiconductor converter. When
calculating the rated power of the generator of the valve-type generator set, the sufficient output reserve
shall be provided to prevent the generator temperature rise, compared with sinusoidal load.
23.4.3 As regards the valve-type generator set based on the synchronous generators with permanent
magnets not capable of field suppression the measures shall be provided for rapid deceleration of the
generator shaft in case of inner short circuits in the generator or semiconductor converter, or other
additional measures for field suppression or emergency localization shall be provided.
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23.5 SEMICONDUCTOR CONVERTERS

23.5.1 Semiconductor rectifiers, inverters, frequency converters, d.c. converters may be used as a
semiconductor converter in the valve-type generator set.
23.5.2 Where necessary, the valve-type generator set shall contain the required devices (noise limiters)
limiting the distortion level of the generating voltage curve to ensure compliance with the requirements
of 2.2.1.3.
23.5.3 When a mains-controlled semiconductor converter is used in the alternating current valve-type
generator set, the measures shall be provided for ensuring its reactive power necessary for commutation of
the rectifiers, for example, by means of installation of a synchronous compensator.
23.5.4 Direct current valve-type generator set intended for operation as a part of the ship electric power
system with electrical power distribution for direct current shall also comply with the requirements of
Section 22.
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23.6 COOLING AND LUBRICATING SYSTEMS

23.6.1 For calculating the cooling and lubricating systems of drive movers and generators of the valve-
type generator set, decrease of cooling medium and lubricant feed from the appurtenant machinery at the
reduction of rotation speed as compared with the rated one shall be considered.
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23.7 VOLTAGE REGULATION

23.7.1 The valve-type generator set shall contain a generator voltage regulator and/or semiconductor
converter voltage regulator.
23.7.2 On changing of the prime mover rotation speed in accordance with the accepted algorithms, the
generator voltage regulator and/or semiconductor converter voltage regulator shall ensure the regulation
performance of the output voltage of the valve-type generator set complying the requirements of 10.6
and 10.7.
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23.8 SPEED REGULATION

23.8.1 Drive mover of the valve-type generator set shall be fitted with speed limiter. The requirements
for the speed limiter of the prime mover shall be specified by the manufacturer of the valve-type generator
set based on the accepted algorithms of speed regulation.
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23.9 VOLTAGE FREQUENCY REGULATION

23.9.1 Semiconductor frequency converter being a part of the alternating current valve-type generator
set shall be fitted with a frequency regulator that shall ensure regulation performance of the output
frequency of the valve-type generator set in compliance with the requirements of 2.11.3, Part IX
"Machinery".
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23.10 PROTECTIVE DEVICES

23.10.1 For valve-type generator set, at least the following protective devices shall be provided.
For generator:
from overloads;
from short circuits;
from inner short circuits for generators with the power output of 1000 kVA.
For semiconductor converter:
from minimum input voltage;
from maximum input voltage;
from maximum voltage in direct current link (if present);
from power modules overheating;
from overloads;
from inner short circuits;
from an output short circuit.
23.10.2 Valve-type generator sets shall withstand short circuits at the switchboard busbars undamaged.
At the short circuit in the ship power mains the valve-type generator (synchronous condenser) shall ensure
the short circuit current value sufficient for the activation of protective devices, or else other technical
measures ensuring the activation of such devices shall be provided.
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23.11 OVERLOAD

23.11.1 All power elements of a valve-type generator set, including generators and semiconductor
converters, shall have the overload capacity complying with the requirements of 10.5.
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23.12 SYNCHRONIZATION

23.12.1 Alternating and direct current valve-type generator sets shall be capable of synchronizing and
continuously operating in parallel with other generator sets, including those of valve type.
23.12.2 Synchronization of a valve-type generator set shall be ensured by the impact on the voltage
regulator of the generator and/or semiconductor converter, and in case of an alternating current valve-type
generator set – also by the impact on the voltage frequency regulator of the semiconductor converter.
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23.13 POWER DISTRIBUTION WHEN OPERATING IN PARALLEL

