DIESEL ENGINE GENERATION APPLICATIONS ON

SHIPS AND MOORED FLOATING FACILITIES

Copyright Material IEEE
PCIC-2008-24

Donald A. Voltz, PE Moni Islam Christopher N. Chaney, PE

Senior Member, IEEE Member, IEEE Mustang Engineering, L.P.
Mustang Engineering, L.P. L-3 Communications 16001 Park Ten Place
16001 Park Ten Place 5700 Citrus Blvd Houston, TX, USA 77084
Houston, TX, USA 77084 New Orleans, LA, USA chris.chaney@mustangeng.com
dvoltz@ieee.org moni.islam@ieee.org

Abstract – The rules and regulations for ships and moored
floating facilities regarding electrical power generation are the
same with a few exceptions, though the service requirements
are very different. The commonalities of regulation
applicability for different applications along with there
challenges are presented in this paper.
The Integrated Power System (IPS) with high power and
high voltage for ships and moored floating facilities bring
additional regulation challenges with many unknowns in the
electrical generation and power distribution grid.
This paper addresses the differences between the
application of diesel engine generators and their affects on the
power distribution systems of ships and floating facilities
including the challenges of IPS applications.
This paper addresses design and regulation issues and
challenges and recommends the following;
1. Systematic overview of the power system
requirements and their differences.
2. Systematic overview of the IPS requirements,
applicability of the present rules and regulations.
3. Systematic approach to develop awareness in the
technical community.
4. Establish liaison with the authorities having
jurisdiction of directing, policy making and rule
implementation.
5. In view of the above, the IEEE-45 Working Group
should take the lead to develop additional
recommendations, standards for power generation,
distribution, and management for ships and moored
floating platforms design in line with industrial
practices (for ex. API RP-14F, AFI RP-14FZ, NFPA
70, etc.) and electrical safety requirements.
6. The Naval Vessel Rules are to be reviewed for
proper application of standard design and
development practices and recommend changes to
the rules.
7. Develop recommended practice to lead Naval Ship
design, commercial ship design and floating platform
design.
8. Establish liaison among the regulatory bodies to
consider new recommendations to IEEE-45 as
guides for rule making for commercial ships, naval
ships, and floating platforms.
Index Terms – IPS-Integrated Power System, MCR-
Maximum Continuous Rating of prime mover, ACCU-
Periodically Unmanned Machinery Space, NVR-Naval Vessel
Rules, GMDSS-Global Maritime Distress, Safety System,
Main Generation, Auxiliary Generation, and Emergency
Generation
I. INTRODUCTION
Traditional shipboard electrical power generation and
distribution systems are for ship service power under normal
operating conditions and emergency power for emergency
situation. The IPS system is required to supply power for
electrical propulsion requirements that is in addition to ship
service power and emergency power.
Moored floating platforms include drilling, production, and
pipeline transportation facilities associated with oil and gas
exploration and production. The floating platforms require
power for topsides process facilities including production and
compression and marine facilities included in the hull. At the
discretion of the owner, a diesel engine generator can be
used for services such as auxiliary, black start and emergency
power. The USCG (United States Coast Guard) requires a
dedicated source of power for emergency service thus
requiring a dedicated diesel engine generator.
In general, regulations related to high power generation and
distribution systems for floating platforms are supported by the
rules and regulations for ship service power generation due to
insufficient regulations for high power application.
Reference is made to Figures 1 through 5 for overview of
the electrical power generation for ships and moored floating
platforms. Figures 1 and 2 illustrate the transition of shipboard
mechanical propulsion directly connecting the propulsion
prime mover to the propeller with mechanical shaft. The
electric drive system is shown as the propeller is driven by an
electric motor where the prime movers are generating electric
power for the propulsion motor. Figure 3 is for typical ship
service power generation for ship service loads and
emergency generation in case of ship service power failure.
Figure 4 is for typical electrical propulsion system where in
addition to the ship service and emergency power generation,
propulsion power is generated for propulsion loads.
Figure 5 is for moored floating production platforms,
showing the power generation with two generators for
production module, compression module and other related
services as topside power, dedicated auxiliary generator
provides auxiliary power, fire fighting services. The auxiliary
generator provides marine habitable loads, black start power
and firewater power. Additionally, the platforms require The Ship’s electric power requirements are outlined in A1
dedicated diesel generator for dedicated fire pumps to support for ship service requirements and in A2 for IPS requirements.
fire fighting. This dedicated firewater power distribution
system is completely isolated from the remaining system.
Gen Gen

