How is Power Generated and Supplied on a Ship

A ship is like a floating city with all the privileges enjoyed by any normal land city.
Just like a conventional city, the ship also requires all the basic amenities to
sustain life on board; the chief among them is power or electricity. In this article
we will learn as to how power is generated and supplied on board a ship.

Power generation On board

Shipboard power is generated using a prime mover and an alternator working
together. For this an alternating current generator is used on board. The
generator works on the principle that when a magnetic field around a conductor
varies, a current is induced in the conductor.

The generator consists of a stationary set of conductors wound in coils on an iron

core. This is known as the stator. A rotating magnet called the rotor turns inside
this stator producing magnetic field. This field cuts across the conductor,
generating an induced EMF or electro-magnetic force as the mechanical input
causes the rotor to turn.

The magnetic field is generated by induction (in a brushless alternator) and by a

rotor winding energized by DC current through slip rings and brushes. Few points
to be noted about power on board are :

 AC, 3 phase power is preferred over DC as it gives more power for the
same size.
 3 phases is preferred over single phase as it draws more power and in the
event of failure of one phase, other 2 can still work.

Power Distribution on board

The Power Distributed on board a ship needs to be supplied efficiently throughout
the ship. For this the power distribution system of the ship is used.

A shipboard distribution system consists of different component for distribution

and safe operation of the system. They are:

 Ship Generator consisting of prime mover and alternator

Main switch board which is a metal enclosure taking power from the diesel
generator and supplying it to different machinery.
  Bus Bars which acts as a carrier and allow transfer of load from one point to
another. Circuit breakers which act as a switch and in unsafe condition can
be tripped to avoid breakdown and accidents. Fuses as safety device for
machinery.
 Transformers to step up or step down the voltage. When supply is to be
given to the lighting system a step down transformer is used in the
distribution system.
 In a power distribution system, the voltage at which the system works is
usually 440v.
 There are some large installations where the voltage is as high as 6600v.
 Power is supplied through circuit breakers to large auxiliary machinery at
high voltage.
 For smaller supply fuse and miniature circuit breakers are used.
 The distribution system is three wires and can be neutrally insulated or
earthed.
 Insulated system is more preferred as compare to earthed system because
during an earth fault essential machinery such as steering gear can be lost.

Emergency Power
In case of the failure of the main power generation system on the ship, an
emergency power system or a standby system is also present. The emergency
power supply ensures that the essential machinery and system continues to
operate the ship.

Emergency power can be supplied by batteries or an emergency generator or

even both systems can be used.

Rating of the emergency power supply should be made in such a way that it
provides supply to the essential systems of the ship such as

a) Steering gear system

b) Emergency bilge and fire p/p

c) Watertight doors.

d) Firefighting system.
e) Ships navigation lights and emergency lights.

f) Communication and alarm system.

Emergency generator is normally located outside the machinery space of the ship.
This is done mainly to avoid those emergency situations wherein access to the
engine room is not possible. A switch board in the emergency generator room
supplies power to different essential machinery.

Generator Rating

The generators form the heart of the electrical design and their correct sizing is
the key to a safe, workable and economical system. When sizing a marine
generator cognisance must be given to the nature of the load. The generator
often works on its own and is accordingly susceptible to large system load swings,
loads causing distortion, the connection of motors and the connection of large
heater elements for air conditioning systems. In addition to satisfying the
apparent system load requirements, consideration must be given to the special
requirements of any large loads, unusual operational requirements, spare
capacity requirements and the required system operating philosophy.

International maritime regulations (e.g. SOLAS), require at least two generators

for a ship's main electrical power system. The generators are normally driven
from their own dedicated diesel engine but this can be expensive, taking up
additional space that could be used for other purposes. For ships engaged on long
sea voyages, it can be economical to drive the generators from the main
propulsion plant. International maritime regulations also require at least one
electrical generator to be independent of the speed and rotation of the main
propellers and associated shafting and accordingly at least one generator must
have its own prime mover.

If a minimum of two generators is provided, one of which is driven from the

propeller shaft, failure of one of the generators could make the ship non-
compliant with the International regulations. For this reason many owners opt to
provide three generators. One is used for the normal sea load (e.g. the shaft
generator), leaving two available to meet any unusually high loads or to provide
security when maneuvering. Alternately, the third is retained as a standby set
able to provide power should one set fail in service or require specific
maintenance work.

In some applications such as a generator supplying a large SCR type load, the
generator rating may be increased well beyond its full load value, in order to
account for harmonic heating and the inductive requirements of the SCR devices.
DCMT has developed its own software to assist in generator sizing.

Main Switchboard

The main elements of a marine distribution system are the main and emergency
switchboards, power panel boards, motor controllers, lighting and small power
panel boards. The system is generally designed such that under all normal
conditions of operation, power is distributed from the main switchboard. The
distribution system is designed to keep cable costs to a minimum by distributing
to power panels located close to the user services.

The main switchboard is generally located near the centre of the distribution
system and this is normally the main engine room or machinery control room.
These locations are normally below the ship's waterline or below the uppermost
continuous deck of the ship i.e. the bulkhead or main deck. Consequently, in the
event of a fire or flooding it is likely that the main generators and switchboard
would be disabled. To ensure that electrical supplies are available to emergency
and safety systems, an emergency generator and associated emergency
switchboard will be located above the main deck in a separate space, completely
isolated from the main machinery spaces.

