45.3-2015 - IEEE Recommended Practice for Shipboard Electrical Installations -- Systems Engineering by Jinghua

IEEE Recommended Practice for Shipboard Electrical Installations— Systems Engineering

IEEE Industry Applications Society

Sponsored by the Petroleum & Chemical Industry Committee

IEEE 3 Park Avenue New York, NY 10016-5997 USA

IEEE Std 45.3™-2015

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IEEE Std 45.3™-2015

IEEE Recommended Practice for Shipboard Electrical Installations— Systems Engineering

Sponsor

Petroleum & Chemical Industry Committee of the

IEEE Industry Applications Society Approved 11 June 2015

IEEE-SA Standards Board

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Abstract: Recommendations for systems engineering, design, and integration of electrical power systems at the total ship level from concept design through the establishment of the design baseline prior to detail design are provided in this document. Recommendations for ac power systems, dc power systems, emergency power systems, shore power, quality of service, power quality and harmonics, electric propulsion and maneuvering systems, motors and drives, thrusters, and steering systems onboard ships are established by this document. These recommendations reflect the present-day technologies, engineering methods, and engineering practices. This document is intended to be used in conjunction with the IEEE 45™ series of documents. Keywords: baselines, concept of operations, IEEE 45.3™, radial design, systems engineering, zonal design •

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Participants At the time this IEEE recommended practice was completed, the Electrical Installations on Shipboards Working Group had the following membership:

Dwight Alexander, Chair Norbert Doerry, Vice Chair John Amy Dushan Boroyevich Terry Ericsen Omar Farique Lyndsay Garrett Herb Ginn Nari Hingorani

Akhter Hossain Moni Islam Boris Jacobson Yuri Khersonsky Steven Ly Mike Roa

Donald Schmucker Cali Schoder Zareh Soghomanian Michael Steurer Joseph Sullivan Albert Tucker Fred Wang

The following members of the individual balloting committee voted on this recommended practice. Balloters may have voted for approval, disapproval, or abstention.

William Ackerman John Amy Tirloch Bhat Thomas Bishop Bill Brown Carl Bush William Bush William Byrd Paul Cardinal Weijen Chen Keith Chow Davide de Luca Norbert Doerry Gary Donner Neal Dowling

Donald Dunn Keith Flowers J. Travis Griffith Randall Groves Chris Heron Lee Herron Werner Hoelzl Shahid Jamil Ben C. Johnson Piotr Karocki Yuri Khersonsky Robert Konnik Michael Lauxman George Cristian Lazaroiu Steven Liggio Arturo Maldonado

William McBride John Merando Daleep Mohla Dennis Neitzel Michael Newman Richard Paes Sergio Panetta Joseph Piff Iulian Profir Vincent Saporita Robert Seitz Nikunj Shah Michael Steurer Kenneth White James Wolfe

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When the IEEE-SA Standards Board approved this recommended practice on 11 June 2015, it had the following membership: John D. Kulick, Chair Jon Walter Rosdahl, Vice Chair Richard H. Hulett, Past Chair Konstantinos Karachalios, Secretary Masayuki Ariyoshi Ted Burse Stephen Dukes Jean-Philippe Faure J. Travis Griffith Gary Hoffman Michael Janezic

Joseph L. Koepfinger* David J. Law Hung Ling Andrew Myles T. W. Olsen Glenn Parsons Ronald C. Petersen Annette D. Reilly

Stephen J. Shellhammer Adrian P. Stephens Yatin Trivedi Phillip Winston Don Wright Yu Yuan Daidi Zhong

*Member Emeritus Catherine Berger IEEE-SA Content Production and Management Lisa Perry IEEE-SA Technical Program Operations

Special recognition is given to Paul Bishop, the former chair and founder of IEEE P45.3 who actively participated in the working group until his untimely death in December 2014.

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Introduction This introduction is not part of IEEE Std 45.3™-2015, IEEE Recommended Practice for Shipboard Electrical Installations—Systems Engineering.

The IEEE 45™ Series comprises nine recommended practices addressing electrical installations on ships and marine platforms. IEEE Std 45.3 provides the recommended practice for electrical power systems integration and is intended for use with the IEEE 45 series of documents. The topics covered in this document should be considered from the beginning of the project and throughout the design and construction processes and thereby should facilitate the integration of electrical power systems at the shipyard level. Adherence to the IEEE 45.3™ electrical power systems integration process provides an effective set of integration requirements and identifies key issues and recommended solutions or options. Previous editions of IEEE Std 45 were developed as single documents addressing all areas. On 9 June 2005, a project authorization request (PAR) for the revision of IEEE Std 45-2002 was approved, and the revision of IEEE Std 45 as a single document began. It soon became apparent that attempting to cover all issues in a single document would produce a very large document that would be difficult to ballot due to the wide range of issues needing to be addressed. In September 2008 it was decided that the revision of IEEE Std 45 should be developed as a base document with separate documents addressing specific areas. On 10 December 2008, separate PARs were approved for seven recommended practices. Additional PARs were approved on 11 September 2009 for switchboards and 9 December 2009 for cable systems, and the total number of standards in the IEEE Std 45 Series increased to nine:         

IEEE Std 45™, IEEE Recommended Practice for Electrical Installations on Shipboard [B20] a, b IEEE P45.1™, Draft Recommended Practice for Electrical Installations on Shipboard—Detailed Design [B11] IEEE Std 45.2™, IEEE Recommended Practice for Electrical Installations on Shipboard—Controls and Automation [B21] IEEE Std 45.3™, IEEE Recommended Practice for Shipboard Electrical Installations—Systems Engineering (this document) IEEE P45.4™, Draft Recommended Practice for Electrical Installations on Shipboard—Marine Sectors and Mission Systems [B12] IEEE Std 45.5™, IEEE Recommended Practice for Electrical Installations on Shipboard—Safety Considerations [B22] IEEE P45.6™, Draft Recommended Practice for Electrical Installations on Shipboard—Electrical Testing [B13] IEEE Std 45.7™, IEEE Recommended Practice for Electrical Installations on Shipboard— AC Switchboards [B23] IEEE P45.8™, Draft Recommended Practice for Electrical Installations on Shipboard—Cable Systems [B14]

Several other IEEE standards have been developed to support the IEEE 45 Series:   

IEEE Std 1580™-2010, IEEE Recommended Practice for Marine Cable for Use on Shipboard and Fixed or Floating Platforms [B31] IEEE P1580.1™, Draft Recommended Practice for Insulated Bus Pipe for Use on Shipboard and Fixed or Floating Platforms [B15] IEEE Std 1662™-2008, IEEE Guide for the Design and Application of Power Electronics in Electrical Power Systems on Ships [B32]

Numbers in brackets correspond to the numbers in the bibliography in Annex F. The IEEE standards or produced referred to in this introduction are trademarks of The Institute of Electrical and Electronics Engineers, Inc.

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  

IEEE Std 1709™-2010, IEEE Recommended Practice for 1 kV to 35 kV Medium-Voltage DC Power Systems on Ships [B33] IEEE Std 1826™-2012, IEEE Standard for Power Electronics Open System Interfaces in Zonal Electrical Distribution Systems Rated Above 100 kW c IEC/ISO/IEEE 80005-1, Edition 1.0 2012-07, International Standard for Utility connections in port—Part 1: High Voltage Shore Connection (HVSC) Systems—General requirements [B10]

This document provides the recommended practice for integration of electrical power systems aboard ship.

Information on normative references can be found in Clause 2.

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Contents 1. Overview .................................................................................................................................................... 1 1.1 Introduction ......................................................................................................................................... 1 1.2 Scope ................................................................................................................................................... 1 1.3 Purpose ................................................................................................................................................ 2 1.4 The IEEE 45 series of documents ........................................................................................................ 2 1.5 Relationship between IEEE Std 45.3 and IEEE P45.1 [B11] .............................................................. 3 2. Normative references.................................................................................................................................. 3 3. Definitions, acronyms, and abbreviations .................................................................................................. 4 3.1 Definitions ........................................................................................................................................... 4 3.2 Acronyms and abbreviations ............................................................................................................... 6 4. Systems engineering ................................................................................................................................... 6 4.1 Introduction ......................................................................................................................................... 6 4.2 Engineering phases .............................................................................................................................. 7 4.3 Interface control document (ICD)........................................................................................................ 9 4.4 Risk management .............................................................................................................................. 10 4.5 Software engineering ......................................................................................................................... 10 4.6 Network engineering ......................................................................................................................... 10 4.7 Human engineering............................................................................................................................ 11 4.8 Design for safety ................................................................................................................................ 11 5. Engineering baselines ............................................................................................................................... 11 5.1 General .............................................................................................................................................. 11 5.2 Concept baseline ................................................................................................................................ 12 5.3 Preliminary baseline .......................................................................................................................... 12 5.4 Design baseline .................................................................................................................................. 13 5.5 Product baseline ................................................................................................................................. 14 6. Power system elements............................................................................................................................. 14 6.1 Introduction ....................................................................................................................................... 14 6.2 Power generation ............................................................................................................................... 14 6.3 Power distribution.............................................................................................................................. 15 6.4 Power conversion .............................................................................................................................. 16 6.5 Energy storage ................................................................................................................................... 16 6.6 Electrical power system supervisory control ..................................................................................... 16 6.7 Loads ................................................................................................................................................. 17 7. Power system architectures ...................................................................................................................... 18 7.1 Radial architecture ............................................................................................................................. 18 7.2 Zonal architecture .............................................................................................................................. 18 7.3 Hybrid architectures .......................................................................................................................... 19 8. Electrical power system protection ........................................................................................................... 20 8.1 Overview ........................................................................................................................................... 20 8.2 General .............................................................................................................................................. 20 8.3 Electrical power system protection design ........................................................................................ 21 9. Key electrical power system design inputs ............................................................................................... 22 9.1 Margin ............................................................................................................................................... 22 9.2 Service life allowance ........................................................................................................................ 22 x

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9.3 List of loads ....................................................................................................................................... 22 9.4 Quality of service (QoS) .................................................................................................................... 23 10. Information assurance (IA) ..................................................................................................................... 23 10.1 General ............................................................................................................................................ 23 10.2 IA security standards ....................................................................................................................... 24 11. Electrical power system concept of operations (EPS-CONOPS) ........................................................... 24 12. Systems studies, analysis, and reports .................................................................................................... 24 12.1 General ............................................................................................................................................ 24 12.2 Electric load analysis ....................................................................................................................... 25 12.3 Load-flow analysis .......................................................................................................................... 25 12.4 Transient analysis ............................................................................................................................ 25 12.5 Short-circuit/fault-current analysis .................................................................................................. 25 12.6 Harmonic/frequency analysis .......................................................................................................... 25 12.7 Stability analysis .............................................................................................................................. 26 12.8 Failure modes and effects analysis (FMEA) .................................................................................... 26 12.9 Electromagnetic interference (EMI) analysis .................................................................................. 26 12.10 Thermal analysis ............................................................................................................................ 26 12.11 Electrical power system data for the life-cycle cost analysis ......................................................... 26 12.12 Electrical power system data for the signature analysis................................................................. 27 12.13 Safe return to port/survivability analysis report ............................................................................. 27 12.14 Electrical power system one-line diagram ..................................................................................... 27 12.15 Future power growth assessment ................................................................................................... 27 12.16 Protection system design report ..................................................................................................... 27 12.17 Grounding system design report .................................................................................................... 27 12.18 Electrical power system corrosion control report .......................................................................... 27 12.19 Electrical power system equipment section of the shipâ&#x20AC;&#x2122;s weight report ........................................ 27 12.20 Auxiliary system requirements derived from the electrical power system .................................... 28 12.21 Electrical power system section of the master equipment list ....................................................... 28 12.22 Electrical power system input to machinery and ship arrangements ............................................. 28 12.23 Electrical power system input to endurance fuel calculations ....................................................... 28 12.24 Incident energy analysis ................................................................................................................ 28 13. Modeling and simulation (M&S) ........................................................................................................... 28 14. Communications architectures and protocols ......................................................................................... 29 14.1 Communication architectures .......................................................................................................... 29 14.2 Communications protocols .............................................................................................................. 29 15. Quality of service (QoS) ......................................................................................................................... 30 15.1 General ............................................................................................................................................ 30 15.2 Service interruption ......................................................................................................................... 30 15.3 Reconfiguration time (t1) ................................................................................................................ 30 15.4 Generator start time (t2)................................................................................................................... 31 15.5 Mean time between service interruptions (MTBSI) ........................................................................ 31 15.6 QoS categories ................................................................................................................................. 31 16. Grounding (earthing) .............................................................................................................................. 32 16.1 General ............................................................................................................................................ 32 16.2 Power system grounding.................................................................................................................. 32 16.3 Point of system grounding ............................................................................................................... 33 16.4 Equipment grounding ...................................................................................................................... 34 16.5 Ground plates on nonmetallic ships ................................................................................................. 34 16.6 Lightning protection grounding ....................................................................................................... 34 xi

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16.7 Stray current protection ................................................................................................................... 34 17. Shipboard electrical power system design .............................................................................................. 35 17.1 General ............................................................................................................................................ 35 17.2 Open architecture ............................................................................................................................. 35 17.3 Aggregation of loads ....................................................................................................................... 35 17.4 Power generation and energy storage capacities.............................................................................. 36 17.5 Power conversion and transformer ratings ...................................................................................... 37 17.6 Switchgear and cable ratings ........................................................................................................... 38 18. Reliability, maintainability, availability, and dependability ................................................................... 38 19. System testing and acceptance ............................................................................................................... 38 Annex A (normative) Dependability ............................................................................................................ 39 A.1 Overview .......................................................................................................................................... 39 A.2 Attributes .......................................................................................................................................... 39 A.3 Threats .............................................................................................................................................. 39 A.4 Means................................................................................................................................................ 40 Annex B (normative) Design baseline .......................................................................................................... 42 B.1 Overview ........................................................................................................................................... 42 B.2 Contents ............................................................................................................................................ 42 B.3 Excluded data .................................................................................................................................... 45 Annex C (informative) Electrical power system concept of operations (EPS-CONOPS) ............................ 46 C.1 Overview ........................................................................................................................................... 46 C.2 Nominal operations ........................................................................................................................... 46 C.3 Restorative operations ....................................................................................................................... 48 Annex D (normative) EPS-CONOPS outline ............................................................................................... 53 D.1 Introduction ...................................................................................................................................... 53 D.2 General.............................................................................................................................................. 53 D.3 EPS-CONOPS content...................................................................................................................... 54 D.4 EPS-CONOPS maintenance ............................................................................................................. 55 Annex E (informative) Shipboard electrical installation characteristics....................................................... 56 E.1 Practical considerations ..................................................................................................................... 56 E.2 Characteristics ................................................................................................................................... 56 E.3 Implications ....................................................................................................................................... 56 Annex F (informative) Bibliography ............................................................................................................ 58

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IEEE Recommended Practice for Shipboard Electrical Installations— Systems Engineering IMPORTANT NOTICE: IEEE Standards documents are not intended to ensure safety, security, health, or environmental protection, or ensure against interference with or from other devices or networks. Implementers of IEEE Standards documents are responsible for determining and complying with all appropriate safety, security, environmental, health, and interference protection practices and all applicable laws and regulations. This IEEE document is made available for use subject to important notices and legal disclaimers. These notices and disclaimers appear in all publications containing this document and may be found under the heading “Important Notice” or “Important Notices and Disclaimers Concerning IEEE Documents.” They can also be obtained on request from IEEE or viewed at http://standards.ieee.org/IPR/disclaimers.html.

