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EV Chargers: Power Grid Impact and Maintenance Requirements
Ahmed El-Rasheed, PhD, and Jason Aaron, Megger
Electric vehicle adoption is a megatrend, but the growing population of EV charger stations is placing a growing burden on infrastructure. What must be done to ensure appropriate installation and maintenance?
44 Building the EV Charger Infrastructure
Corey Hannahs, National Fire Protection Association
What changes will be necessary to provide an EV charger point to everyone who needs one, and what do the standards say about ensuring safety?
52 Electrical Vehicle Charging in the US
Tony Sargent, SemaConnect
This article aims to simplify the world of EV charging with a deep dive into the terminology, statistics, and installation process for electric vehicle (EV) charging stations.
TABLE OF CONTENTS
INSIGHTS AND INSPIRATION
8 Leif Hoegberg: Focus on Safety
IN EVERY ISSUE
7 President’s Desk
The Impact of Electric Vehicles on the Electrical Testing Industry
Eric Beckman, National Field Services
NETA President
12 NFPA 70E and NETA
A Game of Inches: Understanding Dimensions in NFPA 70E
Ron Widup, Shermco Industries
16 Relay Column
Generator Differential Trip Analysis
Steve Turner, Arizona Public Service Company
20 In the Field
DC Battery Systems
Mose Ramieh, CBS Field Services
26 Safety Corner
Battery Safety Concerns
Paul Chamberlain, American Electrical Testing Co., LLC
30 Tech Quiz
Electric Vehicle Charging Stations
Virginia Balitski, Magna IV Engineering
33 Tech Tips
Ungrounded Systems
Jeff Jowett, Megger
INDUSTRY TOPICS
64 Asset Management — Maximizing ROI
Cody Richards, Protec Equipment Resources
68 Assessing Transformer Condition
Simon Sutton, Lance Lewand, and Andy Davies, Doble Engineering Company
76 CSA Z463: 2021 — Year 2
Terry Becker, PE, TW Becker Electrical Safety Consulting Inc.
80 OSHA’s New Heat Illness NEP Targets
Electrical Contractors
Phillip B. Russell, Ogletree Deakins Nash Smook & Stewart PC
CAP CORNER
84 Advancements in the Industry Who Is Qualified and Who Isn’t When It Comes to Electrical Safety?
Tom Sandri, Protec Equipment Resources
92 CAP Spotlight
ECP Solutions: Our Innovation, Your Solution
NETA NEWS
94 NETA Welcomes ARM CAMCO as New NETA Accredited Company
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NETA Officers
president: Eric Beckman, National Field Services
first vice president: Ken Bassett, Potomac Testing
second vice president: Bob Sheppard, Premier Power Maintenance
secretary: Dan Hook, Western Electrical Services, Inc.
treasurer: John White, Sigma Six Solutions, Inc.
NETA Board of Directors
Virginia Balitski (Magna IV Engineering)
Ken Bassett (Potomac Testing, Inc.)
Eric Beckman (National Field Services)
Scott Blizard (American Electrical Testing Co., Inc.)
Jim Cialdea (CE Power Engineered Services, LLC)
Scott Dude (Dude Electrical Testing LLC)
Dan Hook (Western Electrical Services, Inc.)
David Huffman (Power Systems Testing)
Chasen Tedder, Hampton Tedder Technical Services
Ron Widup (Shermco Industries)
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Lorne Gara (Shermco Industries)
Alan Peterson (Utility Service Corporation)
John White (Sigma Six Solutions)
NETA World Staff
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assistant technical editors: Jim Cialdea, Dan Hook, Dave Huffman, Bob Sheppard
associate editor: Resa Pickel
managing editor: Carla Kalogeridis
copy editor: Beverly Sturtevant
advertising manager: Laura McDonald
design and production: Moon Design
NETA Committee Chairs
conference: Ron Widup; membership: Ken Bassett; promotions/marketing: Scott Blizard; safety: Scott Blizard; technical: Alan Peterson; technical exam: Dan Hook; continuing technical development: David Huffman; training: Eric Beckman; finance: John White; nominations: Dave Huffman; alliance program: Jim Cialdea; association development: Ken Bassett and John White
NETA World is published quarterly by the InterNational Electrical Testing Association. Opinions, views and conclusions expressed in articles herein are those of the authors and not necessarily those of NETA. Publication herein does not constitute or imply endorsement of any opinion, product, or service by NETA, its directors, officers, members, employees or agents (herein “NETA”).