6.6KV SWITCHBOARD
Prime Mover
Prime Mover
Prime Mover Gen
Gen

Cable
DRIVE DRIVE

Cable
Switchboard

M M
Mechanical Shaft

Cable PROPULSION DRIVE

Drive SHIP SERVICE SWITCHBOARD

480V BUS 120V BUS

Motor
Load
Mechanical Shaft
Power Panel Load MCC TRANSFORMER

Propellor EMERGENCY SWITCHBOARD

Figure-1:Direct Mechanical Drive System
Propellor 120V EMERGENCY BUS 480V EMERGENCY BUS
Figure-2:Electrical Drive System

Load Shore Power

Power Panel
TRANSFORMER EG
Figure-4: Typical Electrical One Line Diagram For IPS System Generation and Distribution
Gen Gen

SHIP SERVICE SWITCHBOARD

A. Ships
480V BUS 120V BUS

The USCG, and ABS (American Bureau of Shipping) rules

and regulations, for electrical power generation are mostly for
ship service electric loads and emergency power
Load
Power Panel Load MCC TRANSFORMER requirements. However, the IPS electrical power generation
and distribution requirements are well beyond the ship service
requirements, and challenges are to understand those
requirements in the context of electrical power generation and
distribution for ship service as well as propulsion power
EMERGENCY SWITCHBOARD
requirements.
120V EMERGENCY BUS 480V EMERGENCY BUS
The ABS has requirements for the electrical power
generation redundancy are known as R1, R1+S, R2, R2+S
etc. and control system related requirements are ACC, ACCU
TRANSFORMER Load Shore Power
etc. [3]
Power Panel EG The MCR (maximum continuous rating) requirements are in
general for direct drive prime movers. The MCR requirements
Figure-3: Typical Electrical One Line Diagram with Ship Service and Emergency Power for electrical power generating prime movers should be
Generation and Distribution different. This is applicable for ships and platforms.
The ship service electric power generation related number
of prime mover requirement falls under N+1 requirements
II. ELECTRICAL LOAD CALCULATION which may not be the optimum solution for IPS type power
CHALLENGES generation and distribution.