1. Overview 1.1 Introduction IEEE Std 45™ [B20] has grown due to new technology and methods. As a result, the document has been divided into a base document (IEEE Std 45) and eight sub-documents, IEEE P45.1™ [B11] through IEEE P45.8™ [B14], several of which have been formally published. This document addresses the recommended practice for systems engineering and integration of shipboard electrical power systems installations. 1

1.2 Scope This document provides recommendations for systems engineering, design, and integration of electrical power systems at the total ship level from concept design through the establishment of the design baseline prior to detail design. Recommendations for ac power systems, dc power systems, emergency power systems, shore power, quality of service (QoS), power quality and harmonics, electric propulsion and maneuvering systems, motors and drives, thrusters, and steering systems onboard ships are established by this document. These 1

Numbers in brackets correspond to the numbers in the bibliography in Annex F.

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IEEE Std 45.3-2015 IEEE Recommended Practice for Shipboard Electrical Installations—Systems Engineering

recommendations reflect present-day technologies, engineering methods, and engineering practices. This document is intended to be used in conjunction with the IEEE 45™ series of documents.

1.3 Purpose IEEE Std 45.3™ provides a consensus of recommended practices for systems engineering and integration of electrical power systems as applied specifically to ships, shipboard systems, and equipment. IEEE Std 45.3 applies primarily to the design of moderately and highly complex vessels. Designers of less complex vessels should selectively apply these recommended practices to address specific systems engineering challenges.

1.4 The IEEE 45 series of documents The IEEE 45 series of documents and their relationships are shown in Figure 1. IEEE Std 45.3 is a recommended practice addressing the systems engineering of electrical power systems on ships and marine platforms. Electrical power systems integration should be considered from the project beginning and throughout the design and construction processes. Adherence to the IEEE 45.3™ electrical power systems integration recommended practice provides an effective set of integration requirements and identifies key issues and recommended solutions or options.

IEEE 45 – Recommended Practice for Electrical Installations on Shipboard (IEEE 45 Series Base Document) IEEE 45.3 – Systems Engineering

Design Baseline

IEEE 45.4 – Marine Sectors and Functions IEEE 45.1 – Design

Product Baseline

IEEE 45.2 – Controls & Automation IEEE 45.5 – Safety Considerations IEEE 45.6 – Electrical Testing IEEE 45.7 – AC Switchboards IEEE 45.8 – Cable Systems

Figure 1 —IEEE 45 Series

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IEEE Std 45.3-2015 IEEE Recommended Practice for Shipboard Electrical Installations—Systems Engineering

1.5 Relationship between IEEE Std 45.3 and IEEE P45.1 [B11] During the development of the IEEE 45 Series, there was much discussion on the focus of IEEE 45.3 and the difference between IEEE P45.1 and IEEE Std 45.3. To clarify the differences, the following definitions (quoted from the IEEE Standards Dictionary Online) are provided:     

design baseline: The output of the baseline design phase (equivalent to the preliminary baseline of “detailed design” defined below). detailed design: “The process of refining and expanding the preliminary design of a system or component to the extent that the design is sufficiently complete to be implemented.” product baseline: “The initial approved technical documentation . . . defining a configuration item during the production, operation, maintenance, and logistic support of its life cycle.” See also 3.1. systems engineering: “An interdisciplinary collaborative approach to derive, evolve, and verify a life-cycle balanced system solution that satisfies customer expectations and meets public acceptability.” system life cycle: “The period of time that begins when a system is conceived and ends when the system is no longer available for use.” See also 3.1.

Figure 2 shows the design process from concept design to product baseline and the relationship between IEEE P45.1 [B11] and IEEE Std 45.3. This document (IEEE Std 45.3) discusses requirements for all phases of system integration with an emphasis on the phases leading up to the completion of the design baseline.

IEEE 45.3 Concept Design

IEEE 45.3 – Systems Engineering focuses on Concept Design through Baseline Design

Concept Baseline Preliminary Design Preliminary Baseline Baseline Design

Design Baseline IEEE 45.1 – Detailed Design addresses Product Design using the Design Baseline requirements

IEEE 45.1

Product Design Product Baseline

Figure 2 —Relationship between IEEE Std 45.3 and IEEE P45.1 [B11] IEEE Std 45.3 puts heavy emphasis on concept design, preliminary design, and baseline design of integrated electrical power systems to prepare the design baseline for detailed design. IEEE P45.1 [B11] describes the process of refining and expanding the design baseline of an electrical power system to the extent that the product design baseline is sufficiently complete to be implemented (built and tested).

2. Normative references The following referenced documents are indispensable for the application of this document (i.e., they must be understood and used, so each referenced document is cited in text and its relationship to this document is explained). For dated references, only the edition cited applies. For undated references, the latest edition of the referenced document (including any amendments or corrigenda) applies. 3

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IEEE Std 45.3-2015 IEEE Recommended Practice for Shipboard Electrical Installations—Systems Engineering

DDS 310-1 Rev 1, Design Data Sheet: Electric Power Load Analysis (EPLA) for Surface Ships. 2 IEC 61850 Series, Communication networks and systems in substation. 3 IEEE Std 1815™-2012, IEEE Standard for Electric Power Systems Communications—Distributed Network Protocol (DNP3). 4, 5 IEEE Std 1826™-2012, IEEE Standard for Power Electronics Open System Interfaces in Zonal Electrical Distribution Systems Rated Above 100 kW. ISO/IEC/IEEE 12207-2008, Standard for Systems and Software Engineering—Software Life Cycle Processes. 6

3. Definitions, acronyms, and abbreviations 3.1 Definitions For the purposes of this document, the following terms and definitions apply. The IEEE Standards Dictionary Online should be consulted for terms not defined in this clause. 7 baseline: A technical data package defining a configuration item during the design, production, operation, maintenance, and logistic support of its life cycle. blackout: Aboard ship, a power outage (also power cut or power failure) of electrical power to an entire ship. A blackout may be characterized as either a dark ship or a dead ship. Dark ship is when there is no power generation online, but energy storage is available for control system and startup. Dead ship is when there is no generation online and all the energy storage is depleted. dependability: A measure of a system’s availability, reliability, and maintenance support. This may also encompass mechanisms designed to increase and maintain the dependability of a system. (IEC 60050-191 [B7]) electrical interface: An interface with the primary purpose of transferring electrical power to or from the interface. An electrical interface is described by voltage, number of phases, frequency, connected power, grounding method, quality of service (QoS) requirement, and power quality standard. electrical power system concept of operations (EPS-CONOPS): A document describing the expected manner in which the power system will be configured and operated for normal and emergency operating conditions. electrical power systems integration: The process of ensuring that all electrical components operate or perform as a system. Through each phase of the design process, the iterative application of systems engineering achieves an improvement of performance greater than the sum of the components.

DDS 310-1 is available from the Department of the Navy, Naval Sea Systems Command, Washington, DC 20376-5124. IEC publication are available from the International Electrotechnical Commission (http://www.iec.ch/). 4 The IEEE standards or produced referred to in this standard are trademarks of The Institute of Electrical and Electronics Engineers, Inc. 5 IEEE publications are available from The Institute of Electrical and Electronics Engineers (http://standards.ieee.org/). 6 ISO/IEC/IEEE publications are available from The Institute of Electrical and Electronics Engineers (http://standards.ieee.org/). 7 IEEE Standards Dictionary Online subscription is available at http://www.ieee.org/portal/innovate/products/standard/standards_dictionary.html. 3

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IEEE Std 45.3-2015 IEEE Recommended Practice for Shipboard Electrical Installations—Systems Engineering

functional interface: An interface that describes the expected behavior of the component in response to stimulus experienced at the other interfaces. A functional interface is generally specified in the form of a performance specification or dynamic model. galvanic isolation: (A) A method of electrical isolation where neither the signal nor the common of the output of the isolator is dc coupled to the signal or common of the input of the isolator, except for low-level leakage associated with non-ideal components. (B) A principle of isolating functional sections of electrical power systems, thus preventing the movement of charge-carrying particles from one section to another, i.e., no direct current flows between the sections. Energy or information can still be exchanged between the sections by other means, e.g., by capacitance, induction, or electromagnetic waves or by optical, acoustic, or mechanical means. Galvanic isolation is used in situations where two or more electric circuits must communicate, but their grounds may be at different potentials. It is an effective method of breaking ground loops by preventing unwanted current from flowing between two units sharing a ground conductor. Galvanic isolation can also be used for safety. generator start time (t2): The maximum time to bring the slowest power generation module online. information security: The process of protecting information and information systems from unauthorized access, use, disclosure, disruption, modification, perusal, inspection, recording, or destruction. integrated electric ship or platform: A ship or platform characterized by the transfer of the preponderance of energy by electrical power, under the control of a supervisory controller connected to one or more other ship or platform system supervisory controllers and where the electrical power system is designed to allow for sharing sources of power among the loads. master equipment list: A list of shipboard equipment to the level detailed in the ship’s weight report. mechanical interface: An interface that describes the physical interaction of a component with external components or structure. Mechanical interfaces include dimensions, weight, foundation interfaces, and position of physical connections to other systems. monitoring and control interface: An interface with the primary purpose of communicating information or commands to or from the interface. A monitoring and control interface is usually described in the form of a layered model, such as the OSI Basic Reference Model described in ISO/IEC 7498-1 [B37]. open architecture: The confluence of business and technical practices yielding modular, interoperable systems that adhere to open standards with published interfaces. Open architecture can deliver increased capabilities in a shorter time at reduced cost. Key open architecture principles include the following:     

Modular design and design disclosure Reusable application software Life-cycle affordability Defined interfaces Process for creating a system design while maximizing re-use of existing modules and software

privacy: The ability of an individual or group to seclude themselves or information about themselves and thereby reveal themselves selectively. product baseline: A technical data package describing the complete design in sufficient detail to enable creating work instructions, ordering material and equipment, and scheduling work. reconfiguration time (t1): The maximum time to reconfigure the distribution system without bringing on additional generation capacity. 5

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IEEE Std 45.3-2015 IEEE Recommended Practice for Shipboard Electrical Installations—Systems Engineering

systems list: A total ship-level document listing all systems to be installed. In early design phases, systems may be shown generically. technical data package: A technical description of an item adequate for supporting an acquisition strategy, production, engineering, and logistics support. The description defines the required design configuration or performance requirements and procedures required to ensure adequacy of item performance. It consists of applicable technical data such as models, drawings, associated lists, specifications, standards, patterns, performance requirements, quality assurance provisions, software documentation, and packaging details. threat protection: The process of keeping someone or something safe from a source of danger.

3.2 Acronyms and abbreviations ABT

automatic bus transfer

CONOPS

concept of operations

DDS

design data sheet

DNP3

Distributed Network Protocol

EMI

electromagnetic interference

EPS-CONOPS

electrical power system concept of operations

FMEA

failure modes and effects analysis

FMECA

failure modes, effects, and criticality analysis

information assurance

ICD

interface control document

IPS

integrated power system

M&S

modeling and simulation

MTBSI

mean time between service interruptions

PDSS

propulsion derived ship service

PSID

power system interface device

QoS

quality of service

RAM

reliability, availability, and maintainability

RM&A

reliability, maintainability, and availability

SOLAS

safety of life at sea

ZEDS

zonal electrical distribution system

4. Systems engineering 4.1 Introduction Electrical power systems engineering is the development of an electrical power system concept of operations (EPS-CONOPS), with margin policy and provisions for future changes, to meet the owner’s

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IEEE Std 45.3-2015 IEEE Recommended Practice for Shipboard Electrical Installations—Systems Engineering

needs including normal operation, emergency operation, critical systems, appropriate regulatory requirements, and implementation of a design that meets the owner’s requirements. Electrical power systems engineering may include the following elements:             

Engineering baseline development Power system architecture development Power system element selection and specification Electrical power system protection and reconfiguration design Interface control Information assurance (IA) System analysis, studies, and reports Modeling and simulation (M&S) Communications architectures and protocol selection QoS implementation Grounding system design Design for reliability and maintainability System testing and acceptance

4.2 Engineering phases 4.2.1 General Engineering involves activities throughout the life cycle of a product. Most often, engineers tend to think of activities necessary to design and develop a product. In reality, the process begins with identification of the initial concept and proceeds through product design and fabrication. Every system goes through a design process, typically composed of multiple engineering phases. Figure 3 shows the recommended engineering phases and their relationships. Notionally, the engineering phases should be conducted in series. Each engineering phase should be concluded by the establishment of a baseline approved by the vessel design team and the owner. This baseline then becomes a configuration item for the project. Concept Design Concept Baseline Preliminary Design Preliminary Baseline Baseline Design Design Baseline Product Design Product Baseline Long-lead Procurement

Construction and Fit-out Deliver

Figure 3 —Engineering phases and baselines

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IEEE Std 45.3-2015 IEEE Recommended Practice for Shipboard Electrical Installationsâ&#x20AC;&#x201D;Systems Engineering

4.2.2 Concept design Concept design is the beginning of the design process. The top-level concepts should be defined during this phase of design. All concepts and requirements should be very general with broad notions of what the outcome will be. The approach should also be generalized. Hardware and software components should be defined in a broad spectrum. The design may have many undefined elements that will be identified later in the process. The concept baseline is the design product from the concept design. The top-level requirements should be established during concept design. During the concept design phase, different concepts are investigated, and trade studies are conducted on each concept before a final concept is selected. Models and prototypes may be constructed to conduct these trade studies in conjunction with simulations and analytic analyses. Concept verification should be performed as specified in the Table 2 of IEEE Std 1826-2012. 8 During concept design, an EPS-CONOPS should be initiated as a statement of the required electrical power system behaviors based on the vesselâ&#x20AC;&#x2122;s expected use. For details see Clause 12 and Annex D. 4.2.3 Preliminary design Preliminary design is the second phase in the design process and should build on the concept baseline from the previous design level. The design level finalizes the system requirements, develops the systems architectures, and trades off multiple system and component candidate design solutions. All major equipment are selected and arranged. System analysis is conducted to ensure all requirements are met and to optimize the design. The design and selection of minor equipment may be deferred to later stages if the risk of system rework is minimal. The preliminary baseline is the design product from the preliminary design phase. 4.2.4 Baseline design Baseline design is the third phase in the design process and should build on the preliminary baseline from the previous design level. At this point in the design, the system and subsystem interconnections should be identified. Most of the design issues should be addressed, and the designers should have specific knowledge of the outcome. The design may still have a few holes and undefined elements, but most of the design should be complete. The design should be analyzed to ensure all requirements are met. The risk of significant system design rework should be minimized. The design baseline is the design product from the baseline design phase. 4.2.5 Product design Product design is the final phase in the design process and should build on the design baseline from the baseline design phase. The long-lead items will have been specified and procurements initiated during baseline design. All remaining electrical power system components should be specified, design issue questions should be answered, and no undefined elements should be left in the design. Some additional equipment/material will be procured during this phase to support the construction schedule. The product baseline is the design product from the product design phase.

Information on normative references can be found in Clause 2.

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IEEE Std 45.3-2015 IEEE Recommended Practice for Shipboard Electrical Installationsâ&#x20AC;&#x201D;Systems Engineering

4.2.6 Other activities 4.2.6.1 Construction and fit-out During construction and fit-out (Figure 3), all remaining equipment and material are procured, and work packages are developed for the construction trades. Test plans are developed and implemented. Engineering changes are evaluated as needed when discrepancies or construction problems arise. When engineering changes are authorized, they are incorporated into the product baseline and associated vendor specifications and work packages. 4.2.6.2 Long-lead items To meet production schedules, the procurement of material designated as long-lead items may as an option be initiated prior to the establishment of the design baseline. Sufficient engineering must be accomplished to develop specifications for these long-lead items with an acceptable level of risk that the specifications and long-lead item procurement contract will require modification due to changes in the design baseline.