All technical data in this publication reflects the experience of individuals using specific tools, products, equipment and components under specific conditions and circumstances which may or may not be fully reported and over which NETA has neither exercised nor reserved control. Such data has not been independently tested or otherwise verified by NETA.
NETA MAKES NO ENDORSEMENT, REPRESENTATION OR WARRANTY AS TO ANY OPINION, PRODUCT OR SERVICE REFERENCED OR ADVERTISED IN THIS PUBLICATION. NETA EXPRESSLY DISCLAIMS ANY AND ALL LIABILITY TO ANY CONSUMER, PURCHASER OR ANY OTHER PERSON USING ANY PRODUCT OR SERVICE REFERENCED OR ADVERTISED HEREIN FOR ANY INJURIES OR DAMAGES OF ANY KIND WHATSOEVER, INCLUDING, BUT NOT LIMITED TO ANY CONSEQUENTIAL, PUNITIVE, SPECIAL, INCIDENTAL, DIRECT OR INDIRECT DAMAGES. NETA FURTHER DISCLAIMS ANY AND ALL WARRANTIES, EXPRESS OF IMPLIED, INCLUDING, BUT NOT LIMITED TO, ANY IMPLIED WARRANTY OF FITNESS FOR A PARTICULAR PURPOSE.
ELECTRICAL TESTING SHALL BE PERFORMED ONLY BY TRAINED ELECTRICAL PERSONNEL AND SHALL BE SUPERVISED BY NETA CERTIFIED TECHNICIANS/ LEVEL III OR IV OR BY NICET CERTIFIED TECHNICIANS IN ELECTRICAL TESTING TECHNOLOGY/LEVEL III OR IV. FAILURE TO ADHERE TO ADEQUATE TRAINING, SAFETY REQUIREMENTS, AND APPLICABLE PROCEDURES MAY RESULT IN LOSS OF PRODUCTION, CATASTROPHIC EQUIPMENT FAILURE, SERIOUS INJURY OR DEATH.
THE IMPACT OF ELECTRIC VEHICLES ON THE ELECTRICAL TESTING INDUSTRY
Hopefully, everyone had a safe and enjoyable summer. I know I’m looking forward to cooler temperatures as it’s been a very hot summer across the South.
As the world starts to adapt and the production and use of electric vehicles increases, the impact on the electrical infrastructure is drastic. Charging stations, load demand, and power-grid impact and maintenance requirements are just a few of the obstacles to overcome outside the production of these vehicles.
In this edition of NETA World, we focus on electrical vehicle charging in the United States, EV chargers and their impact on the power grid, and what the EV charging infrastructure will look like as it’s built out.
It’s been made clear that the U.S. plans to develop the nationwide infrastructure for charging electric vehicles. Many lofty goals have been put out there to achieve all electric vehicles by certain dates. This means a lot of work for the electrical industry. With all those EV charging stations placing additional load on the grid, the need for electrical system construction, commissioning, and testing will be extremely high.
Utility substations and transmission and distribution line construction will be necessary to properly distribute the increased demand for power, thereby increasing the need for third-party electrical testing to ensure a safe and reliable system. Good news for the electrical testing industry!
As the increased construction of charging stations gets underway, we must focus on the importance of ensuring they are properly installed, commissioned, and certified to be safely energized. This also means we must be aware of the standards and new technologies that might be associated with bringing these types of systems online.
Enjoy the fall season and make sure to mark your calendar for March 8–12 for PowerTest 2023 in Orlando, Florida, at the Rosen Shingle Creek Resort.
Plan ahead and always put safety first!