The ship service electric load calculation is performed for A1. Ship Service Power:
the operating scenarios such as port loading, ship underway,
cruise, and other special operational loadings, particularly for 1. Ship Service Generator
sizing ship service and emergency generators. 2. Emergency Power
The floating platform electric load calculations are 3. Standby Power
performed for the topside processing modules and hull loads 4. Uninterruptable Power System (UPS)
for at least equal to the highest expected system operating
load. This requirement is met by using all generators or The ship service power is provided to power vital and
sometimes with one additional generator as stand-by. The non-vital electrical equipment onboard a ship. The ship
auxiliary generator size is also calculated for the highest service power requirement is generally at the range of 10
expected load. The emergency generator size is calculated for Megawatts supported by multiple generators. By
100% emergency loads except the duplicate loads. The fire regulation the ship service power must be available for
pump dedicated generator size is also calculated the same vital loads under all operational conditions including the
way. back-out recovery. The emergency generator is provided
to start it and take emergency load under ship service
2
black-out conditions. By regulation, the emergency loads
are; (a) Navigation lights, emergency lights,
Communication system, daylight signaling light, smoke
detection, electric whistle, fire detection system, and
general alarm, (b) Emergency bilge pump, fire fighting
system, GMDSS, Navigational equipment, steering gear,
vital automation system etc. The UPS is required to
support automated system and vital system in case of
temporary loss of power. Refer to figures 1, 2, and 3 for
typical service scenario for ship service power generation
and distribution.
There are additional requirements for periodically
unmanned engine room such as ACCU (per ABS) for
normal and alternate UPS power.
A2. IPS Power:
1. Main Propulsion Power
2. Ship Service Power
3. Emergency Power
4. Standby power
5. Uninterruptable Power
The IPS electrical power generation, distribution, and
management for electrical propulsion system is in
addition to the ship service power and emergency power
requirements for ships. There are many variations to the
IPS power requirements. Typical electrical one line
representation is shown in Figure 4. The cruise ship IPS
requirement is different from the icebreakers, tankers etc.
The propulsion power requirement can be at the range of
75 megawatts. The high power requirement leads to
voltage level higher than 460V such as 4160V, 6600V,
11KV etc. These higher voltage power generation and
distribution leads to electrical system design with many
features which are not in the 460V system design
requirements. The challenges are namely, number of
generators, HV and LV switchboards, propulsion
transformers, propulsion drives and propulsion motors as
well as maximum continuous rating requirement of the
prime mover, overall ship electrical grounding system,
personnel and equipment electrical safety hazard etc.
A3. ACC/ACCU REQUIREMENTS: Per ABS, for
vessels whose propulsion machinery spaces are intended
for centralized control, attended or periodically
unattended are classes as ACC, and ACCU respectively.
There are strict requirements must be adhered to and
specific ABD certification must be obtained. The Ship
propulsion system and associated vital auxiliaries must
have redundant capability to make sure of continuity of
power under all possible operational condition as well as
emergency condition. The shipboard propulsion system
related electric vital system usually known as vital
system, vital auxiliaries, redundant standby vitals and
emergency vitals. The basic classifications are in
section 2. For specific requirements refer to ABS Part 4,
Chapter 9 [3].
For US Navy ships refer to appropriate Naval Vessel
Rules [3].
A4. MCR: The mechanical drive system, propulsion
power is transmitted through mechanical shaft to the
propeller and the propeller speed variation is mainly done
by varying the speed of the engine. Due to the power
generation speed variation and engine performance
3
power utilization is considered for 80% maximum
continuous rating of the engine. This is considered MCR
rating by regulation.
The electrical propulsion system electrical power is
generated by using multiple generators and delivering
power at synchronous speed. Multiple generators can be
used in parallel to meet the load demand. The generators
can be added to the service or taken out of service to
meet the load demand. The generators usually run 90 to
95 percent load to meet maximum demand load. For that
reason there is no need to use 80% MCR for electric
drive prime movers.
A5. N+1 Redundancy Requirements: For ship service
power and IPS power N+1 rules are contained in
References [3], [5], [6] and [7]. The N+1 requirement
basically leads to the generator size and number of
generator selection, keeping one of the largest
generators in stand-by. The generator rating selection
also includes 80% MCR of the prime mover. In addition,
the generator loading requirements are around 90%
continuous. This requirement is mainly for periodically
unmanned engine room. This excessive power
generation requirement leads to oversize generator size.
The total power generation could be reduced
substantially leading to design optimization.
A6. Black Starting Of Prime Movers-IPS: “Per ABS