4.3 Interface control document (ICD) 4.3.1 General ICDs are ship-level documents prepared as part of preliminary design and updated as necessary in later stages of design. ICDs should identify functional, electrical power, monitoring and control, and mechanical interfaces for all major equipment or assemblies. ICDs should be configuration controlled. Requirements for interfaces should be consistent with owner requirements, classification or statutory rules, and equipment installation and operation parameters. 4.3.2 Functional interfaces Functional interfaces should describe the required behavior of the equipment as observed at the electrical power, monitoring and control, and mechanical interfaces in response to initiating events such as changes in interface parameters, changes in internal states, or receipt of monitoring and control system messages. Generally this behavior should have an associated required response time with respect to the initiating event. 4.3.3 Electrical power interfaces Electrical power interface standards typically contain two aspects. The first is a description of the nominal power interface, i.e., the system characteristics. This is usually defined to be at the input to the load. This first aspect of the interface standard is largely something that is the responsibility of the system designer to provide. The second aspect is a set of load constraints. The reasoning behind these load constraints is that if all loads connected to an interface subscribe to the constraints, then the system characteristics will fall within their nominal tolerances. This second aspect of the interface standard is largely something that is the responsibility of the equipment designer. Electrical power interfaces should be specified in terms of nominal voltage, nominal frequency (for ac systems), number of phases, maximum current, grounding method, and physical connection. Power quality

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IEEE Std 45.3-2015 IEEE Recommended Practice for Shipboard Electrical Installationsâ&#x20AC;&#x201D;Systems Engineering

requirements should be specified by reference to existing standards. Loads should be capable of operating over wider tolerance ranges than the tolerances range of the sources. 4.3.4 Monitoring and control interfaces Monitoring and control interfaces should be defined for all levels of data communication. The physical, data link, network, transport, session, and presentation layer requirements are generally specified by reference to existing standards. The application layer protocols may be specified by reference to existing standards or may be detailed in the ICD. 4.3.5 Mechanical interfaces Mechanical interface descriptions sufficient to integrate power system equipment with other systems should be provided. Examples include cooling water/cooling air interfaces (cooling medium characteristics, flow rates, max/min temperatures, flange locations), firefighting/damage control system interfaces, mounting details including fastener locations, rotating shaft couplings, allowable structure-borne vibrations, mechanical shock loads, allowable excursions, and noise. 4.3.6 Maintenance interfaces Maintenance interfaces should be provided sufficient to ensure equipment reliability, availability, and maintainability (RAM) requirements and QoS requirements are met. This includes ensuring equipment maintenance envelopes are kept clear or are easily accessible.

4.4 Risk management An effective risk management system should be implemented to ensure risks are identified as early as practical and risk mitigation plans are developed and executed to mitigate both cost and technical risks. Risk management should be in accordance with ISO 31000 [B36] or similar.

4.5 Software engineering Software engineering should be conducted in accordance with ISO/IEC/IEEE 12207-2008 or a similar national or international standard.

4.6 Network engineering 4.6.1 System control and monitoring networks System control and monitoring networks shall stand physically alone and isolated from all other networks. Where appropriate, certain system control and monitoring subnets may be similarly isolated. Physical and logical network redundancy is strongly recommended.

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IEEE Std 45.3-2015 IEEE Recommended Practice for Shipboard Electrical Installations—Systems Engineering

4.6.2 Other networks Ship’s communications, entertainment, and other networks shall have no direct interface with system control and monitoring.

4.7 Human engineering Design of shipboard electrical power systems should include human engineering in accordance with either MIL-STD-1472G [B43] or ASTM F1166-07 [B2].

4.8 Design for safety The electrical power system equipment should be designed with personnel and equipment safety in mind. IEEE Std 45.5™ [B22] should be reviewed and followed.

5. Engineering baselines 5.1 General 5.1.1 Baseline overview An engineering baseline is a set of parameters used for comparison or control of a product’s characteristics. Baselines form the basis for the next phase of design. Items defined in the baseline should not be changed without significant examination of the consequences as the change may require modifications throughout the ship design. Baselines may include various forms of engineering, guidance, and acquisition documentation. Engineering baselines are formal definitions of configurations, normally expressed in technical data packages, and subject to configuration management. Electrical power system engineering baselines should be maintained through all engineering phases. Baselines form the basis for configuration management. While the baseline description will vary in each stage of the system life cycle, all baselines serve the same principal purpose in guiding the design and development process. In systems engineering, therefore, baselines serve as way points that guide the design so that, at any point in the design, designers need not look all the way back to the start point (most probably the user need statement), but rather need only look back to the last confirmed baseline. In systems engineering, there are normally considered to be four major baselines in a system life cycle: the concept baseline at the end of concept design, the preliminary baseline at the end of preliminary design, the design baseline at the end of baseline design, and the product baseline at the end of product design (i.e., detailed design and construction). 5.1.2 Baseline establishment Baselines are agreements between an owner and a provider that define a desired item. Baselines should be established by an agreement between the designer and the owner. This may include signatures on a set of baseline drawings or other documentation of agreement.

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IEEE Std 45.3-2015 IEEE Recommended Practice for Shipboard Electrical Installations—Systems Engineering

5.1.3 Baseline content Baseline content should vary with the item desired and the phase of the project. Early in the project, little may be known beyond conceptual ideas and preliminary studies. As the design progresses, more detail becomes available, and the design requirements should become firmer.

5.2 Concept baseline A concept baseline is an agreement between an owner and a builder that should define the desired product in sufficient detail to allow proceeding with the preliminary design phase. The electrical power system concept baseline should be established at the conclusion of concept design. The concept baseline should include the following elements:     

Cover sheet Drawing tree/document index Electrical power system top-level requirements Initial EPS-CONOPS Systems list

The concept baseline may also include the following additional elements:     

Cost estimates Potential long-lead electrical procurement requirements QoS considerations Studies and other reference documents Bibliography

5.3 Preliminary baseline A preliminary baseline is an agreement between an owner and a builder that defines the desired product in sufficient detail to allow proceeding with the baseline design phase. The electrical power system preliminary baseline should be established at the conclusion of preliminary design. The preliminary baseline should include the following elements: a) b) c) d) e) f) g) h) i) j) k) l) m)

Cover sheet Drawing tree/document index Electrical power system top-level requirements Preliminary electrical power system specification Revised EPS-CONOPS QoS analysis Revised power system design (single line diagram) Revised primary power system parameters Preliminary electrical power system control design Revised systems list Preliminary master equipment list Preliminary interface requirements list Preliminary electric load analysis

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IEEE Std 45.3-2015 IEEE Recommended Practice for Shipboard Electrical Installationsâ&#x20AC;&#x201D;Systems Engineering

n) o) p) q) r) s) t) u) v)

Preliminary assessment of electrical power system-related corrosion issues with proposed control measures Preliminary reliability, maintainability, and availability (RM&A) analysis Preliminary failure modes and effects analysis (FMEA) Preliminary models list Preliminary simulation results Revised cost estimates Long-lead electrical procurements requirements (as required) Trade studies and other reference documents Bibliography

5.4 Design baseline A design baseline is an agreement between an owner and a builder that defines the desired product in sufficient detail to allow proceeding with the product design phase. Annex B establishes the requirements for the design baseline. The electrical power system design baseline should be established at the conclusion of baseline design and maintained using configuration management throughout product design. The design baseline should consist of the following elements: a) b) c) d) e) f) g) h) i) j) k) l) m) n) o) p) q) r) s) t) u) v) w) x) y)

Cover sheet Drawing index Drawing tree/document index Electrical power system top-level requirements Systems list Power system design (single line diagram) Primary power system parameters EPS-CONOPS Electrical power system control design Master equipment list Interface control document (ICD) Computer software Electric load analysis RM&A analysis QoS analysis Electrical power system corrosion control description Failure modes, effects, and criticality analysis (FMECA) Models list Simulation results Cost considerations Electrical power system specification Long-lead electrical procurements Studies and other reference documents Testing and acceptance criteria Bibliography

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IEEE Std 45.3-2015 IEEE Recommended Practice for Shipboard Electrical Installations—Systems Engineering

5.5 Product baseline As described in IEEE P45.1 [B11], the electrical power system product baseline should be established as part of the total ship product baseline at the conclusion of product design. Specific requirements are described in IEEE P45.1.

6. Power system elements 6.1 Introduction A power system in general can be decomposed into up to six different types of elements based on functionality: power generation, power distribution, power conversion, energy storage, electrical power system supervisory control, and loads. These elements are described in this clause. The equipment implementing each element may include power electronics to convert and condition the electrical power. Guidance for the design and application of power electronics in electrical power systems on ships is provided in IEEE Std 1662™-2008 [B32]. Characteristics of a shipboard electrical power system are described in Annex E.

6.2 Power generation Power generation consists of equipment that converts an energy source (such as fuel) into electrical power for use by loads via one or more power distribution systems. Power generation equipment exchanges control and information signals with the electrical power system supervisory control and may interface with other distributed systems such as a seawater system, steam generation system, fuel service system, intakes, and exhaust. Power generation equipment using rotating electrical generator sets generally includes a steam turbine, gas turbine, or a diesel engine prime mover; a generator; possibly power electronics; auxiliary support submodules; and module controls. Other possible power generation technologies include rotating generators directly connected to the propulsion train, direct conversion (e.g., solar cells, fuel cells), and wind-driven turbines. Power generation equipment should regulate its output voltage and frequency (for ac systems). Additionally, if multiple generator sets are intended to operate in parallel, provisions should be made for the stable sharing or apportioning of real power and reactive power (for ac systems). For ac systems, real power sharing is generally implemented through frequency droop or other signals between paralleled units’ speed governors. For ac systems, reactive power sharing is generally implemented through voltage droop or other signals between paralleled units’ voltage regulators. For dc systems, real power sharing is generally implemented through voltage droop or other signals between paralleled units’ voltage regulators. If power generation equipment and/or the output of power conversion equipment of different types or ratings is intended to operate in parallel, the dynamic performance of the power system should be verified for stable operation and adherence to transient power quality requirements. The design of the fault current capability of power generation equipment should be coordinated with the fault protection equipment in the distribution system. The differing fault current characteristics of rotating machines and power electronics should be considered when designing the protection system.

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IEEE Std 45.3-2015 IEEE Recommended Practice for Shipboard Electrical Installations—Systems Engineering

6.3 Power distribution 6.3.1 General Power distribution systems transfer electrical power between other power system elements. It also provides fault current protection as well as implements different power system architectures. Power distribution systems typically consist of cables, switchgear, load centers, power panels, load monitoring equipment, and fault protection equipment. Power distribution equipment communicates with the electrical power system supervisory control and may communicate with other distributed systems. Power distribution may include power electronics and distribution transformers to directly provide the type and quality of power required by specific loads or a small grouping of loads. A power system may have one or several power distribution systems, each with its own bus of potentially different voltage and power type. A bus of one type should be galvanically isolated from buses of all other types. Historically, mechanical drive ships have had one power distribution system that distributed 450– 480 V, three-phase, 50–60 Hz power. More recently, large ships and those with electric propulsion have employed a medium-voltage ac power distribution system interconnected via transformers with a lowvoltage (450 V to 480 V) ac power distribution system. A ship employing a zonal distribution system may have a single medium-voltage power distribution system feeding multiple zones via power conversion equipment (e.g., transformers, solid-state power converters); each zone has its own zonal power distribution system. Switchgear consists of the equipment, such as electrical disconnect switches, fuses, and circuit breakers, used to control power to, protect, and isolate electrical equipment. Recommendations for ac switchgear are provided by IEEE Std 45.7™ [B23]. Recommendations for cable systems are provided in IEEE P45.8 [B14]. Requirements for connecting to shore utility power are provided by IEC/ISO/IEEE 80005-1 [B10]. 6.3.2 Primary bus A primary bus is a term reserved for a medium-voltage ac or dc bus and applies only to vessels with a medium-voltage bus. Standard voltages and associated power quality are provided by IEC 60038 [B6] (does not provide power quality requirements), IEEE Std 1709™-2010 [B33], IEEE Std 1826-2012, IEC/ISO/IEEE 80005-1 [B10], and MIL-STD-1399-680 [B42]. A primary bus may be implemented as multiple busses for redundancy, criticality, or safety. A primary bus usually is only directly connected to a few large loads; the majority of the loads are powered from other buses that connect to the primary bus via power conversion equipment (e.g., transformers, solid-state power converters). In selecting the voltage for the primary bus, consideration should be given to using the standard voltages in IEC/ISO/IEEE 80005-1 [B10] to simplify connections to shore utility power while in port. 6.3.3 Distribution bus A distribution bus provides power to loads throughout a ship or a zone. Multiple distribution busses may be utilized as necessary for the vessel design. Distribution busses typically support voltages between 400 V and 1000 V. Standard voltages and associated power quality are provided by IEC 60038 [B6] (does not provide power quality requirements), IEEE Std 1826-2012, and MIL-STD-1399-300 [B41].

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IEEE Std 45.3-2015 IEEE Recommended Practice for Shipboard Electrical Installations—Systems Engineering

6.3.4 Secondary low-voltage bus A secondary low-voltage bus provides low voltage directly to equipment, appliances, or appliance outlets. Standard voltages and associated power quality are provided by IEC 60038 [B6], IEEE Std 1826-2012, and MIL-STD-1399-300 [B41]. 6.3.5 Special bus A special bus provides power for unique purposes such as medical use, control system power, special control, or propulsion.

6.4 Power conversion Power conversion equipment converts electrical power from the type and quality required by one power distribution system to the type and quality required by another power distribution system. Power conversion equipment technologies include power electronics, transformers, and rotating motor-generator sets. (Note that power electronics and transformers are not unique to power conversion equipment and may be part of other power system elements.) Power conversion equipment exchanges control and information signals with the electrical power system supervisory control. Power conversion equipment may interface with other distributed systems such as a cooling water system and ventilation systems. The simultaneous paralleling of the primaries and the secondaries of two or more transformers is not recommended unless provisions are provided to limit circulating currents. These circulating currents must be included in load flow analyses and in calculating the required current ratings of switchgear and cables.

6.5 Energy storage An energy storage element stores electrical energy received from a distribution system that later may be used to provide power back to the distribution system or to a dedicated load. Energy storage is typically employed to achieve QoS requirements but may also fulfill power quality and other system requirements, including high energy loads with unique power profiles. An energy storage element should protect the distribution system to which it connects from faults internal to the energy storage element. Additional requirements for energy storage are provided by IEEE Std 1826-2012.

6.6 Electrical power system supervisory control 6.6.1 General An electrical power system supervisory control monitors, controls, reconfigures, protects, and coordinates the operation of an integrated electrical power system. The supervisory control may be centralized or distributed. Recommendations for the overall machinery control system, including the electrical power system supervisory control, are provided in IEEE Std 45.2™ [B21]. Typical electrical power system supervisory control functions could include the following processes:   

Remote monitoring and control of electrical power system equipment Resource planning and system configuration to support the EPS-CONOPS Mission priority load shedding 16

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IEEE Std 45.3-2015 IEEE Recommended Practice for Shipboard Electrical Installations—Systems Engineering

   

Coordination of fault detection, fault isolation, and reconfiguration Optimization of QoS and QoS load shedding Interfacing with the overall machinery control system Perfomance analysis, parameter trending, and logging

Additionally, the electrical power system supervisory control design should facilitate the following processes:  

Maintenance support (such as special modes, electrical isolation, and tag-outs) Training

The electrical power system supervisory control software may reside in hardware contained in other power system elements or may reside in an external distributed computer system. The software should interact with the human operators through a human-computer interface. Incorporating this human-computer interface as part of a shipwide monitoring and control system is recommended. 6.6.2 Power system interface device (PSID) A PSID is equipment that communicates control and monitoring signals with the integrated electrical power system supervisory controller to monitor and control individual loads, in accordance with the EPS-CONOPS. A PSID may also provide custom power to a specific load. PSIDs may be part of the power system or may be part of an external system. A PSID should be used for equipment that requires a connection to the machinery control system but does not have the inherent ability to make such a connection.