Eric Beckman, PE, President InterNational Electrical Testing Association
LEIF HOEGBERG: FOCUS ON SAFETY
More than 38 years into his career at Electrical Reliability Services (ERS), Level 4 NETA Certified Technician Leif Hoegberg stresses the importance of working safely so that everyone goes home to their families at the end of the day. Currently the Director of Engineering and Technical Support at ERS, Hoegberg has more than 40 years of electrical engineering, operations, and field service experience. He holds a degree in electrical engineering from Teknis-Rudbecksskolan in Sweden and was elected to the NETA Board of Directors in May 2022. He also serves on NETA’s Standards Review Council and is a member of IEEE, IAEI, and NFPA.
Here, Hoegberg shares his world travels and the experiences that led him to focus on safety.
NW: Please share your journey to the position you currently hold. How long have you been in the field, and how did you get started?
LEIF HOEGBERG
Hoegberg: I started out working for ASEA, the company that later merged with Brown Boveri and formed ABB. I spent my first year in a test laboratory, then I was given an opportunity to do some work for the commissioning team and found that I really enjoyed working in the field. It also gave me the opportunity to travel, which was a great incentive.
After a number of years and assignments in the Middle East, Africa, and South America, I was sent to a high-voltage direct-current (HVDC) project where power was to be brought to the Los Angeles metroplex from a generating plant in Utah via a 500 kV DC transmission
line. While I was on that project, my wife, Mary Ann, gave birth to our second daughter, and we felt it would be wise to get off the around-the-world carousel for a couple of years.
I was fortunate enough to find a job at Electro-Test, Inc. (ETI), and I liked the company and the people I worked with so much that it’s now been 38-plus years! I have had the opportunity to contribute in various ways, and I have met and worked with a lot of really good people.
NW: Who has influenced you along the way?
Hoegberg: My father’s dedication to family and work inspired me, and I’ve also worked with some great people over the years. I think of Jean-Pierre Wolff, who hired me at ETI and always was quite clear about his expectations, and Art Pamplona, who taught me so much about how a service organization should function. Wally Vahlstrom was an engineer
with a wealth of knowledge and a very good guy, and if I know anything about sales, I learned it from Steve Metzger. John Moore and John White — for NETA folks, no explanation is necessary
NW: What attracted you to electrical testing?
Hoegberg: It seemed like a good way to learn more about the practical application of the theory I had studied while earning my electrical engineering degree.
NW: What about this work keeps you committed to the profession?
Hoegberg: Power is generated, distributed, and used in so many ways — and in so many types of environments — there is always something new to learn and experience.
NW: Describe one of your best work days… what happened?
Hoegberg: After any successful outage or emergency call-out, walking out of a facility late at night or early in the morning with the operation back on line and the customer satisfied with the service is a great feeling.
NW: Share the story of a day that didn’t go as planned. How did you respond to the situation and what did you learn?
Hoegberg: It was clearly going to be a very hot day in the desert. I drove to work early in the morning and could see that maintenance was being performed on one of the highvoltage lines leading up to the large substation where I was working.
Even by the standards of the day, it appeared unsafe to me. It looked like dozens of workers were climbing on towers and cleaning insulators without any type of fall protection. I felt very lucky to have the job I had. I was going to be in the substation control room most of the day, out of the sun and safe.
That morning, we were going to test and verify the remote operation of circuit breakers and switches in a newly installed and energized addition to the 230 kV indoor gas-insulated switchgear. The switchgear supplier had performed their testing. I had confirmed proper operation from the RTU, and the communication between the RTU and the load dispatch center in the city had also been verified. This was the last step.
The work had been planned carefully. We were going to use a script that had been reviewed and approved by all parties involved, and we had done a site walk-through to make sure the area outside, where power exited the building, was blocked off and inaccessible. The connections to the switchyard had not yet been installed, so the equipment to be tested was completely isolated from it and the transmission grid.
WE DO NOT WANT TO END UP IN A SITUATION WHERE SOMETHING GOES
WRONG, ESPECIALLY SOMETHING THAT COULD HAVE BEEN PREVENTED THROUGH BETTER PLANNING OR EXECUTION.
I handled the communication with the team at the load dispatch center, and we slowly went through the process one step at a time. The switchgear provider’s personnel verified that the equipment was ready, I asked the operator via telephone to close and open devices per the script, and then proper operation and remote indication was recorded on our check-off sheet.