23.13.1 When a valve-type generator set operates in parallel with another generator set, including that
of a valve type, distribution of active power not in proportion with the rated power output of prime movers
is permitted, provided the required ship power mains voltage is ensured, at gradual or abrupt load change
and/or variation in the rotational speed of the prime mover.
23.13.2 When a valve-type generator set operates in parallel with another generator set, including that
of a valve type, distribution of reactive power not in proportion with the rated power output of prime
movers is permitted, provided the required ship power mains voltage is ensured, at gradual or abrupt load
change and/or variation in the rotational speed of the prime mover.
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23.14 CONNECTION DIAGRAMS AND OPERATION MODES

23.14.1 Bypass circuit connection.

23.14.1.1 Alternating current valve-type generator set with electromagnetic excitation may have a
bypass circuit allowing to connect the generator to the switchboard directly, not via a semiconductor
converter. In case of bypass circuit connection, the generator set shall operate at a constant rotational speed
across the load variation range and comply with the requirements of this Part for power sources operating
at a constant speed.
23.14.1.2 Maintaining the constant ship power mains voltage frequency while operating via a bypass
circuit is ensured by means of a prime mover speed regulator, maintaining voltage – by means of a
generator voltage regulator.
23.14.1.3 Transfer from bypass circuit to semiconductor converter operation (and vice versa) shall be
performed while maintaining the connection of the generator set to the switchboard. Disconnection is
permitted, provided no overload of other power sources operating at the switchboard busbars is caused.
23.14.2 Motor operation mode.
23.14.2.1 Valve-type generator may operate in the motor mode, if such operation mode is provided for
the semiconductor converter, generator and other elements.
23.14.2.2 Motor operation mode is possible for shaft generators either autonomously or together with
the main engine for the propeller if fed from other ship power sources.
23.14.2.3 A generator may be used in motor operation mode for the starting of the prime mover of the
valve-type generator set using power generated by other mains power sources and then switching into the
generator mode. When starting, the parameters of power supply in the ship mains shall comply with the
requirements of 2.1.3. In this case, a compressed starting air system or another main starting method shall
be invariably provided for the valve-type generator set.
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23.15 MEASUREMENT INSTRUMENTS

23.15.1 For each alternating current valve-type generator the following measurement instruments shall
be installed at the switchboard:
.1 an ammeter with a selector switch for generator current measurement in each phase;
.2 an ammeter with a selector switch for converter output current measurement in each phase;
.3 a voltmeter with a selector switch for measurement of generator line voltages;
.4 a voltmeter with a selector switch for measurement of line voltages at the converter output;
.5 a frequency indicator at the generator output;
.6 a frequency indicator at the converter output;
.7 a wattmeter at the generator output;
.8 a wattmeter at the converter output;
.9 a tach-generator.
23.15.2 For each direct current valve-type generator (with an alternating current generator and a
semiconductor rectifier) the following measurement instruments shall be installed at the switchboard:
.1 an ammeter with a selector switch for generator current measurement in each phase;
.2 an ammeter with a selector switch for converter output current measurement in each phase;
.3 a voltmeter with a selector switch for measurement of generator line voltages;
.4 a voltmeter for measurement of direct current voltages at the converter output;
.5 a frequency indicator at the generator output;
.6 a wattmeter at the generator output;
.7 a wattmeter at the converter output;
.8 a tach-generator.
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The requirements of this Section apply to the ships contracted for construction or conversion on or
after 1 July 2020.