6.7 Loads 6.7.1 General Loads may simultaneously be part of multiple systems and may therefore communicate with multiple supervisory controllers for different systems. For example, cargo cooling systems may communicate with the chill-water system, electrical power system, etc. For the electrical power system, loads are categorized by their ability to directly communicate with the power system control. 6.7.2 Uncontrolled load Uncontrolled loads interface only to the power system for electrical power and do not communicate directly with the power system control. An uncontrolled load may communicate indirectly with the power system control via a PSID. Unless a simple load can be commanded to shut down via a PSID, an uncontrolled load is typically shed by switching off the power feed to the load without prior notification. 6.7.3 Controlled load Controlled loads interface to the power system control through a control interface. Controlled loads may have the capability to have their operational state changed by the power system control. For example, the power system control may command a controlled load to reduce load or switch off instead of simply switching off the power. Controlled loads may also communicate with other system supervisory controllers.

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IEEE Std 45.3-2015 IEEE Recommended Practice for Shipboard Electrical Installations—Systems Engineering

6.7.4 Large loads Any single load that may require more than 20% of the online power generation capacity supplying that load in any operating condition is considered a large load. A propulsion motor and associated drive is a good example of a large load. For power systems incorporating large loads, the dynamic performance of the power system should be verified for stable operation and adherence to transient power quality requirements.

7. Power system architectures 7.1 Radial architecture A radial architecture is implemented by interconnecting switchboards with distribution cabling and then powering loads and load centers/power panels feeding multiple smaller loads via feeder cables from the switchboards. Generators and energy storage typically connect to switchboards. Emergency loads are normally provided power from an emergency switchboard. Mission-critical loads are connected to multiple load centers (typically geographically dispersed) via manual bus transfer or automatic bus transfer (ABT) devices. Figure 4 is an example of a radial architecture. Additional example architectures for specific marine sectors are provided in IEEE P45.4™ [B12]. Machinery Room #1

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Figure 4 —Notional radial distribution architecture

7.2 Zonal architecture A zonal architecture is implemented by dividing the ship into multiple zones, designing a zonal electrical distribution system (ZEDS) for each zone, and integrating the zones with a primary bus/interzonal distribution bus, power generation, and possibly energy storage as shown in Figure 5. Note that power system equipment that is not part of the ZEDS may reside within the boundaries of the zone. Likewise, not all loads (electric propulsion, for example) within the geographic boundaries of the zone are necessarily part of the zone.

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Figure 5 —Notional zonal electrical power system architecture For a ship, a zone is typically a longitudinal section of the ship with boundaries at water-tight bulkheads. The number of zones within a ship is a function of the complexity of the ship, its missions, and survivability requirements. A naval warship, for example, would typically have between four and seven zones. A ZEDS consists of power system elements serving a group of loads and is part of a larger power system. ZEDS plus the loads it serves comprise a zone. A ZEDS has a limited number of power and control interfaces with the larger encompassing system and has the property that faults within the zone do not propagate outside the zonal boundaries. Furthermore, a design objective of ZEDS and the larger system containing the ZEDS is that loads served by the ZEDS are provided with the type of power, quality of power, and QoS specified by a customer-supplier agreement. Loads served by the ZEDS receive power only via the ZEDS. The power systems elements composing a ZEDS include power conversion equipment, controls, switchgear, cabling, and optionally energy storage and generation. If specified by the customer, a ZEDS isolated from the rest of the power system may be required to operate either for a limited time or on a continuous basis. In either case, the ZEDS will have energy storage and/or generation. Requirements for a power electronics-based ZEDS are provided by IEEE Std 1826-2012. Additional example architectures for specific marine sectors are provided in IEEE P45.4 [B12].

7.3 Hybrid architectures Special circumstances can result in hybrid power system architectures that do not cleanly fit the definition of either a radial or zonal architecture. If employing a hybrid architecture, analysis is required to verify the system will operate in a satisfactory and stable manner under all operating conditions, achieve QoS and power quality requirements, and meet all other customer requirements. An example of a hybrid architecture would be power generation and large loads in a ring-bus configuration connected to a ZEDS supplying all other loads.

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8. Electrical power system protection 8.1 Overview Electrical power system protection is an electrical power system function for detecting faults, localizing faults, isolating faults, and reconfiguring the system to restore power to the maximum number of loads. Goals of electrical power system protection include meeting QoS objectives, maintaining crew safety, and preventing cascading damage to power system equipment and load equipment. The electrical power system protection is typically implemented through the integrated response of the electrical power system supervisory controller and the electrical power system components.

8.2 General 8.2.1 Fault detection and classification An integrated electrical power system should detect and classify electrical faults or failures. Faults should be classified as one of the following:      

Overcurrent Ground Line to line Internal equipment Loss of phase Other

8.2.2 Fault localization Once a fault is detected, the power system should identify the fault’s location and the power system component or load that has failed. 8.2.3 Fault isolation Once a fault has been localized, fault isolation should disconnect the failed power system component or load from the remaining nonfaulted power system. Cost considerations normally result in situations where a power system can disconnect a failed component only by also disconnecting undamaged equipment and loads. The power system should be designed to segregate loads sufficiently to ensure that the QoS requirements for undamaged loads are met. Note that in special cases, such as when continued operation is desired in an ungrounded system with a single line-to-ground fault, fault isolation may be delayed at the discretion of the operator. One such special case could be in medical spaces where loss of power could result in death of a patient. In systems critical to the safety of the vessel (e.g., steering gear), consideration should be given to the impacts of isolating equipment from the power supply versus potential equipment damage with respect to the overall safety of the vessel.

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8.2.4 System reconfiguration Once a fault has been isolated, the electrical power system should be designed to reconfigure if necessary to ensure QoS requirements are met.

8.3 Electrical power system protection design 8.3.1 General The general requirements for shipboard electrical power system protection design should comply with IEC 60092-202 [B8] and should employ the IEC Fail-to-Safe principle: “any failure should result in a safe situation, e.g., by a single fault in a circuit the faulty circuit is disconnected to be voltage free or without power.” Power electronics should be designed to achieve the protection requirements of IEEE Std 1662-2008 [B32]. Careful consideration must be given to short-circuit protection and to the selection of the various protective devices to ensure proper interrupting capacity and coordination regardless of their location in the vessel. The overcurrent protective devices should provide high-speed clearance of low-impedance faults for ac systems and low resistance faults for dc systems so that fault currents of large magnitude will cause minimum damage to the system and equipment and minimize hazards. The overcurrent protective devices should also protect electric apparatus and circuits from damage under fault conditions through the coordination of the electrical and thermal characteristics of the circuit or apparatus and the tripping characteristics of the protective devices. To achieve these basic objectives, each protective device should have an interrupting rating not less than the maximum short-circuit current available at the point at which the device is installed. Selective tripping should be provided between generator, bus tie, bus feeder, and feeder protective devices. In circuits supplying vital services, selective tripping should also be provided between feeder and branch circuit protective devices. A short circuit on a circuit that is vital to the propulsion, control, or safety of the vessel should be cleared only by the protective device that is closest to the point of the short circuit. A short circuit on a circuit that is not vital to the propulsion, control, or safety of the vessel should not trip equipment that is vital. Protective devices should not be used beyond their interrupting capacity. The maximum available short-circuit current should be determined from the aggregate contribution of all generators that can be simultaneously operated in parallel and the maximum number of motors that will be in operation and contribute to the short-circuit current. When determining selective coordination characteristics, the designer must examine the impacts of multiple source and load configurations to ensure that the coordination requirements are met under all normal operating conditions. 8.3.2 Conductors Overcurrent protection by fuses or circuit breakers should be provided for all ungrounded conductors. Fuses should not, and circuit breaker overcurrent trips need not, be provided for the neutral conductor of a three-wire grounded system, but provision should be made for feeder disconnect including the neutral.

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The purpose of overcurrent protection for conductors is to open the electric circuit if the current reaches a value that will cause an excessive or dangerous temperature in the conductor or conductor insulation. A grounded conductor is protected from overcurrent if a protective device of a suitable rating or setting is in each ungrounded conductor of the same circuit. 8.3.3 Motor branch circuits For motor branch circuits, overcurrent protection can be provided by fuses or circuit breakers. The protective devices should be designed to allow current to pass during the normal accelerating period of motors according to the conditions corresponding to normal use. When the time-current characteristics of the overload protective device of a motor are not adequate for the starting period of the motor, the overload protective device may be rendered inoperative during the accelerating period provided that the protection against short circuit remains operative and that the suppression of the overload protection is only temporary. For continuous-duty motors, protective devices should have time-current characteristics that ensure reliable thermal protection of the motors for overload conditions.

9. Key electrical power system design inputs 9.1 Margin Margin is a factor applied to increase the load estimate to account for estimation uncertainty (the difference between the actual load and the load estimate). In earlier stages of design, margins are typically higher than in later stages of design. Any margin remaining at ship delivery is converted into service life allowance at delivery. Margin for electric propulsion is typically applied to the mechanical power rating of the propulsion motor to account for uncertainty in the estimated speed-power curve. Unless there is significant uncertainty with respect to motor or drive efficiency, a separate electrical margin is generally not applied to the electric propulsion motor or drive.

9.2 Service life allowance Extra capacity should be as specified by the customer to accommodate future growth in loads due to ship modernization.

9.3 List of loads 9.3.1 General A list of loads tabulates equipment items and their estimated connected load. As the shipâ&#x20AC;&#x2122;s electrical plant one-line diagram and the general/machinery arrangements are developed, the list of loads also groups the loads according to their connectivity to load centers/switchboards. The list of loads should incorporate all

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electric loads provided power by the shipboard power distribution system. The master equipment list is one source of information for developing the list of loads. 9.3.2 Required information The following information should be supplied to the system designers about planned electrical equipment installations to incorporate into the list of loads: a) b) c) d) e) f)

Connected load, power factor, and operating loads Characterization of load current drawn, including transient load dynamics and load current harmonics Current inrush at initial input power application Load impedance as a function of frequency Capacitance to ground Description of how power electronics equipment behaves when input power is outside of interface standards tolerances

System designers must provide information about how the loads are intended to be used in each operational condition.

9.4 Quality of service (QoS) The customer should specify the required mean time between service interruptions (MTBSI) for the power system depending on the criticality of a service interruption. An MTBSI of between 10 000 h and 30 000 h is anticipated to provide acceptable performance for many ships. Estimates for reconfiguration time (t1) and generator start time (t2) should be made based on the set of equipment under consideration for the power system design. Estimates for t1 and t2 should be refined as the design matures.

10. Information assurance (IA) 10.1 General Information assurance (IA) is a set of measures that protect and defend information and information systems by ensuring their availability, integrity, authentication, confidentiality, and nonrepudiation. This includes providing for restoration of information systems by incorporating protection, detection, and reaction capabilities. IA addresses privacy, information security, and threat protection for information systems. IA is the practice of assuring information and managing risks related to the use, processing, storage, and transmission of information or data and the systems and processes used for those purposes. While focused dominantly on information in digital form, the full range of IA encompasses not only digital but also analog or physical form. IA as a field has grown from the practice of information security, which in turn grew out of practices and procedures of computer security. The terms privacy, information security, computer security, cybersecurity, and information assurance are frequently used interchangeably. These fields are interrelated often and share the common goals of protecting the confidentiality, integrity, and availability of information; however, subtle differences exist between them.

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These differences lie primarily in the approach to the subject, the methodologies used, and the areas of concentration. Information security is concerned with the confidentiality, integrity, and availability of data regardless of the form the data may take: electronic, print, or other forms. Computer security can focus on ensuring the availability and correct operation of a computer system without concern for the information stored or processed by the computer. IA focuses on the reasons for assurance that information is protected, and is thus reasoning about information security. Cybersecurity focuses on the measures taken to protect computer/control system against unauthorized access or attack. The design of electrical power systems should incorporate IA as encompassing all of the interrelated security disciplines mentioned above.

10.2 IA security standards Information, computer, Internet, automation, controls, and infrastructure standards are quickly evolving to match the threat technologies. The following standards address the concerns that shipboard electrical power systems must consider: DODI 8500.01E [B5], IEEE Std C37.240™ [B19], ISA/IEC 62443 [B35], ISO/IEC 27001 [B38], NERC CIP series of standards [B44], NIST 800-100 [B47]. These standards should be reviewed and implemented where appropriate.

11. Electrical power system concept of operations (EPS-CONOPS) An EPS-CONOPS should be prepared as a statement of the required behaviors of the electrical power system based on the expected use of the vessel and should be prepared for each new design. The EPS-CONOPS should include scenarios that all ships and marine platforms encounter as well as scenarios unique to the particular vessel’s marine sector. Common scenarios include in port, normal transit, anchored, and recovery from casualty. Sector-unique scenarios include container offload and onload, underway lightering of petroleum, combat, and humanitarian relief. The EPS-CONOPS should articulate power system attributes that should be optimized for each of the expected scenarios. Typical attributes should include QoS, energy efficiency, safety, emissions, and safety of life at sea (SOLAS) to meet the vessel’s functional and business needs. It should also include margin policy and provisions for future changes and should foster a design that meets or exceeds the requirements and expectations for the vessel. The EPS-CONOPS should address the human systems interface; an important aspect is the interaction between humans and the electrical power system equipment. See Annex C and Annex D for more details about writing an EPS-CONOPS.

12. Systems studies, analysis, and reports 12.1 General Subclauses 12.2 through 12.24 detail the systems studies, analysis, and reports recommended for the design of shipboard electrical power systems.

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12.2 Electric load analysis Electric load analysis should be conducted in accordance with DDS 310-1 or IEEE P45.1 [B11]. If load factor analysis is employed for nonmilitary applications, load factors from IEEE P45.1 should be employed in lieu of the load factors provided in DDS 310-1.

12.3 Load-flow analysis Steady-state voltage budgets, current ratings of distribution cables and switchboard busses, and power allocation and management all require suitable simulation tools with models that do not require a lot of dynamic and transient behavior detail. What is required is an accounting of all the various loads under the various operating conditions. Once this accounting is done and a projected growth in the system is allowed, a number of simulation tools, including Excel, can help in finalizing voltage budgets and power management.

12.4 Transient analysis Faults, motor starts, switching transients, and reliability all require detailed models and simulation tools that are capable of solving large numbers of ordinary differential equations in time domain. Behaviors such as synchronous machine subtransients, which are dependent on rotor and stator winding dynamics, as well as inrush currents, which are dependent on saturation, should be considered; and the simulation tool should be able to include these dynamics. For most systems, present-day simulation tools can offer a large library of component models. Therefore, the simulation engineer does not have to develop a component model; all the engineer needs to do is interconnect the system. However, in many instances, a new component may require a new model that does not exist in the available library. In these instances, the simulation tool should be capable of providing environments that allow both text-based models to be developed and circuit-based or control-block-based models.

12.5 Short-circuit/fault-current analysis Short-circuit/fault-current analysis should be conducted to ensure switchgear can be procured that can interrupt the anticipated fault current and properly coordinate with other protection devices. IEEE Std 399™ [B25] provides recommended practices for short-circuit analysis and protective coordination.

12.6 Harmonic/frequency analysis Power quality, in terms of current, voltage, and torque, is essential in the development of a power system. The simulation tool selected must model switching events, such as a silicon controlled rectifier or insulated gate bipolar transistor turn-on/turn-off as well as diode reverse-recovery, to provide accurate harmonic analysis. IEEE Std 519™ [B26], IEEE Std 399 [B25], and ABS Guidance Notes on Control of Harmonics in Electrical Power Systems [B1] provide guidance for conducting harmonic/frequency analysis. Note that the characteristics of shipboard electrical installations differ from terrestrial power systems and must be accounted for in the techniques used for harmonic/frequency analysis.

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12.7 Stability analysis Synchronism stability and voltage stability can be analyzed using extensive time-domain simulations, and a simulation tool that can perform transient analysis should be able to perform stability analysis as well. In transient stability studies, the models used for the synchronous machines should take IEEE Std 1110â&#x201E;˘ [B28] as a guide. However, in the case of voltage stability, a specific stability requirement may be needed in some systems. If this requirement is in terms of frequency-domain characteristics such as input and output impedances of the machines and power electronics on board, then the simulation tool must be capable of frequency-domain analysis. The tools must include features such as ac small signal analysis and provide Bode and Nyquist plots.