4-9-4/13.5 [3] for “Automatic Start and Changeover – In
the event of detecting low or the loss of system pressure
automatic startup of and change the standby pumps,
which are essential to maintain propulsion machinery, is
provided.”
“Per ABS 4-9-3/13/9/1 [3] under ACC/ACCU continuity
of power it is required that the standby electric power is to
be available in no more than 30 seconds.”
B. Moored Floating Facilities
With oil exploration moving farther offshore and production
rates increasing a whole new class of facilities with complex
electrical systems with numerous generators have been
developed. A list of those is shown below with their primary
function and loading based on recent installation of moored
floating platforms in the Gulf of Mexico. Even though these
facilities are stationary (i.e. moored) they are subject to the
same USCG regulations [6] and if classed, ABS, DNV, etc
rules as those on ships. Any discrepancies or issues with the
regulation are noted under the individual generator(s).
B1. Main Generation: As previously mentioned
generation must be provided for the highest expected
electrical load from the topsides processing modules and
the utility load in the hull. In order to determine the
electrical load, a driver study can be conducted to
determine the proper mix of machines used for
mechanical drives and generation [1]. In many cases, an
all electric platform case is selected where the total
electrical load generally ranges from 15 megawatts for
smaller production facilities to a level now approaching
100 megawatts plus for larger production facilities.
In order to supply this load, two to six or more main
power generators are required to meet the electrical
demand of the platform depending upon throughput and
whether the N or N+1 sizing criteria is used. These
generators will typically range in size from 10 MVA (8
MW) to 45 MVA (36 MW). In either the N or N+1 case,
some form of load shedding is required upon loss of one
of the operating generators to reduce production upsets
and losses. The most reliable and convenient method is
to shed a small number of relatively large loads.
These units are normally dual fueled with the primary
source being fuel gas and the back-up or secondary
source being diesel. They are usually equipped with an
automatic transfer system such that the units switch to
diesel upon the loss of fuel gas without affecting the
platform load. This provides for redundancy at the fuel
source level.
Most of the main turbine-generators are regulatory
compliant with the exception of the larger aircraft
derivatives having duel shaft designs. These machines
cannot meet the speed regulation requirements of the
regulatory bodies (i.e. USCG 46CFR, ABS MODU, etc.)
and require a waiver to be acceptable for marine service.
One method to prove the speed regulation capability is to
run a parallel test [2].
B2. Auxiliary Generator: An auxiliary generator can
be applied at the discretion of the owner or operator of
the floating facility. It is not a required regulatory machine
unless it can be used to supply regulatory loads such as
electric fire pumps. However, it still is required to meet
the design, installation and testing requirements of the
applicable regulatory standards. This unit can be used to
for a different number of loading tasks depending upon
what mode it is operating. For instance the unit can be
used as follows:
1) To support full living conditions and power
requirements during hookup commissioning,
installation, start-up and turn around activities. The
load requirement would be in the range of 5 to 10
MW. Multiple units could be required (auxiliary
mode)
2) To support minimal living conditions and power
requirements during hookup commissioning,
installation, start-up and turn around activities. The
load requirement would be in the range of 1.5 to 2.5
MW (auxiliary mode)
3) To feed electric fire pumps upon loss of main
generation (fire mode)
4) To provide black start capabilities for main
generation (auxiliary/black start mode)
5) To provide back-up power to the emergency bus in
the cases where the emergency generator fails to
start. This can be accomplished through the power
and control system configuration. See Figure 5 as
an example.
Through the use of a PLC, this unit can be made to
operate in different modes thus alleviating the need for
additional generators. See Section III for detailed
operation.
The sizing of this unit can have a significant impact
upon the economics of the facility. If the offshore hook-
up and commissioning requires a significant time before
start-up the owner or operator has a choice to either run
one of the main turbine generators on diesel or provide
an auxiliary per Item 1 above. A fuel consumption study
should be conducted to determine the optimum condition.
From the results of the study, it can be shown that the
auxiliary generator can easily be upsized for the
4
differential in fuel consumption between it and the main
turbine generator, running on diesel. Note: this sizing
and economic exercise should be performed early in the
project.
B3. Emergency Generator: A diesel engine generator
is typically used to satisfy the USCG requirement for an
emergency source of power. The purpose of the
emergency generator is to provide power to maintain
critical life support systems in the event that main
generation is lost. The loads that are required to be
connected to the Emergency Generator are outlined in
46CFR 112.15 [6].
As required by the ABS 4-3-2/5.3 [4], the emergency
generator is to be sized to 1.0 service factor of the