For shipboard installations specific protective systems are required to shut down
all ventilation systems and all fuel oil systems in the event of fire. When motor
auxiliaries are grouped together and supplied from a motor control center or a
grouped distribution panel, this can best be achieved by providing the MCC supply
feeder circuit breaker with an undervoltage tripping device and connecting this to
the ventilation or fuel systems trip unit. When grouped MCC's or grouped
distribution panels are not used, separate cables must be installed for each motor
controller. This leads to increased cable costs and increases the systems proness
to failure.
Motor Controls

It is often convenient to group motor driven auxiliaries according to their

function, e.g. fuel and lubrication oil services, accommodation ventilation
systems, machinery ventilation systems, and domestic service systems. The
auxiliary motors would be supplied from grouped motor controllers located either
in the engine room, in a machinery control room or in a convenient location close
to the auxiliary motors. This can often simplify the machinery control functions
and required protection systems.

On small ships, e.g. tugs, etc., such grouping is not economical and the major
ship's auxiliaries are normally supplied directly from the main switchboard. In this
case the motors would be provided with individual starters located adjacent to
the motor. For high speed vessels where weight is important, minimum cable
weight may be achieved using a “non-distributed” distribution scheme.

Auxiliary motor controls should be arranged in consideration of the general

control philosophy applied to the machinery control systems. For ship's that do
not have automated machinery operation, the most economic method of control
is to provide local starters for each auxiliary motor supplied from power panels
located in the same or adjacent spaces. These motors would be manually
controlled (start and stopped), locally at the motor's controller (starter). This
arrangement minimizes cable costs.

When a centralized machinery control system is required, cables for the motor
control functions can be installed back to the machinery control room and the
starter push buttons located on a centralized machinery control console.
Alternatively, the motors may be grouped together on motor control centres
located inside the control room. The motor control functions can then be left on
the motor's starter at the MCC or again wired back to a central control desk.

When hard-wired systems are used, the installation is prone to mechanical

problems which may cause loose or broken connections and the marine
environment which may cause corroded connections. These problems can be
eliminated somewhat by using micro-processors and digital control systems.

When fully automatic machinery control is required, these techniques are now in
common use and micro-processor devices control the ship's machinery through
video display units located in the machinery control room or on the bridge. The
ship's auxiliaries are generally controlled with programmable logic controllers
(plc's) installed inside the motor control centres and linked through a data bus to
the machinery control location. When this type of system is used, the motor
control centres can be located either together in the machinery control room or
alternatively, distributed throughout the ship close to the motors being
controlled. There is little difference in the cabling requirements of either method,
however when motor control centers are located outside a dry, atmosphere
controlled space such as the machinery control room, a higher degree of
mechanical enclosure is required (IP 44 instead of IP 22) and consequently adds to
the MCC costs.

Emergency Services

Emergency services would be supplied from the emergency switchboard using

distributed panels for navigation, safety and emergency lighting services. These
distribution panels are also generally arranged to be above the bulkhead deck. For
lighting it is important to ensure that a fire or flooding in one area will not cause
loss of lighting in other areas or along escape routes and circuitry must be
designed in consideration of the ships general arrangements.

Ship's Auxiliary Services

DCMT's principle design documents for the ships auxiliary services include a load
list, load analysis and short-circuit current analysis. In consultation with the client
all electrical services on the vessel are identified. Approximate horse-power or
kilowatt ratings are obtained for motors. Lighting loads are estimated from the
ship's general arrangements and electronic aids are obtained from similar vessels,
and a complete load list compiled.

The electrical load analysis uses the load list in order to estimate the expected
power demand of the electrical system under specific ship operating conditions.
Typical operating conditions would be with the ship, “in transit," “at anchor,"
“maneuvering,” etc. For special vessels, other operating conditions would be
appropriate such as “towing” for a tug, “drilling” for a drill ship.

The load analysis calculates the expected power demand by multiplying each
service power by a “demand” factor. The demand factor is a combined load factor
and diversity factor and is the ratio of the estimated power consumption of a
service to its normal full load power consumption. The demand factor is
determined by an experienced assessment of the estimated power during a four
to six hour period when loads may be at their maximum utilization.

DCMT's load analysis obtains load information from the load list. For each service,
data banks are searched to determine the service full load current and power
factor dependent upon motor operating voltage. This information is used to
compute the services' kilowatt and kilovar demand from which is computed the
kilovoltamps. By applying the demand factor to each load kW and kvar's and
summing all loads for specific operating conditions, the expected generator
kilowatts, kilovoltamps and power factor can be computed. By comparing the
expected load for the different ship operating conditions, the number and rating
of the main generators can be assessed.

Preliminary short-circuit current calculations can be completed once the load

analysis and number and rating of generators have been determined. The
principle purpose of the short-circuit current calculation is to ascertain the short-
circuit rating of the systems protective devices.

DCMT has developed several types of short-circuit current calculations which are
applied under different circumstances at various stages of the design process.

The major contributors to short-circuit current are the generators and motors.
Cables and transformers act to reduce the short-circuit current load at a specific
location. The most simple short-circuit current analysis is based on an assumed
value of the generator's sub-transient reactance and an approximate estimate of
the worst case motor loading can be obtained from the load analysis.

The “second stage” short-circuit current analysis is completed when the electrical
system conceptual one-line diagram is finished. For this calculation actual
subtransient data is used together with cable transformers and other system
parameters. This calculation generally results in lower values of short-circuit
current.

When complete system information is available a “third-stage” short-circuit

analysis is completed. This is the most accurate calculation DCMT completes. The
calculation determines the decrements of the short-circuit current over a 3 and 5
cycle period.

Refrences
 DC Marine, January 2000

 Introduction to marine engineering by D.A Taylor