12.8 Failure modes and effects analysis (FMEA) A failure analysis methodology is used during design to postulate every failure mode and the corresponding effects or consequences. Generally, the analysis is to begin by selecting the lowest level of interest (part, circuit, or module level). The various failure modes that can occur for each item at this level are identified and enumerated. The effect for each failure mode, taken singly and in turn, is to be interpreted as a failure mode for the next higher functional level. Successive interpretations will result in the identification of the effect at the highest function level, or the final consequence. A tabular format is normally used to record the results of such a study. FMEA should be certified and acceptable to the authority having jurisdiction. SAE ARP5580 [B48] provides recommended practices for FMEA. FMEA may be extended to a failure modes, effects, and criticality analysis (FMECA) by assigning a probability to each failure mode and the severity of the consequence of the failure mode.

12.9 Electromagnetic interference (EMI) analysis For conducted emissions, EMI analysis requires simulation tools used for harmonic analysis and transient analysis combined. Transient analysis tools are usually capable of capturing the repeated switching events that are essential for EMI analysis, and harmonic analysis is essential for determining spectrum plots. For radiated emission, other tools that are based on finite element analysis and can capture the geometry involved are more suitable. Guidance for limits is provided by MIL-STD-461 [B40] and the IEC 61000 Series [B9].

12.10 Thermal analysis In thermal analysis, a combination of both electrical and mechanical simulation tools are required. The steady-state results in terms of current, voltage, and power dissipation for both normal and overload conditions are calculated from the electrical simulation tools and then fed into mechanical simulation tools that can model heat exchangers, pipes, flow, pressure, and so forth.

12.11 Electrical power system data for the life-cycle cost analysis Electrical power system data for the total ship life-cycle cost analysis should be prepared as required by the customer.

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12.12 Electrical power system data for the signature analysis Electrical power system data for the total ship signature analysis should be prepared as required by the customer. Signature analysis is conducted as needed to satisfy customer requirements for signatures such as thermal, visual, acoustic, radar, and/or magnetic.

12.13 Safe return to port/survivability analysis report A report detailing the electric plant design’s ability to achieve safe return to port and survivability requirements as specified by the customer should be prepared.

12.14 Electrical power system one-line diagram An electrical power system one-line diagram should be prepared depicting the power system components and their interconnection.

12.15 Future power growth assessment If required by the customer, an assessment of future power growth and the ability of the ship’s electrical power system design to accommodate the projected growth shall be prepared and documented in a report.

12.16 Protection system design report The design of the electrical power system protection system should be documented in a protection system design report.

12.17 Grounding system design report The design of the grounding system should be documented in a grounding system design report.

12.18 Electrical power system corrosion control report Potential stray current sources, other electrical power system-related causes of corrosion, and the corrosion control measures incorporated in the design should be documented in an electrical power system corrosion control report.

12.19 Electrical power system equipment section of the ship’s weight report Data for the electrical power system equipment section of the ship’s weight report should be prepared.

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12.20 Auxiliary system requirements derived from the electrical power system Requirements for auxiliary systems derived from the electrical power system design should be developed and documented.

12.21 Electrical power system section of the master equipment list Data for the electrical power system section of the total ship master equipment list should be prepared.

12.22 Electrical power system input to machinery and ship arrangements Data for the shipboard arrangement of electrical power system equipment should be prepared.

12.23 Electrical power system input to endurance fuel calculations Data required for calculating fuel consumption for the purpose of sizing fuel tanks shall be prepared. DDS 200-1 [B3] provides guidance for endurance fuel calculations.

12.24 Incident energy analysis An incident energy analysis should be provided to document the available arc-flash incident energy at all locations in the system where the short-circuit current is calculated. See 12.5.

13. Modeling and simulation (M&S) M&S plays a key role throughout all aspects of systems integration and should be used extensively throughout all phases of the design. Many of the analyses detailed in Clause 13 depend on M&S. The M&S toolkit should contain a spectrum of models from simple behavioral to complex dynamic physical response. The level of model detail and its fidelity should be commensurate with the design phase and vessel complexity. Starting with the concept design phase, simple behavioral models should explore feasibility relative to requirements. As the design progresses, the level of detail and fidelity should increase and should serve as an engineering record of expected vessel and electrical power system performance as part of the appropriate baseline. It is important to retain information to support the decisions made during earlier stages of the design. No one model or one simulation environment can satisfy all the design challenges of power systems. It is essential that this recognition be made throughout the M&S effort. A multitude of M&S tools are available to the power engineer, but none of them can claim to address all the design issues that the engineer faces. The goal of the simulation engineer should be to constantly seek and combine the best tools with the best training and expertise to fully satisfy a given design requirement. Any serious M&S effort should be requirement driven, i.e., the M&S tool selection, as well as any model development, should be made based on the actual requirements that the system design needs to satisfy.

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14. Communications architectures and protocols 14.1 Communication architectures The IEC 61850 series of standards defines layered communication architecture for power system automation, focused on managing intelligent systems connected with the power system. IEC 61850 as an advanced automation standard is designed to work in distributed computing environments that include those operating in “real time” where the information exchanges must occur within tightly defined time frames, including less than 4 ms, tens of milliseconds, seconds, and longer. The IEC 61850 communication architecture consists of multiple standards that define abstract semantic object models of classes (representing hierarchical information models) and syntactic services, such that these object models are independent of specific protocol stacks, implementations, and operating systems. The IEC 61850 architecture also includes standards that define the mapping of these abstract object models and services to actual protocol stacks, such as the Manufacturing Message Specification (MMS), Generic Object Oriented Substation Events (GOOSE) messaging, web services (being updated), and (as a work in progress) Distributed Network Protocol (DNP3). Additional IEC 61850 technical reports provide guidelines and descriptions on design, implementation, and testing of systems that use the IEC 61850 modeling and mapping standards. IEC 61850 has developed abstract information models for managing electrical ancillary services, such as var management, autonomous volt-var control, autonomous frequency control, dynamic reactive current support, and energy storage management. These information models provide a standardized method for implementing the results of the M&S applications. In any implementation, the selected IEC 61850 abstract information models and corresponding services can then be mapped to protocols, such as IEEE Std 1815-2012 and web services.

14.2 Communications protocols 14.2.1 Distributed Network Protocol (DNP3) The use of a complete communications protocol such as DNP3 (see IEEE Std 1815-2012) is recommended. A Level 2 implementation (DNP3-L-2) should be used as a minimum. For most applications, a Level 3 implementation (DNP3-L-3) is recommended. The electrical power system supervisory controller should be the DNP3 master station. Outstations should implement a protocol Level 1 through Level 4 appropriate to their function but should not implement a level higher than the master station. 14.2.2 Direct electrical power systems communications Point-to-point direct communications for highest speed control applications may include from a specific layer in one device to a similar layer in another device. These devices may use non-DNP3 protocols tailored to their functions; however, the use of DNP3 is recommended.

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14.2.3 User equipment—electrical power system communications 14.2.3.1 Power management In cases where the operation of loads can negatively impact the ability of the power system to maintain power quality and QoS, control interfaces between the load and power system should be established to enable the power system to maintain power quality and QoS. 14.2.3.2 Load management In cases where load shedding by electrically disconnecting power to loads can cause damage or result in significant time to restore load functionality, consideration should be given to establishing control interfaces enabling the power system to command loads to shut down or reduce power within a specific period of time.

15. Quality of service (QoS) 15.1 General QoS is a metric of power system reliability. It is calculated as an MTBSI. The calculation of QoS metrics does not take into account survivability events such as battle damage, collisions, fires, or flooding. QoS does take into account equipment failures and normal system operation transients. Loads should be categorized into four QoS categories: uninterruptible, short-term interrupt, long-term interrupt, and exempt.

15.2 Service interruption A service interruption is any interruption in service or any power quality degradation outside of acceptable parameters for a period of time that results in situations where the ship cannot meet its operational requirements. The duration of service interruption is measured relative to two system-dependent times: reconfiguration time (t1) and generator start time (t2). System times are system-dependent quantities that can have a major impact on cost and should therefore be selected very carefully and include mission functionality. The system designer needs to specify t1and t2.

15.3 Reconfiguration time (t1) Reconfiguration time (t1) is established by the time delays in the system protection coordination. For systems with traditional switchgear, historic values of 0.5 s, 1 s, 2 s, or 3 s should be used. For the new designs with fast power electronics, t1 of 0.0001 s, 0.001 s, 0.01 s, 0.05 s, 0.1 s, or 0.2 s should be used. Reconfiguration time should be specified and included as part of the EPS-CONOPS.

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15.4 Generator start time (t2) Generator start time (t2) is defined as the maximum time to bring the slowest power generation module online. Note that t2 is typically on the order of 1 min to 5 min.

15.5 Mean time between service interruptions (MTBSI) Different operating conditions of the ship may have different requirements for MTBSI. These different operating conditions are generally defined, and the MTBSI calculated, over an operating cycle or alternately a design reference mission. Associated with each operating condition is a machinery CONOPS that details the expected policies for redundancy, rolling reserve, etc., needed to achieve the customerspecified MTBSI. MTBSI should be specified and included as part of the EPS-CONOPS.

15.6 QoS categories 15.6.1 Uninterruptible load Loads that cannot tolerate service interruptions greater than t1 are categorized as uninterruptible loads. The power system should be designed to give these loads the minimum achievable service interruption with a reliability in excess of the customer-specified MTBSI. 15.6.2 Short-term interrupt load Loads that can tolerate service interruptions of t1 but cannot tolerate service interruptions of t2 are categorized as short-term interrupt loads. The power system should be designed to limit service interruptions to these loads to less than t1. Service interruptions greater than t1 should not occur on average more frequently than the customer-specified MTBSI. 15.6.3 Long-term interrupt loads Loads that can tolerate service interruptions of t2 are categorized as long-term interrupt. With the exception of exempt loads, the power system should be designed to limit service interruptions to these loads to less than t2. Service interruptions greater than t2 to long-term interrupt loads (except exempt loads) should not occur on average more frequently than the customer-specified MTBSI. 15.6.4 Exempt loads Exempt loads are a special case of long-term interrupt loads for which redundancy is not required in sizing the capacity of the generating plant. For example, in integrated power system (IPS) configurations where propulsion and ship service power are provided by the same set of power generation modules and prime movers, sufficient redundancy in 31

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generation is not provided to enable the ship to achieve its maximum speed with any one generator out of service. Some portion of the propulsion power for IPS ships may be designated as exempt load. The installed generation capacity of the ship must be capable of supporting all categories of load for every operating condition with all generators online and must support all loads except the exempt load with one power generation module out of service. The concept of the exempt load is used only in sizing the installed generation capacity of the ship. In operation of the power system, exempt load is treated as long-term interrupt load.

16. Grounding (earthing) 16.1 General The design baseline should establish the type of grounding for various parts of the ship’s power system. The baseline design of shipboard power system grounding should generally follow the guidance of IEEE Std 142™ [B24] and, for power electronic equipment specifically, IEEE Std 1100™ [B27]. All definitions from those references apply. While those two references are comprehensive with respect to terrestrial/industrial power systems, this clause focuses on specific, additional aspects regarding shipboard systems.

16.2 Power system grounding The major challenge in shipboard power system grounding is to strike a balance between maximizing the QoS to the loads, minimizing hull current flow, and minimizing damage from arc faults and transient overvoltage, while ensuring safety of personnel. No one simple answer exists to the problem of grounding. Each of a number of possible solutions to a grounding problem has at least one feature that is outstanding, but which is obtained at some sacrifice of other features that may be equally worthy. Thus, the selection of the class and means of grounding is often a compromise between somewhat conflicting solutions. From all the various grounding methods described in IEEE Std 142, the following three are relevant for shipboard systems:   

High-resistance grounded Solidly grounded Ungrounded

Four major classes of circuits can be distinguished for which different grounding methods may be applied. While any of the three relevant grounding methods may be used for each of the classes of circuits, the following methods are recommended:    

Medium-voltage primary busses should be high-resistance grounded. Primary low-voltage busses and distribution busses should be either high-resistance grounded or ungrounded. Secondary low-voltage busses should be solidly grounded. Special circuits such as hospital outlets may require special grounding treatment.

In practice, combinations of up to all three grounding methods may coexist in separately derived systems. Per definition, separately derived systems demonstrate galvanic isolation between them. 32

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Figure 6 illustrates the recommended grounding scheme for an integrated shipboard power system (50 Hz or 60 Hz ac or dc). As indicated in Figure 6, it is important to provide the required grounding means at each separately derived system (see definition in IEEE Std 142). High-resistance grounded and ungrounded systems should provide a means for detecting and locating ground faults. [See ground detector indicator (GDI) in Figure 6.]

G H R

H R

G H R

Other Primary Loads

Primary Bus

G: Motor M: Generator

H R

High Resistance Ground

VFD

Variable Frequency Drive

GDI

Ground Detector Indicator

VFD

GDI

H R

Distribution Bus

Distribution Loads

Legend

Other Distribution Loads M

GDI

Other Secondary LV Loads

Secondary LV Bus Secondary LV Loads

Figure 6 —System grounding

16.3 Point of system grounding System grounding should be accomplished at the transformer wye secondary or generator neutral. If a transformer wye secondary is unavailable in an ac system, grounding transformers should be used. If separately derived systems can be merged into one (e.g., by means of reconfiguration via circuit switches), the system designer must ensure that the combined system again fulfills the necessary requirements for the desired grounding method. Special attention should be paid to grounding solutions that can introduce corrosion damage to other components of the ship, especially to structural components that are made of stray-current-sensitive materials such as aluminum, stainless steel, carbon fiber, high-performance steel, galvanized steel, and coating systems. Grounding systems should not allow surface leakage at connection or interface points that can lead to the failures of the grounding systems or their attachment points.

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16.4 Equipment grounding Equipment grounding should follow the guidelines established in IEEE Std 142 or IEEE Std 3003.2™ [B34]. Requirements for equipment grounding are found in article 250, chapter VI, of the National Electrical Code® (NEC®) (NFPA 70) [B45] or other appropriate standard. The design and physical arrangement of equipment should be closely examined for potential current leakage problems that could create stray electrical currents. These can include, but are not be limited to, wet surface short circuits across isolation insulators, antenna connection points, metal electrical equipment containment cabinets, and interface points.

16.5 Ground plates on nonmetallic ships On nonmetallic hull ships, ground plate(s), installed to provide an earth ground connection via contact with sea water, should be installed to establish ground potential. The ground plate(s) should be installed at the lowest point of the structural hull, as close as possible to the vertical of the mast. A through bolt should be brazed to each ground plate to provide a connection point for installation of the cable grounding system ground plane. When the ship is removed from the water, an appropriate ground should be established and maintained.

16.6 Lightning protection grounding Lightning protection should follow the guidelines given in NFPA 780 (chapter 10, “Protection for Watercraft”) [B46], IEEE P45.1 [B11], or other appropriate standard.

16.7 Stray current protection The ship design should prevent or control corrosion caused by stray electrical currents entering through the hull from the sea. In particular the ship design should account for stray electrical currents, while in port, due to the grounding systems of the shore power system and other ships.

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17. Shipboard electrical power system design 17.1 General The function of a shipboard electrical power system is to provide the user loads with electrical power. To fulfill this function, the electrical power system must generate electrical power, distribute electrical power from the point of generation to the user load, convert electrical power when the type of power to be provided to the user load is different from the type of power generated and distributed, and control electrical power. System designers of shipboard electrical power systems should seek to meet the required performance levels using the most cost-effective set of equipment.