connected load. If the connected load is greater than the
emergency generator rating, a load shed system is
required to shed any non-emergency type loads
connected to the emergency bus. The requirement to
size the generator at 1.0 service factor of connected load
can lead to a generator sized to approximately 200% to
300% of the amount of power required by the demand
factor of all the loads connected to the emergency bus.
In the case of a moored floating platform, the emergency
load remains constant whether it’s running in emergency
mode or if the platform is operating in normal mode.
Review of ABS MODU 4-3-2/5.3 [4] should be considered
in regard to the emergency load demand factor on
modern moored floating platforms.
With the approval of the USCG, the emergency diesel
engine generator can be made to operate in different
modes with the use of a PLC (programmable logic
controller). One possible additional use of the emergency
generator is as a hurricane generator to provide power to
the control system to remotely monitor the state of the
platform, feed main turbine generators’ and large motors’
space heaters and other loads such as food preservation
units, etc., during a hurricane event. See section III for
detailed operation.
B4. Firewater Generator: A diesel engine generator
can be used to satisfy the USCG power requirement for
firewater service. The dedicated diesel engine generator
is used to provide power solely to electric motor driven
firewater pumps as shown in Figure 5. Typically, the
Firewater power distribution system is isolated from the
Normal Power distribution system to ensure power
system integrity.
B5. Hurricane Generator: As discussed in section 3
(Emergency Generator), a diesel engine generator can
be used for multiple modes of service. The service
requirements of a hurricane generator are limited to either
a hurricane or if the platform has to be completely
abandoned. At the discretion of the owner, the hurricane
generator can be used as a mode of service on another
diesel engine generator such as an auxiliary generator or
an emergency generator. However, it is imperative to
keep in mind that USCG approval will be required to add
an additional mode of service to an emergency generator.
B6. Rental Generators: Normally, rental generators
are not required to meet regulatory installation standards
(i.e. fire and gas, fuel systems, etc.) unless these units
will be connected into the power system and used to
provide additional main power such as that required
 during offshore installation, hook-up, commissioning and
start-up. In these cases, the units are run individually or
are run in parallel with either the auxiliary or emergency
generation. Under such conditions of use, the regulatory
enforcement may require the owner or operator to comply
with full regulatory requirements.
III. CASE STUDY OF A RECENT MOORED FLOATING
PRODUCTION FACILITY INSTALLED IN THE GULF
OF MEXICO
On today’s modern oil and gas platforms, diesel engine
generators are commonly used for emergency and back-up
systems including hurricane, firewater, auxiliary and black-
start service. With the utilization of a Programmable Logic
Controller (PLC), a diesel engine generator can be used for
more than one service. The following is a case study on how
three diesel generators were used on a recent floating
platform installation in the Gulf of Mexico.
A. Normal Power Distribution System
The main marine (hull) distribution bus of the floating
platform is a 4.16kV switchgear line up consisting of three
main buses, A, B and C normally fed from topsides generation
as shown in Figure 5. Bus A is connected to the Auxiliary
Generator and busses B and C receive their normal power
from Topsides main generation through two (2) 10 MVA dry-
type transformers. In normal operation, the incoming main
breakers are closed, the tie-breaker between buses B and C
are open and the tie-breaker between buses A and B is
closed, hence providing a normal power feed to bus A. In this
mode, the two main breakers and the tiebreaker connecting
buses B and C are arranged in a main-tie-main automatic
transfer configuration, referred to as a “Secondary Selective
System”.
The Auxiliary Generator is designed to provide three critical
services: (1) black start power to start a Turbine Generator,
(2) power for two electrically driven firewater pumps in the
event of a fire and (3) auxiliary power to habitable loads in the
event that main generation is un-available.
The Auxiliary Generator is rated at 1825kW and provides
sufficient black start power to the auxiliaries of a Turbine
Generator in addition to powering marine loads and habitable
loads in the living quarters. The auxiliaries required to start a
Turbine Generator require approximately 400kW of available
power. Therefore, the habitable and marine loads have to be
limited to no more than approximately 1400kW as to allow the
400kW of power required for starting a main Turbine
Generator.
The Auxiliary Generator is also designed to operate in
“Firewater” mode to provide sufficient power to two electrically
driven firewater pumps. In the event of a fire call from the
HESS (Hull Emergency Safety System), the auxiliary
generator automatically starts. There are two inputs that
initiate a fire call from HESS: low ring main pressure and fire
detected. Even though the Auxiliary Generator starts
automatically on a fire call from HESS, it does not necessarily
close to the bus immediately. The auxiliary Generator breaker
closes to the bus when dead bus is detected on Bus A. The