24 SPECIAL REQUIREMENTS FOR COMPOSITE (HYBRID) PROPULSIVE SYSTEMS

24.1 DEFINITIONS AND EXPLANATIONS

24.1.1 For the purpose of this Part, the following definitions and explanations have been adopted.
C o m p o s i t e ( h y b r i d ) p r o p u l s i v e s y s t e m ( C P S ) means a propulsive system where the
power for ship's motion is generated in two or more different ship's engines (heat and electric)
mechanically linked and driving a common propeller.
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24.2 GENERAL

24.2.1 The requirements of this Section apply to composite (hybrid) propulsive systems that comprise
main heat engine and electric propulsion motor mechanically linked and driving a common propeller.
24.2.2 Unless otherwise specified in this Section, heat main engines shall comply with the
requirements of Part IX "Machinery", electric machines – with the requirements of this Part, control
systems – with the requirements of Part XV "Automation" and CPS as a whole – with the requirements of
Part VII "Machinery installations".
24.2.3 Requirements of Section 17 do not apply to electric propulsion plants driven by CPS if heat
main engine is capable of ensuring ship's motion without overload with the speed sufficient for
manoeuvrability and safety of navigation. In other cases, electric propulsion plants driven by CPS shall
comply with all applicable requirements specified in Section 17.
24.2.4 If electric propulsion plant comprises a semiconductor converter, it shall comply with the
requirements of Section 12.
24.2.5 If electric propulsion plant comprises semiconductor converter and propulsion motor capable of
operating in generator operation mode, this electric propulsion plant shall additionally comply with the
requirements specified in Section 23.
24.2.6 Firm (manufacturer) or firm responsible for overall operation of CPS shall take into account the
nature of physical processes in the equipment being part of CPS and shall ensure its compatibility and
system integration.
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24.3 STRUCTURE

24.3.1 The configuration and structure of CPS and electric propulsion plant are determined by
provided functions and operation modes taking into account the requirements of 24.2.3.
24.3.2 The electric propulsion plant shall have electromagnetic compatibility with ship's power plant
system and consumers. This may be provided by installing an impedance matching transformer or a noise
filter.
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24.4 ELECTRIC PROPULSION MOTORS

24.4.1 Electric propulsion motor design is determined by provided functions and operation modes
taking into account the requirements of 24.2.3.
24.4.2 The electric propulsion motor shall be capable to withstand overload in torque without damage
that occurs when the heat main engine is suddenly disconnected in joint operation mode of heat main
engine and propulsion motor driving a common propeller.
24.4.3 For electric propulsion d.c. motors provision shall be made for an independent overspeed
(runaway) protection device as required in 2.11, Part IX "Machinery". The electric propulsion motor shall
be capable to withstand overspeed up to the trip setting value of overspeed protection device.
24.4.4 The electric propulsion motor shall be capable to withstand a sudden short-circuit currents at its
terminals under nominal load without damage.
24.4.5 Propulsion motor capable of running in generator mode shall additionally:
be designed for currents and speeds of motor and generator operation modes considering possible
overloads and overspeed;
comply with the requirements of 3.2.3.
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24.5 SEMICONDUCTOR CONVERTERS

24.5.1 If the electric propulsion plant comprises semiconductor converters, they shall be capable to
withstand over-current without damage that occur when the heat main engine is suddenly disconnected in
joint mode of heat main engine and propulsion motor driving the propeller.
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24.6 VOLTAGE REGULATION

24.6.1 Automatic voltage regulation systems in propulsion motor generator operation mode with a
semiconductor converter shall comply with the requirements of 23.7.
24.6.2 Automatic voltage regulation systems in propulsion motor generator operation mode without a
semiconductor converter shall comply with the applicable requirements of 3.2.3.
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24.7 VOLTAGE FREQUENCY REGULATION

24.7.1 Automatic voltage frequency regulation systems in propulsion motor generator operation mode
with a semiconductor converter shall comply with the requirements of 23.9.
24.7.2 Automatic voltage frequency regulation systems in propulsion motor generator operation mode
without a semiconductor converter shall comply with the applicable requirements of 3.2.3.
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24.8 PROTECTION