17.2 Open architecture IEEE Std 1826-2012 identifies open system interfaces for high-power electronics equipment used in zonal electrical distribution systems rated above 100 kW. Interfaces are grouped into key and non-key interfaces and are based on technological maturity, accepted practices, and allowances for future technology insertions. IEEE Std 1826-2012 defines how openness of system should be verified and validated through rigorous assessment mechanism, interface control management, and proactive conformance testing to enable plug-and-play operability independently of components origin. It also formulates specific interface requirements for open zonal electrical distribution systems on ships and platforms.

17.3 Aggregation of loads On ships, loads aggregate in a number of ways. First, loads aggregate on the basis of the functional, or mission, equipment that they support; for example, power amplifiers, signal processing equipment, cooling equipment and maintenance support equipment all must be located proximate to the mission system that they support. Hence, loads aggregate along functional, or mission, lines. Second, loads aggregate on the basis of a ship’s compartment division design. This is a natural aggregation. Loads can always be aggregated on the basis of physical proximity; it makes engineering sense to do so. This aggregation is emphasized in naval combatants or passenger ships where strict watertight compartment divisions are a fundamental design requirement. Third, loads now aggregate on the basis of the type of power they require. Sound engineering reasons exist for grouping loads, here implying limits on the extent of each group. Cables chosen to supply the group may be limited, by choice, to a certain size to enhance producibility during ship construction. This would limit the size of a group on the basis of the current drawn by the group. Circuit breakers employed to protect equipment and cable runs may be limited, on the basis of physical capacity, in the amount of steady-state current they can pass. Once again, this would limit the size of a group on the basis of the current drawn by the group. Power converters, chosen to supply a particular type of electrical power to a group, are limited by the characteristics of the semiconductor switches employed in their design. This would limit the size of a group on the basis of either the power or current drawn by the group. The system designers of modern shipboard electrical power systems work within a very constrained design space, especially if a number of electrical power interfaces are offered. This discussion of the various constraints on the size of groups of user loads is meant to point out an important process. Ultimately, all of the groups of user loads are aggregated at the output of the generators, supplied by the type of electrical power produced by the generators. Between the input connection of a specific user load and the generator output may lay a number of intermediate power interfaces. Design choices and available technologies and other influences strongly affect a recursive grouping of the loads and, hence, the electrical power system equipment that must be installed in the ship.

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17.4 Power generation and energy storage capacities 17.4.1 General requirements The efficiency and power rating of the generator sets (as installed) shall take into consideration the impact of pressure losses in the intakes and exhaust. The data on efficiency and power rating provided by manufacturers for standard conditions must be adjusted to reflect the shipboard environment in which the equipment will be operated. An emergency generation system shall have the capacity to serve all emergency loads as defined in the emergency ship operating condition. For any ship operating condition, 95% of the total power generation capacity of all online generator sets and energy storage minus 95% of the rating of the largest online generator set must be greater than the sum of the online uninterruptible and short-term interruptible loads. For zonal architectures, if the power from energy storage or a generator set can serve only in-zone loads, than any energy storage or generator set power capacity in excess of the sum of that zone’s uninterruptible and short-term interruptible load should not be counted in the total power generation capacity. The 95% factor is an allowance for variation in load due to equipment cycling on and off. 17.4.2 Nonintegrated ship service power and propulsion power systems In designs where the majority of the ship’s propulsion power is not provided via the electrical power system, the loss of use of the generating unit with the highest power rating for any reason (e.g., failure, maintenance) shall not impact the ability of the electrical power generation plant to supply maximum endof-service-life ship service electric load for any ship operating condition with the remaining generators at 95% rated power. 9 The one generator down is an allowance for generator unreliability and time to repair. The 95% factor is an allowance for variation in load due to equipment cycling on and off. 17.4.3 Integrated power systems (IPSs) IPSs are systems where the majority of propulsion power and ship service power are supplied from a common electrical power generating plant. The power generating plant shall be designed to provide the maximum margined electric load with service life allowance (including design propulsion load) for any ship operating condition at the design rating of the generating plant. The loss of use of the generating unit with the highest power rating for any reason (e.g., failure, maintenance) shall not impact the ability of the electrical power generation plant to provide the maximum of the margined electric load with service life allowance (including design propulsion load) less exempt load for any ship operating condition. Unless otherwise specified, propulsion load above the minimum of that required to achieve one half of the design speed or 7 kn is exempt load. When paralleled, each generator shall maintain paralleled loading within ± 5% of its rated portion of the operating load. The generator sets shall be designed for a 110% continuous overload rating. Additionally, at least one of the two following criteria shall be met: a)

The IPS control system shall prevent overloading of the generators. When sufficient power is being provided to the propulsion motor(s), the IPS control system shall have the ability to prevent overloading of the generators by managing the power provided to the propulsion motor(s).

This requirement is often called the “N+1” rule.

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The power generating plant shall be designed to provide the maximum margined electric load with service life allowance (including design propulsion load) at 95% of the design rating of the generating plant.

17.4.4 Special cases In a hybrid electric drive, an electric auxiliary propulsion motor augments a mechanical drive system. If a hybrid electric drive is installed essentially for fuel economy and is not required to achieve the shipâ&#x20AC;&#x2122;s design maximum speed, the customer should specify whether the hybrid electric drive load is considered for establishing generator or energy storage module power capacity. A propulsion derived ship service (PDSS) consists of an electrical generator connected to the drive shaft of a mechanical drive system. (It may also include power electronics to convert the power produced by the generator to the frequency and voltage of the power distribution system.) If a PDSS is installed, its capacity may be included in the total generating capacity of the ship if the electrical power generation capacity is independent of the propulsion power at all times. A bidirectional hybrid electric drive system performs both functions (auxiliary propulsion) and PDSS with a single set of equipment. The electric machine mechanically attached to the propulsion system acts as either a motor or a generator depending on operating mode. A power converter acts as either a motor drive or inverter synthesizing distribution bus voltage and frequency depending on the operating mode. In this arrangement, the power capacity and power draw should be included in the electric load analysis as appropriate for the operational conditions. The EPS-CONOPS should detail the intended operating mode for each operating condition. Some ships with large maneuvering thrusters may have operational conditions where the propulsion loads are mostly electric and a significant fraction of the electric load. For these operational conditions, the criteria of 17.4.3 apply.

17.5 Power conversion and transformer ratings Power conversion equipment and transformers should have a power rating sufficient to satisfy the worstcase anticipated load including margin and service life allowance. If the power conversion equipment is modular and extra capacity can be easily added at a later date, then the power conversion equipment and associated cabling should be designed to incorporate sufficient capacity to satisfy the worst-case anticipated load including margin and service life allowance, but need provide only sufficient modules at delivery to satisfy the worst-case anticipated load without service life allowance. Single-phase transformers are normally rated in kilovolt-amperes (megavolt-amperes) by multiplying the open-circuit voltage of the secondary by the full-load current even though these two conditions do not happen at the same time. Hence the actual amount of kilovolt-amperes delivered by the transformer has to take into account the regulation of the transformer. Similarly, three-phase transformers are normally rated in kilovolt-amperes (megavolt-amperes) by multiplying the open-circuit line-to-line voltage by the full-load current and the square root of 3. The calculation of the worst-case anticipated load should account for the impact of cycling loads. Additionally, the ability of the power conversion and transformers to provide in-rush current to load equipment and to provide adequate, but not too much, fault current to enable proper coordination of circuit breakers must be evaluated.

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17.6 Switchgear and cable ratings Switchgear and cables should have a current rating sufficient to satisfy the worst-case anticipated load including margin and service life allowance. The worst-case load is determined from the electric load analysis and the load flow analysis. Switchgear interrupting ratings are based on maximum short-circuit current. Coordination of loading and system thermal limitations must also be considered. Refer to IEEE Std 45 [B20] (Clause 7 and Clause 8) for recommended practices for shipboard electrical installations. See also IEEE Std C37.20.1™ [B16], IEEE Std C37.20.2™ [B17], IEEE Std C37.20.3™ [B18], IEEE Std 1580™-2010 [B31], article 110 of the NEC (NFPA 70) [B45], and UL 347 [B49] for other recommended practices and requirements for electrical installations.

18. Reliability, maintainability, availability, and dependability Considerable guidance exists for designing reliable and maintainable systems. For example, “The DoD Guide for Achieving Reliability, Availability, and Maintainability” [B4] provides guidance on understanding and documenting user needs and constraints, designing and redesigning for reliability, availability, and maintainability (RAM), producing reliable and maintainable systems, and monitoring field experience and sustaining RAM performance. IEEE Std 1413™ [B30] provides a standard framework for reliability prediction of hardware. IEEE Std 1332™ [B29] describes a standard reliability program for the development and production of electronic systems and equipment. MIL-HDBK-189 [B39] describes reliability growth techniques that enable planning, evaluating, and controlling the reliability of a system during its development stage. Dependability is a measure of a system’s availability, reliability, and maintenance support. Dependability focuses on three elements:   

Attributes: Ways to assess the dependability of a system Threats: Things that can affect the dependability of a system Means: Ways to increase a system’s dependability

Dependability may be used as a metric of systems design. See Annex A for a further discussion on dependability.

19. System testing and acceptance Electrical power systems should be tested in accordance with IEEE P45.6™ [B13].

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Annex A (normative) Dependability

A.1 Overview Dependability is a measure of a system’s availability, reliability, and maintenance support. This may also encompass mechanisms designed to increase and maintain the dependability of a system. Dependability may be used as a metric of systems design. Dependability focuses on three elements:   

Attributes: Ways to assess the dependability of a system Threats: Things that can affect the dependability of a system Means: Ways to increase a system’s dependability

A.2 Attributes A system design should incorporate     

Availability: Readiness for correct service Reliability: Continuity of correct service Safety: Absence of catastrophic consequences on the user(s) and the environment Integrity: Absence of improper system alteration Maintainability: Ability for a process to undergo modifications and repairs

and combine these attributes with the concepts of threats and failures to create dependability.

A.3 Threats A.3.1 General Threats are things that can affect a system and cause a drop in dependability. Three main terms must be clearly understood: 

Fault: A fault (which is usually referred to as a software bug for historic reasons) is a defect in a system. The presence of a fault in a system may or may not lead to a failure. For instance, although a system may contain a fault, its input and state conditions may never cause this fault to be executed so that an error occurs; thus the fault never exhibits as a failure. In hardware designs, a fault is manifested as a discrepancy between the design of a system and its intended behavior.



Error: An error is a discrepancy between the intended behavior of a system and its actual behavior inside the system boundary. Errors occur at runtime when some part of the system enters an unexpected state due to the activation of a fault. Since errors are generated from invalid states, they are hard to observe without special mechanisms, such as debuggers or debug output to logs. In hardware design, an error can be manifested, for example, as mechanical stresses larger than designed, but low enough to preclude failure.

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

Failure: A failure is an instance in time when a system displays behavior that is contrary to its specification. An error may not necessarily cause a failure; for instance, an exception may be thrown by a system, but it may be caught and handled using fault tolerance techniques so the overall operation of the system will conform to the specification. In hardware design, a failure can be manifested, for example, as a violation of an interface or performance requirement or by equipment breaking.

A.3.2 Fault-error-failure chain It is important to note that failures are recorded at the system boundary. They are basically errors that have propagated to the system boundary and have become observable. Faults, errors, and failures operate according to a mechanism. This mechanism is sometimes known as a fault-error-failure chain. As a general rule, a fault, when activated, can lead to an error (which is an invalid state), and the invalid state generated by an error may lead to another error or a failure (which is an observable deviation from the specified behavior at the system boundary). Once a fault is activated, an error is created. An error may act in the same way as a fault in that it can create further error conditions; therefore, an error may propagate multiple times within a system boundary without causing an observable failure. If an error propagates outside the system boundary, a failure is said to occur. A failure is basically the point at which it can be said that a service is failing to meet its specification. Since the output data from one service may be fed into another, a failure in one service may propagate into another service as a fault so a chain can be formed as follows: fault leading to error leading to failure leading to error, etc.

A.4 Means A.4.1 General Dependability means are intended to reduce the number of failures presented to the user of a system. Failures are traditionally recorded over time, and it is useful to understand how their frequency is measured so that the effectiveness of means can be assessed. Since the mechanism of a fault-error-failure chain is understood, it is possible to construct means to break these chains and thereby increase the dependability of a system. The following four means have been identified so far:    

Prevention Removal Forecasting Tolerance

A.4.2 Fault prevention Fault prevention deals with preventing faults from being incorporated into a system. This can be accomplished by use of development methodologies and good implementation techniques. A.4.3 Fault removal Fault removal can be subdivided into two subcategories: removal during development and removal during use. Removal during development requires verification so that faults can be detected and removed before a system is put into production. Once systems have been put into production, a system is needed to record failures and remove them via a maintenance cycle. 40

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A.4.4 Fault forecasting Fault forecasting predicts likely faults so that they can be removed or their effects can be circumvented. A.4.5 Fault tolerance Fault tolerance deals with putting mechanisms in place that will allow a system to still deliver the required service in the presence of faults, although that service may be at a degraded level.

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Annex B (normative) Design baseline

B.1 Overview The design baseline should consist of the items listed in this annex, or a subset thereof, as appropriate to the vessel design. The items in the following subclauses should be presented as engineering drawings and reports. Each document should identify the scope of the document, the context of the information, and references to other documents as necessary.

B.2 Contents B.2.1 Cover sheet The cover sheet may be a rendering, outboard profile, or similar drawing and serves as the first sheet in the drawings. The cover sheet is optional. B.2.2 Drawing index The drawing index should provide the names and drawing numbers categorized or grouped in a useable and logical fashion. B.2.3 Drawing tree/document index The drawing tree or document index should show a top-down breakdown of the drawings for the electrical power system. This may be a multi-drawing or multi-sheet set and should identify all electrical power system and related drawings down to the system or subsystem level. It should not list all electrical drawings but rather should serve as a guide to other more detailed drawings. Intersystem and ship interfaces should be identified. Sufficient information should be shown to clearly identify all electrical interfaces among systems, subsystems, and equipment. B.2.4 Electrical power system top-level requirements This drawing should identify top-level requirements for the electrical power system. It may be as simple as a single sheet drawing or may be a multi-page document. B.2.5 Systems list The systems list should be a list of systems to be installed. In early design phases, systems may be shown generically. The design baseline should include all systems by name and identifying number. Systems to be provided by the builder should be clearly indicated and identified during detailed design.

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B.2.6 Power system design (single line diagram) A power system single line diagram describing the power system design should be included as a drawing. B.2.7 Primary power system parameters A summary of the primary power system parameter should be included. B.2.8 EPS-CONOPS The EPS-CONOPS as described in Annex C should be included. B.2.9 Electrical power system control design The electrical power system control design should be presented as a report. B.2.10 Master equipment list The master equipment list should be developed as early as possible and verified during each design phase. B.2.11 Interface control document (ICD) The ICD should be started no later than early during preliminary design. The design baseline should show interfaces for all required equipment. ICD details may be deferred for items to be identified during product design. B.2.12 Computer software Software identification should include a database design description, interface design description, software design description, and software version description. For each of these elements, the following should be provided: document name, document number, version, date, and description. The master media have the following characteristics: distribution media format, operating system, and a unique drawing part number identifying the specific distribution media. B.2.13 Electric load analysis 10 The initial electric load analysis should be done during concept design. Load analyses should be updated as part of each subsequent design phase. B.2.14 RM&A analysis Reliability, maintainability, and availability analysis should be presented as a report.

If dependability is used, a dependability report combining electric load analysis (B.2.13), RM&A analysis (B.2.14), and FMECA (B.2.17) should be provided in lieu of separate items.