Gen Gen

TOPSIDES MAIN GENERATION SWITCHBOARD

13.8kV BUS A BUS B

TOPSIDES COMPRESSION TOPSIDES COMPRESSION

AND PRODUCTION LOADS AND PRODUCTION LOADS

BLACK
START
AG
LOADS

MARINE MAIN DISTRIBUTION SWITCHBOARD

BUS A 4.16kV BUS B BUS C

MARINE LOADS MARINE LOADS

DEDICATED FIRE DEDICATED FIREWATER FWG
WATER PUMPS SYSTEM

EG

DEDICATED FIREWATER
SWITCHBOARD
EMERGENCY 4.16kV
SWITCHBOARD

480V

DEDICATED FIRE
WATER PUMPS
EMERGENCY LOADS

FIGURE 5: TYPICAL ELECTRICAL ONE LINE DIAGRAM FOR MOORED FLOATING PRODUCTION FACILITY

5
philosophy is that Main Generation will continue to provide
power to the fire pumps as long as it is available. In the event
that main generation is not available, the auxiliary generator
will close to Bus A and the A-B tie breaker will trip to island
Bus A ensuring that the Auxiliary Generator is providing
dedicated power to the firewater pumps.
The Auxiliary Generator is also utilized to provide power to
marine and minimal habitable loads in the event that Main
Power Generation is not available. Operation in this
circumstance is referred to as “Auxiliary” mode. The habitable
loads include HVAC, normal and emergency lighting and
power to the platform’s control systems. In “Auxiliary” mode,
the A-B and B-C tie-breakers are in the closed position to
distribute power from the Auxiliary Generator to the rest of the
electrical distribution system. Once main power generation is
restored, it is imperative to re-connect the Hull’s distribution
system to main power generation. The Auxiliary Generator is
designed to synchronize across five different points to perform
a closed transition transfer back to main power generation.
The five points that can be synchronized across are: Auxiliary
Generator Breaker, A-B tie breaker, Bus B Main Incomer, B-C
tie breaker and Bus C Main Incomer.
As described, the Auxiliary Generator has two distinct
modes of operation: “Auxiliary” and “Firewater”. Its normal
mode of operation is “Auxiliary”. A signal from the platform
control system wired to the PLC, controls the operating mode
of the auxiliary/firewater generator. Essentially, modes of
operation are defined by the engine/generator protection that
is required in each mode. According to USCG 46CFR [6],
there are only three permissible shutdowns allowed on a
firewater generator: Overspeed, CO2 Release and Differential
Current (86). In addition to the three shut downs in firewater
mode, numerous other alarms can be programmed and
monitored in the control room. The Auxiliary mode of
operation utilizes a conservative engine/generator protection
scheme with additional shut downs as typically recommended
by the manufacturer for engine and generator protection.
The generator protection relay also has two modes of
operation, which is controlled from a PLC output. The
“auxiliary” mode set-points are programmed to provide
maximum generator protection. However, the “firewater”
mode set-points are programmed to provide the most
operating time for fire fighting before the machine is
irreversibly damaged.
B. Emergency Power Distribution System
The Emergency 480V distribution system provides power to
USCG 46CFR [6] designated emergency loads as well as
other loads required for minimal habitability. It is connected to
the normal power distribution system through the
4.16kV/480V emergency service transformer, which feeds
power from the 4.16kV main distribution system to the
emergency bus. The emergency bus is normally powered
through the emergency service transformer. The Emergency
diesel engine generator is connected to the emergency bus as
well. In the event of loss of topsides power generation
resulting in no power on the Emergency bus, a dead bus relay
picks up and automatically starts the diesel emergency
generator. Once the emergency generator reaches rated
speed and 95% rated voltage, the emergency generator main
breaker closes thus re-establishing power to the emergency
distribution system. The Emergency Generator is capable of
providing power for at least 18 hours for all emergency loads
as required by the USCG 46CFR [6]. The Emergency
6
Generator may also be operated to serve “Hurricane” loads in
the event that the platform is abandoned for a hurricane.
The Emergency Generator has two distinct modes of
operation, “Emergency” and “Hurricane” mode. Normal
operation of the dual mode Emergency/Hurricane Generator
is Emergency mode. A key switch wired to the PLC, controls
the operating mode of the emergency/hurricane generator.
The hurricane mode of operation is only used in the event that
the platform is evacuated due to a hurricane. Just prior to
evacuating the platform, the key switch is placed in hurricane
mode.
Essentially, modes of operation are defined by the
engine/generator protection that is required in each mode.
According to USCG 46CFR [6], there are only four permissible
shutdowns allowed on an emergency generator: Low Lube
Oil Pressure, Overspeed, CO2 Release and Differential
Current (86). In addition to the four shut downs in emergency
mode, numerous other alarms can be programmed and
monitored in the control room. In Hurricane mode, the
platform is evacuated (i.e. unmanned). As such, it is