We were halfway into the day and things were going well, but when I asked the operator to close the next breaker on my list, a loud explosion rocked the large building. My first thought was, “What did I do? Did I give the wrong command? Did I tell them to close the wrong breaker? Did we just close into that overhead line all those people were working on? Others were rushing downstairs to the switchgear and outside the building to figure out what had happened, but I just stood there thinking that I had made an irreparable mistake.
As it turned out, one of the wall bushings in the circuit under test had failed, but everyone was safe — no one was hurt. The relief I felt was incredible. Given just a little bit of time to think the situation through, I realized that there was no way my first thought and fear could be right. We could not have switched into the deenergized line with all the workers on it. All the necessary precautions had been taken to ensure something like that could not and would not happen, but for those first few seconds, I thought that a catastrophic mistake had been made, and that I was responsible for it.
I was young and relatively inexperienced at the time, and the events that day made a huge impression on me. In this business, our friends and colleagues are to some degree at risk every day. Planning the workday, doing a job hazard analysis, holding a tailgate safety meeting, and discussing any potential hazards with all involved is so important. We want everyone to go home at the end of the workday. We do not
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want to end up in a situation where something goes wrong, especially something that could have been prevented through better planning or execution.
NW: What are some of the energy trends you believe will affect your work in the future? How are you preparing for future changes that may be coming your way?
Hoegberg: I believe we are likely to see more automation and online monitoring, as well as more renewable energy systems and development in energy storage technology, and — dare I say this? — perhaps even a slight revival of nuclear power in an updated, safer form.
As service providers, it is essential that we stay up on technology developments and adapt to the demands of the market.
NW: As an industry, what do you think should be the No. 1 priority over the next year?
Hoegberg: Training and education. Technology is constantly changing, and equipment and systems are becoming more complex. More structured and higher-quality training and education will be required for us to be able to support our customers’ changing needs.
NW: If you were talking to a young person interested in knowing more about a career in electrical testing, what advice would you give?
Hoegberg: Make sure it’s what you really want to do. It can be very rewarding but also quite demanding of you and your family. Be prepared to travel. You will see new and different equipment or applications on a regular basis, which is great, but you will spend time on the road. Study for the NETA exams; stay up on new technology. Become a mentor and share your technical knowledge and experience with your colleagues.
A GAME OF INCHES: UNDERSTANDING DIMENSIONS IN NFPA 70E
BY RON WIDUP, Shermco Industries
As we enter into the fall season, temperatures are starting to come down, the leaves are turning, and the game of football is cranking up. As we go through football season this year, you will undoubtedly hear many times that it’s “a game of inches.”
Football being a game of inches was highlighted in a memorable way by actor Al Pacino in the 1999 movie Any Given Sunday. If you haven’t seen it, just Google “Al Pacino best speech — Any Given Sunday.” You’ll find it’s a great motivational speech…even beyond football.
The speech scene is a little over four minutes long. His team is in the biggest game of their lives, and things aren’t going well. In the locker room at halftime, Pacino addresses the team — he needs to get them fired up for the balance of the game. In the middle of the speech, he says this:
You find out that life is just a game of inches. So is football. Because in either game, life or football, the margin for error is so small. I mean one half-step too late or too early, you don’t quite make it. One half-second too slow or too fast, and you don’t quite catch it. The inches we need are everywhere around us. They are in every break of the game, every minute, every second.
We should think about this. How safe are you on the job? At home? In everyday life? Often, the difference between something good or something detrimental is determined by the smallest of margins. And it’s often just inches.
SAFE WORK DISTANCES
Safe work distances while working on or near electrical equipment are measured in inches. If you are not familiar with key dimensions in your life as an electrical worker, it can have a significant impact on you. It can be the difference between having a safe day on the job...or suffering an injury.
So take time to remind yourself, and those around you, of key dimensional criteria. When working on or near energized conductors or circuits, there are many dimensions and boundaries you should know and, more important, understand why you should know about them.
Arc Flash Boundary
Simply put, this is how close you can get to a piece of energized equipment or circuit part before receiving a significant burn injury should it be involved in an electrical fault. It’s the distance at which you could receive the onset of a seconddegree burn.