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B.2.15 QoS analysis QoS analysis should be presented as a report. B.2.16 Electrical power system corrosion control description A description of the implementation of corrosion control in the electrical power system design should be presented as a report. B.2.17 Failure modes, effects, and criticality analysis (FMECA) FMECA should be presented as a report. B.2.18 Models list All models used should be identified on the drawings. Software models should include a database design description, interface design description, software design description, and software version description. For each of these elements, the following should be provided: document name, document number, version, date, and description. The master media have the following characteristics: distribution media format, operating system, and a unique drawing part number identifying the specific distribution media. B.2.19 Simulation results Simulation results should presented as reports. B.2.20 Cost considerations Cost considerations should be presented as reports. B.2.21 Electrical power system specification The electrical power system specification used for procurement and the basis for product design should be presented or referenced. B.2.22 Long-lead electrical procurements Long-lead procurement items should be identified. B.2.23 Studies and other reference documents Studies and other reference documents should be presented as reports. B.2.24 Testing and acceptance criteria Testing and acceptance criteria should be presented as a report.

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B.2.25 Bibliography A bibliography is optional. If provided, the bibliography should be presented as a report.

B.3 Excluded data Certain data may be excluded due to proprietary or other reasons. It is strongly recommended that a data list be prepared that identifies any and all documents in this category. The excluded data list should be retained by the owner but not included as part of the generally distributed design baseline.

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Annex C (informative) Electrical power system concept of operations (EPS-CONOPS)

C.1 Overview An EPS-CONOPS is a statement of the required behaviors of the electrical power system based on the expected use of the ship and should be prepared for each new design. The EPS-CONOPS is important because it forms the basis for the following aspects of the electrical power system:    

Designing electrical power system controls and software. Determining the performance requirements for all of the electrical power system equipment. Establishing the required redundancy. Establishing the appropriate level of electrical power system autonomy and the nature of the desired human-system interaction.

The EPS-CONOPS depends on and enables the ship’s CONOPS, which hence must be known. The EPS-CONOPS distinguishes between nominal operations, which occur when all equipment is operating within limits, and restorative operations, which occur when an equipment failure or a damage scenario has occurred and not all of the equipment is operating within limits.

C.2 Nominal operations C.2.1 General Nominal operations are how the electrical power system is intended to operate, absent equipment or software failures or damage. EPS-CONOPS describe which electrical power system equipment fulfills which function and with what desired level of performance. The EPS-CONOPS description of the nominal condition must be consistent with the nominal electrical power system interface standards and specifications, the required performance that yields the desired ship-level mission capability or profitability, and ultimately the ship’s CONOPS. C.2.2 Ship’s functions and missions The description, the EPS-CONOPS, must be consistent with the ship’s CONOPS and the previously discussed electric load analysis, with respect to the characterization of mission conditions (shore, anchor, restricted maneuverability/berthing, cargo onload/offload, cruise, battle, functional) and relevant ambient environmental conditions (arctic and/or tropical). For each mission condition envisioned for the ship, the EPS-CONOPS describes which equipment is required and the operational configuration of that equipment; this has been called the plant lineups. Where more than one possible set of equipment or configuration are available, EPS-CONOPS identifies all of the alternatives and the attributes to consider in choosing one over another.

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C.2.3 Optimizations The EPS-CONOPS should describe, for each of the mission conditions, what constitutes optimal performance. The aspect of performance being optimized is a design driver, not just for specific equipment, but also for controls and software. A ship at anchor may optimize fuel efficiency, emissions reduction, or a rapid transition to underway operations. A ship in restricted maneuverability/berthing condition is likely to optimize redundancy and the ensuring of safe navigation. A ship conducting cargo onload/offload may want to minimize time pierside and hence optimize loading/unloading rate. Most ships in a cruise condition will want to optimize fuel efficiency. For more complex ship designs, more than one aspect of performance may be optimized simultaneously. The foregoing example of a ship at anchor may optimize fuel efficiency, emissions reduction, AND a rapid transition to underway operations. The approach to achieving a multi-attribute optimization would be to develop a “performance index,” which is a function of the attributes to be optimized, perhaps a weighted sum; the system control would then optimize the performance index. The EPS-CONOPS, in addition to specifying different optimizations for different ship conditions, also describes the constraints to be applied in concert with the optimizations. For example, a specific QoS may be specified regardless of the ship condition; whether engaged in single-engine operation to optimize fuel efficiency or conducting onload/offload, the same minimum QoS must be realized. Other such constraints may be operational redundancy, rapid reconfiguration, and so on. C.2.4 Transitions Nominal operations are the steady-state design conditions for the ship’s electrical power system. Typically, ships regularly shift from condition to condition as they go about their business. Starting from anchor, a ship may transition to restricted maneuverability/berthing, weigh anchor, get underway, transition to cruise for an extended period, transition back to restricted maneuverability/berthing, moor, and then, finally, transition to cargo onload/offload. These transitions are predictable and deliberate. Hence, the EPS-CONOPS should describe, in appropriate detail, the nature of these regular transitions including the preparations required and steps in executing. An important portion of the EPS-CONOPS describes how the electrical power system will recover, step by step, from a dark-ship scenario with all equipment available. This description indicates what emergency power sources are present, which loads are energized and in which order, and when the electrical power system has returned to nominal, autonomous operation. The data within the electric load analysis and characterizations of the specific load equipment may include various requirements to reenergize for load equipment, including reclosure time requirements. The EPS-CONOPS describing transition from a darkship scenario with all equipment available to nominal operation must include such considerations. C.2.5 Power management Power management is a subset of the functions that must be performed to control the electrical power system. During nominal operations, power management functions ensure that online power generation is sufficient for the present load and consistent with the intended electrical power system optimization(s). Power management can be implemented in various ways. At a minimum, power management must possess the means to determine the present electric load, determine the present online power capacity, compare the two, and execute transitions in the electrical power system if required by the comparison in accordance with the intended power system optimization(s).

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C.2.6 Degree of autonomy Systems are designed to behave autonomously for two major reasons. First, the required behavior is beyond that which humans are able perform. Second, the required behavior is more readily performed by the system than by humans. In some applications, the degree of autonomy is heavily influenced by the manning strategy; reduced manning will generally require a higher degree of autonomy. For the EPS-CONOPS, nominal operations are amenable to electrical power systems with high levels of autonomy for the second reason. Being the steady-state design conditions of the ship, nominal operations benefit from closed-loop controls and optimizations. In addition, the predictable and deliberate nature of the transitions between nominal operating conditions facilitates automating these steps, perhaps being only initiated by humans. C.2.7 Agent-based systems Consideration of why autonomy is necessary indicates which implementation alternatives are most appropriate. Depending on the nature of the desired performance optimizations, a decentralized approach to autonomy may be most appropriate; this would be the case if survivability/recoverability were to be optimized. A centralized approach to autonomy may be most appropriate; this would be the case if overall ship energy efficiency were to be optimized. In a situation where multiple performances are to be optimized, potentially in conflicting ways, an agent-based/intelligent-agent approach may be effective in negotiating performance between optimizations.

C.3 Restorative operations C.3.1 General Nominal operations are how the electrical power system is intended to operate, absent equipment or software failures or damage. In contrast, restorative operations occur because of a perturbation and are focused on returning the electrical power system to a nominal condition. The EPS-CONOPS describes how the electrical power system attempts to return to nominal. The nature of the perturbation to nominal operation affects the nature of the restorative operation. One type of perturbation is a failure of a particular piece of equipment; this type of failure is the basis for designing for a required QoS. The failure is largely a random event involving a single piece of equipment. A second type of perturbation is a scenario where a damage event has occurred, such as collision, grounding, or weapon effect. This type of perturbation typically possesses multiple, near-simultaneous, geographically correlated instances of equipment damage, not just to the electrical power system but also the control system and other systems present. The damaged condition is a situation where just about every damage attribute is stochastically imposed. For both types of perturbation, the EPS-CONOPS indicates criteria for the transition from restorative operations to nominal operations. C.3.2 Equipment failure Upon the failure of a piece of equipment, largely a random event, the EPS-CONOPS describes the strategy for ensuring the QoS that is to be implemented in the electrical power system design. Given the intractably large number of conceivable equipment failures, the strategy articulated by the EPS-CONOPS is necessarily high level. Also, given the response times that are usually required to ensure QoS, the strategy typically must be autonomously implemented. One possible approach to this may be to implement a QoS power management element in the electrical power system controller. The QoS power management element would, upon the detection of an equipment failure, implement reconfiguration actions and possibly resort to QoS load shedding, that is, shedding the longest-term interrupt loads available for the duration of

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the reconfiguration actions. If the reconfiguration were not achievable within the interrupt time frame, then resorting to a mission-priority load shedding is recommended. Load shedding in this context is one possible action that power management may execute; the context of restorative operations due to equipment failure is different from that of nominal operations. In nominal operations, power generating capacity is usually adjusted to balance load and supply. In restorative operations, power management functions still strive to ensure that online power generation is sufficient for the present load; however, the emphasis on achieving the intended nominal system optimization(s) becomes secondary to achieving the required QoS. Load equipment may be adjusted (shed) to balance load and supply. With any interruption in power that triggers restorative operations, uninterruptible loads immediately shift to their alternate source. If power is not restored within reconfiguration time (t1), then QoS power management would shed long-term interrupt loads. If power is not restored within generator start time (t2), then power management would shift from a QoS emphasis to a mission-priority emphasis and would shed low mission-priority loads. Traditionally, load shedding has been based only on mission priority. Loads were categorized into nonvital, semi-vital, and vital loads. When a load center detected an under-frequency on the bus, an indicator that load is greater than the generation capacity, then the first-stage load-shed breaker would trip and deenergize all the nonvital loads. If this is not sufficient for the frequency to recover, then the second-stage load-shed breaker would trip and deenergize the semi-vital loads. If there still was not sufficient generation, then typically the generator would trip offline on under-frequency. The automatic bus transfer (ABT) for each vital load would sense the loss of power and switch to the alternate power source. The logic presumes that the alternate power source has sufficient generation capacity to handle the load added by the ABTs. Figure C.1 depicts a representative method for implementing this load-shedding strategy in a load center.

To Switchboard

Load Center Breaker

Second Stage First Stage Load Shed Load Shed Breaker Breaker

Vital Loads

Semi-vital Loads

Non-vital Loads

Figure C.1—Traditional load-shedding implementation in a load center NOTE—Circuit breakers with a “C” imply a circuit breaker that is controlled by load-shed control system logic. Other circuit breakers trip on over-current or manually. 11

The traditional load-shed strategy does not take into account the tolerance of the loads to a power interruption. Priority for providing power is solely determined by the importance of the load to the ship’s mission. Furthermore, loads requiring uninterruptible power must provide their own uninterruptible power supply. Power distribution products are now on the market that can implement the control-centric topology depicted in Figure C.2. In this topology, all of the breakers can be commanded to open and close by the machinery control system. Uninterruptible loads can be provided with an alternate source of power within the load center as shown, or via an ABT or uninterruptible power supply “downstream” of the load center. With the level of controllability shown in Figure C.2, load shedding can initially be based on QoS considerations. As depicted in Figure C.3, power would normally be expected to be restored to all loads 11

Notes in text, table, and figures are given for information only and do not contain requirements needed to implement the recommended practice.

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IEEE Std 45.3-2015 IEEE Recommended Practice for Shipboard Electrical Installations—Systems Engineering

within t2 of the loss of a generator. A service interruption would occur only if multiple failures happened at the same time or if a single-point-of-failure device fails. As shown in Figure C.4, only when the machinery control system determines that sufficient generation cannot be brought online within t2, does the load-shed strategy shift to one based on mission priority. Table C.1 summarizes the power management time scales. Some loads that are retained in QoS are shed to restore power to other higher mission priority loads. Table C.1—Power management time scales Time Before t1 t1 t1 to t2 t2

Action Isolate the fault. Reconfigure to supply short-term interrupt loads. Start additional generator. Transition from QoS to mission-priority power management (load shedding).

To Switchboard

Alternate Switchboard / Energy Storage C

C C C C C C C C C C C C C C C

Loads

Figure C.2—Control centric load center topology for implementing QoS and mission priority load shedding

Generator Set C (Standby)

Power

Long Term Interrupt Short Term Interrupt

Generator Set B (Online)

Generator Set A (Online)

Un-interruptible

QOS Shed Loads

Short Term Interrupt

Generator Set C (Standby)

Generator Set B (Offline)

Generator Set C (Online)

Generator Set A (Online)

Un-interruptible

Load Supply Initial Configuration

Long Term Interrupt Short Term Interrupt

Generator Set A (Online)

Un-interruptible

Load Supply QOS Shedding

Load Supply Service Restored

Figure C.3—QoS load shedding and restoration of power

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IEEE Std 45.3-2015 IEEE Recommended Practice for Shipboard Electrical Installations—Systems Engineering

Generator Set B (Offline)

Power

Long Term Interrupt Short Term Interrupt

Generator Set B (Offline)

Generator Set C (Online)

Generator Set C (Offline)

QOS Shed Loads

Generator Set A (Online)

Short Term Interrupt

Un-interruptible

Generator Set B (Offline)

Mission Priority Shed Loads

Long Term Generator Interrupt Set A Short (Online) Term

Generator Set A (Online)

Un-interruptible

Load Supply Initial Configuration

Generator Set C (Offline)

Load Supply QOS Shedding

Load Supply Mission Priority Load Shed

Figure C.4—Shift to mission priority load-shed strategy In some cases, it may be advantageous and less expensive to implement QoS by modifying the traditional load center implementation as shown in Figure C.5. In this example, loads have only one of two mission priorities: low and high. All uninterruptible loads are presumed to be high priority. With any interruption in power, uninterruptible loads immediately shift to their alternate source, either via an ABT or an alternate source in the load center. If power is not restored almost immediately, then the high-priority long-term interrupt loads and the low-priority long-term interrupt loads are shed. If power is not restored within t2, then the low-priority short-term interrupt loads are shed, and the high-priority long-term interrupt loads are restored. While this implementation is less flexible than the implementation shown in Figure C.2, it may be adequate for some classes of ships.

To Switchboard

Alternate Switchboard / Energy Storage C C

High Priority Long Term Interrupt Loads

Low Priority Long Term Interrupt Loads

High Priority High Priority High Priority Short Term Short Term UnInterrupt Interrupt interruptable Loads Loads Loads

Figure C.5—Traditional load center implementation modified for QoS One potential improvement to Figure C.2 is incorporating a robust communications link between the power management software in the machinery control system and the individual loads. With this link, loads could be commanded to minimize power consumption while still staying in a standby mode (or shutdown in an orderly fashion). This could avoid potential equipment failures or improper operation due to a “hard shutdown” of load equipment. The loads may also be able to restore their functionality much more quickly once commanded to exit the standby state. This feature could enable substituting a simple breaker for the controlled breaker depicted in Figure C.2 for each load and may result in the recategorization of a load from an uninterruptible to a short-term interruptible load or from a short-term interruptible load to a longterm interruptible load. The lack of appropriately adopted open standards for this control and communication link is the principal obstacle to implementing this improvement. Ultimately, the EPS-CONOPS articulates which behavior is required for restorative operations. 51

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IEEE Std 45.3-2015 IEEE Recommended Practice for Shipboard Electrical Installations—Systems Engineering

C.3.3 Damaged condition Where a damage event has occurred (such as collision, grounding, or weapon effect), multiple, nearsimultaneous, geographically correlated instances of equipment damage, not just to the electrical power system but also the control system and other systems, may be present. The EPS-CONOPS for this scenario describes the strategy for restoring the electrical power system to operation, also called recoverability. The number and extent of damage scenarios are even larger and more intractable than for the equipment failures discussed in C.3.2. Hence, the EPS-CONOPS recoverability strategy is also high level. The possible presence of physical damage to electrical power system equipment argues strongly against autonomously restoring electrical power to the portions of the system that had lost power in the course of the damage event. On the other hand, autonomous recovery of equipment necessary for restoration of power, SOLAS, and damage control will speed the process of restoration of power and possibly reduce the incidence of further, additional damage. The EPS-CONOPS recoverability strategy indicates how a potentially damaged electrical power system will recover, step by step, from a dark-ship scenario, corresponding to the description for the undamaged recovery from a dark-ship scenario. The EPS-CONOPS recoverability strategy must necessarily be consistent with the ship’s damage control plans and strategies.