imperative to utilize a conservative engine/generator
protection scheme with more than just the shut downs allowed
by USCG 46CFR [6] in emergency mode.
The generator protection relay also has two modes of
operation, which is controlled from a PLC output. The
hurricane mode set-points are programmed to provide
maximum generator protection. However, the emergency
mode set-points are programmed to provide the most
operating time before the machine is irreversibly damaged.
C. Firewater Pump Power Distribution System
In addition to the normal and emergency distribution
system, there is also a “Dedicated Firewater Pump” power
distribution system provided in the Hull. It is completely
separate from the main and emergency power distribution
systems. Its only purpose is to provide 4.16kV power to two
electrically driven firewater pumps. The 4.16kV bus is
connected to a dedicated firewater pump diesel engine
generator. In the event of a fire, the generator automatically
starts and closes to the bus providing power to the firewater
pump motors.
To allow for periodic maintenance operation, the Firewater
Generator also has a “Manual/Test” mode of operation. In
this mode, maximum generator protection is utilized.
IV. CONLUSIONS AND RECOMMENDATIONS
This paper addresses some of the challenging design
issues between ships and moored floating platforms as
referenced to regulatory standards.
IEEE-45 should take lead for defining these challenging
issues properly and provide necessary recommendations in
view of reliability, redundancy, safety of equipment and
operations.
In a recent shipboard electrical system safety workshop, it
was recommended to initiate a new standard for electrical
safety (on shipboard). This safety standard should be under
the leadership of an IEEE-45 related working group.
Using diesel driven electric generators for multiple tasks
can improve the operational characteristics and reliability of
auxiliary, black start, fire water, emergency and hurricane
electrical systems on moored floating platforms. They also
can provide economic savings during commissioning and start
up.
 The understanding of regulatory requirements and good
communications with the regulatory agencies are valuable
assets when applying diesel driven electric generation on
ships and moored floating platforms.
V. ACKNOWLEDGEMENTS
The authors would like to acknowledge the contributions of
the following: Emil Shtaygrud of ABS and Mr. Akhter Hossain
of USCG for directing the authors to appropriate sections of
rules and regulations.
VI. REFERENCES
[1] Voltz, Donald A., Beaver, Stan C., McDonald Charles,
“Are All Electric Platforms Viable in the Gulf of Mexico,”
Petroleum and Chemical Industry Technical Conference,
2002, Industrial Applications Society, 49th Annual.
[2] Voltz, Donald A., Bankes Jr., Gerald, Beaver, Stan C.,
“Are There Risks Associated with Testing Turbine-
Generator Sets Prior to Acceptance? “Mr. Murphy Thinks
So,” Petroleum and Chemical Industry Technical
Conference, 2004, Industrial Applications Society, 51st
Annual.
[3] American Bureau of Shipping (ABS), Naval Vessel Rules
[4] American Bureau of Shipping (ABS), Rules for Building
and Classing Mobile Offshore Drilling Units (MODU)
[5] American Bureau of Shipping (ABS), Steel Vessel Rules
[6] Code of Federal Regulation (CFR) Title 46, Shipping,
Subchapter J Electrical Engineering”
[7] Institute of Electrical and Electronics Engineers (IEEE),
Standard 45-1983, IEEE Recommended Practice for
Electrical Installations on Shipboard
[8] U.S. Department of Transportation United States Coast
Guard Navigation and Inspection Circular No. 2-89,
Guide for Electrical Installations on Merchant Vessels
and Mobile Offshore Drilling Units
Mr. Islam is the “Senior Systems Integration Engineer” for L-
3Communications.
Donald A. Voltz received his B.S.E.E. from Michigan
Technological University in 1975. He has been with Mustang
Engineering L.P. for 10.5 years and is currently a Principal
Electrical Consultant. His responsibilities include the design
and installation of electrical systems for petroleum and
chemical plants including floating offshore oil and gas
producing platforms. Prior to joining Mustang Engineering
L.P., he was employed by The Dow Chemical Company for
22½ years. He is a senior member of IEEE. His
memberships in IEEE include the IAS and PES. He presently
serves as Vice Chair of the Marine Industry Subcommittee
and as Chair of the Standard IEEE 1242. He has presented
several technical papers to the IAS, PES and PCIC. He has
served on various API, IEEE, National Electrical Code,
Chemical Manufacturers Association and Texas A&M
committees and task groups. He is presently a member of
API RP-14F and 14FZ (Recommended Practice for Design
and Installation of Electrical Systems for Fixed and Floating
Offshore Petroleum Facilities Using Division or Zone
Classifications), IEEE 45 (Electrical Installations on Ships)
various Underwriters Laboratory committees and a member of
National Electrical Code Panel 6. He holds Professional
Engineering Licenses in Alaska and Michigan. He has
recently joined BP as a Senior Electrical Engineer in the Gulf
of Mexico Exploration and Production Unit, Central
Operations.