24.8.1 Automatic limitation of power consumed by the propulsion motor from ship's electric power
plant shall be provided to avoid generator overload.
24.8.2 Excitation systems and automatic control systems shall protect electric propulsion motors from
overspeeding in the event of the propeller breaking down or working clear of water.
24.8.3 If power recuperation into the ship mains is provided at braking, this recuperation shall not
activate overspeed and reverse power protection and disconnect ship's electric power plant generators.
24.8.4 For electric propulsion motors, at least the following protective devices shall be provided:
from overloads;
from short circuits;
from inner short circuits for motors with the power output of 1000 kW and more.
24.8.5 For semiconductor converter (if any), at least the following protective devices shall be provided:
from minimum input voltage;
from maximum input voltage;
from maximum voltage in direct current link (if present);
from power modules overheating;
from overloads;
from inner short circuits.
24.8.6 For electric propulsion plant with propulsion motor capable of running in generator operation
mode and with semiconductor converter, additional protective devices as specified in 23.10 shall be
provided.
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24.9 CONTROL STATIONS

24.9.1 CPS control stations shall comply with the requirements of Section 3, Part VII "Machinery
Installations".
24.9.2 Local control stations of heat main engine and propulsion motor shall (if possible) be positioned
in close proximity to each other.
24.9.3 Operating controls of main engine and propulsion motor on the remote control stations of CPS
shall be positioned in close proximity to each other and the possibility of simultaneous control by one
person shall be provided.
24.9.4 Each control station shall be equipped with an engine emergency shutdown device.
24.9.5 Control stations shall be provided with necessary light alarm and indication showing currently
operating engines, their applied operation modes and parameter values.
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24.10 OPERATION MODES

24.10.1 Motor operation mode of propulsion motor and heat main engine.
24.10.1.1 In CPS different motor operation modes including autonomous or joint mode of main engine
and propulsion motor driving a common propeller are available. The switch from one mode to another
shall not result in loss of power or steering of the ship.
24.10.1.2 CPS shall provide acceleration, speed regulation, braking and reversing of the ship.
24.10.1.3 To use motor operation modes, CPS shall be provided with the relevant algorithms of
automatic control and (if necessary) mechanical devices (transmission, controlled couplings, etc.).
24.10.1.4 In set modes disproportional distribution of mechanical stress between heat main engine and
propulsion motor is permitted if neither of motors is overloaded and the requirements of 2.1.11, Part VII
"Machinery Installations" are met.
24.10.1.5 In transient modes including acceleration and braking, distribution of mechanical stress
between heat main engine and propulsion motor shall be carried out in such a way that no motor and
engine overloads occur.
24.10.1.6 Reversing the ship at CPS operation shall be carried out in such a way that the requirements
of 2.1.3 – 2.1.5, Part VII "Machinery Installations" are met.
24.10.2 Propulsion motor generator operation mode
24.10.2.1 When propulsion motor is in generator operation mode, the requirements of 3.2.3 shall be
met.
24.10.2.2 When propulsion motor is in generator operation mode, disconnection of propeller via
controlled coupling or another similar device (if provided by the design) is permitted. In this case the heat
main engine is covered by the requirements for generator prime movers including those of 2.11.3, Part IX
"Machinery".
24.10.2.3 If electrical propulsion plant comprises a semiconductor converter, in propulsion motor
generator operation mode, the requirements of Section 23 shall be met.
24.10.2.4 Switch of propulsion motor from motor to generator operation mode and vice versa shall not
result in blackout of ship's electric power plant, loss of power and steering of the ship.
24.10.3 Electric starting of heat main engine and propulsion motor.
24.10.3.1 Electric starting of heat main engine by electric propulsion motor is permitted. To use this
mode in CPS, relevant algorithms of automatic control and mechanical devices (controlled couplings, etc.)
shall be provided.
24.10.3.2 Electric starting of heat main engine by propulsion motor shall not result in overload of
ship's electric power plant.
 rOSSIJSKIJ MORSKOJ REGISTR SUDOHODSTWA
pRAWILA KLASSIFIKACII I POSTROJKI MORSKIH SUDOW
Часть XI
Электрическое оборудование

Russian Maritime Register of Shipping

Rules for the Classification and Construction of Sea-Going Ships
Part XI
Electrical Equipment

The edition is prepared

by Russian Maritime Register of Shipping
8, Dvortsovaya Naberezhnaya,
191186, St. Petersburg,
Russian Federation
www.rs-class.org/en/