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IEEE Std 45.3-2015 IEEE Recommended Practice for Shipboard Electrical Installations—Systems Engineering

Annex D (normative) EPS-CONOPS outline

D.1 Introduction The level of detail included within the EPS-CONOPS is expected to increase as the design of the shipboard electrical power system proceeds. Furthermore, as the shipboard electrical power system design progresses through the engineering baselines, the EPS-CONOPS will evolve; the challenge is for its evolution to guide the electrical power system design while simultaneously being consistent with the electrical power system design. This is the challenge of synthesis and integration. This annex provides guidance for the content of an EPS-CONOPS. It is intended to be somewhat general so it can be useful for concept baselines, preliminary baselines, and so on. This example is indicative of existing EPS-CONOPS of electrical power system designs of ships in operation, ships being constructed, and ships being designed.

D.2 General D.2.1 Purpose The purpose of an EPS-CONOPS is to provide a top-level discussion of the systems in the ship that must be supplied from the electrical power system, how the ship and those systems are to be operated, and the other shipboard systems that are required to support such operations. The EPS-CONOPS is intended to accomplish the following:    

Describe electric plant lineups. Reflect insight gained from electrical power system design trade-off studies. Rationalize load factors/load models for use in the electric load analysis. Serve as shipboard power system input to other ship design analyses.

D.2.2 Approach Appropriate to the engineering baseline, perform the following steps:    

Identify operating (readiness) conditions, e.g., cruise, onload/offload, battle, restricted maneuverability. Map the operating (readiness) conditions to events in a nominal operating scenario that includes required speed ranges and mission/payload system equipment lineups/operation. Provide rationale for adjusting the electric load analysis in light of the foregoing. Ensure that the eletric power system design baseline and the EPS-CONOPS are consistent.

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D.3 EPS-CONOPS content D.3.1 Operating (readiness) conditions Define the operating (readiness) conditions for the ship. Examples include cruise, onload/offload, battle, restricted maneuverability. Identify the major mission/payload systems required to support each operating condition. D.3.2 Operational scenarios Define one or more reference operational scenarios consisting of a timeline of operating conditions and associated speed-time profiles. D.3.3 Ship speed and electric load estimates Provide a summary of the electric load analysis. For ships employing electric propulsion, provide a table for determining the propulsion electric load for a given speed. D.3.4 Mission/Payload system information Provide pertinent details on the mission/payload systems with respect to electric load analysis. Detail relationships among loads, required levels of redundancy, correlation of loads, etc., with respect to the operating conditions. D.3.5 Electric load information Provide any pertinent information on loads that require special consideration for the electric plant lineup or operation. List any loads that are not expected to meet load power interface requirements and the mitigation efforts that have been implemented in the power system to accommodate the load power interface characteristics. Provide any special details or assumptions needed to estimate or model loads for the electric load analysis. D.3.6 Electrical power system machinery lineups List the standard electrical power system machinery lineups, including the prime movers and power conversion equipment that are online, distribution system circuit breaker/switch configurations, and algorithms for sharing power among the prime movers and power conversion equipment. Detail the ability of the operator to implement nonstandard machinery lineups. Identify any restrictions on nonstandard machinery lineups. D.3.7 Speed, ship service load, and lineup curves Specify for each operational condition and range of speed the appropriate standard (or, if required, nonstandard) electric machinery lineups. Indicate any changes to the electric machinery lineups required by specific operating modes of loads.

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D.3.8 Electrical power system/ship system trade studies Provide a summary of key insights gained from electrical power system and ship system trade studies with respect to operating the electric plant or estimating loads. D.3.9 EPS-CONOPS input to electrical power system/ship system trade studies Detail inputs required by other electrical power system and/or ship system trade studies.

D.4 EPS-CONOPS maintenance The content and configuration of the EPS-CONOPS should be managed and updated to reflect the evolving design, operational conditions, and operational scenarios.

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Annex E (informative) Shipboard electrical installation characteristics

E.1 Practical considerations Shipboard electrical power systems are different from land-based electrical power systems. A shipboard electrical power system possesses several important unique characteristics. First, cable runs are essentially limited by the length of the ship. Transmission line dynamics do not typically play a significant role. Second, the physical proximity and electrical proximity of components mean that control information is passed very rapidly between parts of the system. Third, the constraints and design practices relevant to shipboard electrical power systems conspire to limit generating capacity and rotational inertia. In contrast, commercial electrical power systems typically have thousands of generators that all contribute to capacity and inertia. With the inherent limited generating capacity and rotational inertia onboard a ship, the characteristic of having single loads that are a significant fraction of the system generating capacity is added to the already complex nature of shipboard electrical power systems. The characteristics of terrestrial microgrids (or “islanded” power systems) are analogous to those of shipboard electrical power systems.

E.2 Characteristics Shipboard electrical power systems are characterized as follows:          

Generation has low rotational inertia relative to loads. Fast controls maintain frequency. Shipboard prime movers typically are faster than utilities’ prime movers relative to dynamic times of interest. Loads are large and dynamic relative to generation. Generators typically share loads in proportion to rating. Very fast load-sharing information is provided to all generators. Power electronic switching loads have a large influence on system behavior. Transmission lines impacting dynamic performance are not nearly as significant as for utilities. Power systems are generally either ungrounded or high-resistance grounded. Line-to-ground capacitance can be significant.

E.3 Implications Implications of shipboard electrical power characteristics are as follows:   

Typical electrical power system models are not usually appropriate for analyzing shipboard dynamics. Higher-order models are necessary both for generators and loads. For example, “swing” equation assumptions are not met. Some of the mathematical expediencies used in usual electrical power system analyses cannot be used with shipboard electrical power systems. “Infinite” buses and “slack” buses do not have

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  



manifestations in shipboard electrical power systems. “Constant voltage,” “constant frequency,” and “constant power” simplifications are normally invalid. Shipboard electrical power systems are very tightly coupled both electrically and mechanically. Faults must be modelled consistently with the characteristics of shipboard electrical power systems. Related to the issue of limited generating capacity and rotational inertia is the fact that shipboard electrical power system prime movers are smaller than commercial electrical power system prime movers. The smaller prime movers have time constants that are much closer to the generators’ electrical time constants than is the case in commercial systems. Time scale separation in commercial electrical power systems is well established and yields quite acceptable results. Time scales of shipboard electrical power systems are not so easily separated; mechanical and electrical dynamics are very strongly coupled. The small size, lack of inertia, tight coupling, and electrical proximity of shipboard electrical power systems require fast frequency and voltage controls. During parallel operation, load-sharing information is provided to all on-line generators very rapidly. Generator loads are usually not scheduled; rather, loads are shared in proportion to the generators’ ratings. Traditional load flow formulations have little meaning. Further, the primary and secondary levels of control found in commercial systems are not present as such in shipboard electrical power systems. Loads onboard ships can be large, dynamic, and rapidly applied. Given the lack of inertia and despite the fast controls, there are large excursions in voltage levels and frequency compared to commercial electrical power systems. Additionally, while the ship service power system and emergency power system attempt to ensure that power is available to “vital” loads, in contemporary systems there are power interruptions during the switching to alternate sources and during the period of time it takes to start up prime movers, particularly the emergency generator (if installed). Constant voltage level, constant frequency, and constant power injection assumptions cannot be made for dynamic analyses. For some ships, a large portion of the load may be in the form of variable speed drives and other power electronic converters that behave as constant power loads, potentially impacting stability and potentially injecting current harmonics into the power system.

This characterization of shipboard electrical power systems is much abbreviated and points out the significant differences between shipboard electrical power systems and commercial electrical power systems. The differences stem from different functions with different concomitant optimizations. The differences are driven, at the very least, by the disparate scales of the two types of power system.

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IEEE Std 45.3-2015 IEEE Recommended Practice for Shipboard Electrical Installations—Systems Engineering

Annex F (informative) Bibliography Bibliographical references are resources that provide additional or helpful material but do not need to be understood or used to implement this standard. Reference to these resources is made for informational use only. [B1] ABS Guidance Notes on Control of Harmonics in Electrical Power Systems, American Bureau of Shipping, May 2006, http://ww2.eagle.org/en/rules-and-resources/rules-and-guides.html. [B2] ASTM F1166-07, Standard Practice for Human Engineering Design for Marine Systems, Equipment, and Facilities, 1 Jan, 2007. 12 [B3] DDS 200-1, Calculation of Surface Ship Endurance Fuel Requirements, http://www.dtic.mil/dtic/tr/fulltext/u2/a565827.pdf. [B4] “The DoD Guide for Achieving Reliability, Availability, and Maintainability,” https://acc.dau.mil/CommunityBrowser.aspx?id=378067. [B5] DODI 8500.01E, Cybersecurity, http://www.dtic.mil/whs/directives/corres/pdf/850001_2014.pdf. [B6] IEC 60038, IEC Standard Voltages. 13 [B7] IEC 60050-191 Amendment 2, International Electrotechnical Vocabulary. Chapter 191: Dependability and quality of service. [B8] IEC 60092-202, Electrical installations in ships — Part 202: System design — Protection. [B9] IEC 61000 Series, Electromagnetic compatibility (EMC). [B10] IEC/ISO/IEEE 80005-1, Edition 1.0 2012-07, International Standard for Utility Connections in Port—Part 1: High Voltage Shore Connection (HVSC) Systems—General requirements. [B11] IEEE P45.1™ (Draft 1.0, June 2015), Draft Recommended Practice for Electrical Installations on Shipboard—Detailed Design. 14, 15, 16 [B12] IEEE P45.4™ (Draft 0.0, June 2015), Draft Recommended Practice for Electrical Installations on Shipboard—Marine Sectors and Mission Systems. [B13] IEEE P45.6™ (Draft 0.0, June 2015), Draft Recommended Practice for Electrical Installations on Shipboard—Electrical Testing. [B14] IEEE P45.8™ (Draft 5, April 2015), Draft Recommended Practice for Electrical Installations on Shipboard—Cable Systems. [B15] IEEE P1580.1™ (Draft 0.1.1, January 2015), Draft Recommended Practice for Insulated Bus Pipe for Use on Shipboard and Fixed or Floating Platforms. [B16] IEEE Std C37.20.1™, IEEE Standard for Metal-Enclosed Low-Voltage Power Circuit Breaker Switchgear.

ASTM publications are available from ASTM International (http://www.astm.org/). IEC publications are available from the International Electrotechnical Commission (http://webstore.iec.ch/). 14 Numbers preceded by P are IEEE-authorized standards projects that were not approved by the IEEE-SA Standards Board at the time this publication went to press. For information about obtaining drafts, contact the IEEE. 15 The IEEE standards or produced referred to in this annex are trademarks of The Institute of Electrical and Electronics Engineers, Inc. 16 IEEE publications are available from The Institute of Electrical and Electronics Engineers (http://standards.ieee.org/). 13

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IEEE Std 45.3-2015 IEEE Recommended Practice for Shipboard Electrical Installations—Systems Engineering

[B17] IEEE Std C37.20.2™, IEEE Standard for Metal-Clad Switchgear. [B18] IEEE Std C37.20.3™, IEEE Standard for Metal-Enclosed Interrupter Switchgear (1 kV–38 kV). [B19] IEEE Std C37.240™, IEEE Standard Cybersecurity Requirements for Substation Automation, Protection, and Control Systems. [B20] IEEE Std 45™, IEEE Recommended Practice for Electrical Installations on Shipboard. [B21] IEEE Std 45.2™, IEEE Recommended Practice for Electrical Installations on Shipboard—Controls and Automation. [B22] IEEE Std 45.5™, IEEE Recommended Practice for Electrical Installations on Shipboard—Safety Considerations. [B23] IEEE Std 45.7™, IEEE Recommended Practice for Electrical Installations on Shipboard— Switchboards. [B24] IEEE Std 142™, IEEE Recommended Practice for Grounding of Industrial and Commercial Power Systems (IEEE Green Book™). [B25] IEEE Std 399™, IEEE Recommended Practice for Industrial and Commercial Power Systems Analysis (IEEE Brown Book™). [B26] IEEE Std 519™, IEEE Recommended Practice and Requirements for Harmonic Control in Electric Power Systems. [B27] IEEE Std 1100™, IEEE Recommended Practice for Powering and Grounding Electronic Equipment (IEEE Emerald Book™). [B28] IEEE Std 1110™, IEEE Guide for Synchronous Generator Modeling Practices and Applications in Power System Stability Analyses. [B29] IEEE Std 1332™, IEEE Standard Reliability Program for the Development and Production of Electronic Products. [B30] IEEE Std 1413™, IEEE Standard Framework for Reliability Prediction of Hardware. [B31] IEEE Std 1580™-2010, IEEE Recommended Practice for Marine Cable for Use on Shipboard and Fixed or Floating Platforms. [B32] IEEE Std 1662™-2008, IEEE Guide for the Design and Application of Power Electronics in Electrical Power Systems on Ships. [B33] IEEE Std 1709™-2010, IEEE Recommended Practice for 1 kV to 35 kV Medium-Voltage DC Power Systems on Ships. [B34] IEEE Std 3003.2™, IEEE Recommended Practice for Equipment Grounding and Bonding in Industrial and Commercial Power Systems. [B35] ISA/IEC 62443, Industrial Automation and Control Systems (IACS) Security. 17 [B36] ISO 31000, Risk management—Principles and guidelines. 18 [B37] ISO/IEC 7498-1, Information technology—Open Systems Interconnection—Basic Reference Model: The Basic Model. [B38] ISO/IEC 27001, Information technology—Security techniques—Information security management systems — Requirements. [B39] MIL-HDBK-189, Department of Defense Handbook Reliability Growth Management. 19

17 ISA/IEC publications are available from the International Society of Automation (http://www.isa.org/) and from the International Electrotechnical Commission (http://www.iec.org/). 18 ISO publications are available from the International Organization for Standardization (http://www.iso.org/). 19 Military specifications, standards, and handbooks are available at http://quicksearch.dla.mil/.

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IEEE Std 45.3-2015 IEEE Recommended Practice for Shipboard Electrical Installations—Systems Engineering

[B40] MIL-STD-461, Department of Defense Interface Standard Requirements for the control of electromagnetic interference characteristics of subsystems and equipment. [B41] MIL-STD-1399-300, Department of Defense Interface Standard for Shipboard Systems: Section 300, Electric Power, Alternating Current. [B42] MIL-STD-1399-680, Department of Defense Interface Standard: Section 680, High Voltage Electric Power, Alternating Current. [B43] MIL-STD-1472G, Department of Defense Design Criteria Standard: Human Engineering, 11 Jan. 2012. [B44] NERC Critical Infrastructure Protection (CIP) series of standards. 20 [B45] NFPA 70, National Electrical Code® (NEC®). 21, 22 [B46] NFPA 780, Installation of Lightning Protection Systems. [B47] NIST Special Publication 800-100, Information Security Handbook: A Guide for Managers; Recommendations of the National Institute of Standards and Technology, http://csrc.nist.gov/publications/nistpubs/800100/SP800100Mar072007.pdf. [B48] SAE ARP5580, Recommended Failure Modes and Effects Analysis (FMEA) Practices for NonAutomobile Applications. 23 [B49] UL 347, Medium-Voltage AC Contactors, Controllers, and Control Centers. 24

NERC standards are available from the North American Electric Reliability Corporation (http://www.nerc.com/). National Electrical Code and NEC are both registered trademarks of the National Fire Protection Association. Inc. NFPA publications are available from the National Fire Protection Agency (http://www.nfpa.org/). Copies of the NEC area also available from IEEE (http://shop.ieee.org/). 23 SAE publications are available from SAE International (http://standards.sae.org/). 24 UL publications are available from Underwriters’ Laboratories (http://ulstandards.ul.com/). 21 22

Authorized licensed use limited to: Khwaja Fareed University of Eng & IT. Downloaded on July 08,2020 at 07:27:57 UTC from IEEE Xplore. Restrictions apply.