VII. VITA

Christopher N. Chaney received his B.S.E.E. from Texas

A&M University in 2002. He has been employed with
Mustang Engineering, L.P. for 6 years and is currently an
Electrical Technical Professional. His responsibilities include
the design and installation of electrical systems for petroleum
and chemical plants including floating offshore oil and gas
producing platforms. He has co-authored and presented one
technical paper to PCIC. He holds professional licenses in
Alaska and Texas.

Moni Islam has thirty-five years diversified electrical

engineering experience in planning, designing, developing,
and implementing new shipbuilding and ship modernization
programs. Mr. Islam was the Chair of IAS-PCIC- Marine
Industry Sub-Committee (2005- 2007), Chair of IEEE
Standard 45 central committee and working group member of
IEEE Standard-P1662, 1709, 1713. He has been involved in
“All Electric Ship” R&D programs for many years and has
authored many technical papers on shipboard electrical
power. Mr. Islam authored “Handbook to IEEE Standard 45, A
Guide to Electrical Installation on Shipboard (August 2004
Release)”. Mr. Islam received his Bachelor of Marine
Engineering Technology with distinction from the Merchant
Marine Academy, Bangladesh in 1969, and Bachelor of
Electrical Engineering Degree with Honors from Fort Schuyler,
Maritime College, and State University of New York in 1975.