The magic number? According to the Stoll skin burn model, the formula is 1.2 cal/cm2 of exposure for one second of time. So when you see an arc flash label on a piece of equipment and it gives you a distance number – that’s the distance at which unprotected skin will be affected.
Limited Approach Boundary
The limited approach boundary is the distance from an energized part at which a shock hazard exists. Remember, this is the boundary that an unqualified person must stay out of! It’s also the trigger point where you, as a qualified electrical worker, must take extra care and steps to protect yourself and those around you.
Here are a few key excerpts from NFPA 70E Table 130.4(E)(a):
Unqualified? Stay Back Ten Feet!
If it’s an exposed movable conductor* and the voltage is 72.5 kV or less, stay at least ten feet away (120 inches). *Note: An exposed movable conductor is a condition where the distance between a conductor and a person is not under the control of the person. For example, an overhead line would be considered an exposed movable conductor.
Restricted Approach Boundary
Now you are in the danger zone! This is the area where there is an increased likelihood of electric shock, most often because of the possibility of arc-over combined with inadvertent movement. The message here: Be careful! While you need to verify before each and every task, here are a few
THE NFPA 70E AND NETA
dimensions of an exposed fixed circuit part, in the game of inches, that you should memorize and make part of your everyday knowledge:
750-volts Three feet, six inches and below: (42 inches)
15 kV: Five feet (60 inches)
34.5 kV: Six feet (72 inches)
138 kV: Ten feet (120 inches)
230 kV: Thirteen feet (156 inches)
Note: Refer to NFPA 70E Table 130.4(E)(a) for the complete list.
Shock Protection Boundaries
You may have heard this term before because we just talked about it. The limited approach and restricted approach boundaries are both shock-protection boundaries. Basically, one pertains to non-qualified personnel (limited approach) and one pertains to qualified personnel (restricted approach). Remember, if people are working near the limited approach boundary, you must apply alerting techniques! For guidance on alerting techniques, see NFPA 70E 130.7(E).
Be sure you know the difference in the boundaries — it’s important!
Working Distance
So what is “working distance?” According to the 70E, it is:
The distance between a person’s face and chest area and a prospective arc source.
Remember those arc flash labels? The incident energy values on the label are based on how close you can get to the equipment before you receive the onset of a second-degree burn,
which is the working distance. But remember: The definition is your face and chest…but the start of an incident is often near your hands… so keep that in mind. The incident energy at your hands and arms is likely much higher near the source. So inches matter!
SUMMARY
The reality is this: Life can change in an instant, often due to the narrowest of margins and dimensions. Make sure you understand the critical distances in electrical work that can mean the difference between life, personal injury, and death. Be familiar with nominal voltages, working distances, and approach boundaries. In the game of inches, it means a lot.
And finally, before working on it — hey, turn it off!
Now, whattaya gonna do?
REFERENCE
Warner Brothers. “Al Pacino’s Locker Room Speech,” Any Given Sunday, 1999. Accessed at https://www.youtube.com/watch?v=f1yWSePMqsk.
Ron Widup is the Vice Chairman, Board of Directors, and Senior Advisor, Technical Services for Shermco Industries and has been with Shermco since 1983. He is a member of the NETA Board of Directors and Standards Review Council; a Principal member of the Technical Committee on Standard for Electrical Safety in the Workplace (NFPA 70E); Principal member of the National Electrical Code (NFPA 70) Code Panel 11; Principal member and Chairman of the Technical Committee on Standard for Competency of ThirdParty Evaluation Bodies (NFPA 790); Principal member and Chairman of the Technical Committee on Recommended Practice and Procedures for Unlabeled Electrical Equipment Evaluation (NFPA 791); a member of the Technical Committee Recommended Practice for Electrical Equipment Maintenance (NFPA 70B); and Vice Chair for IEEE Std. 3007.3, Recommended Practice for Electrical Safety in Industrial and Commercial Power Systems. He is a member of the Texas State Technical College System (TSTC) Board of Regents, a NETA Certified Level 4 Senior Test Technician, State of Texas Journeyman Electrician, a member of the IEEE Standards Association, an Inspector Member of the International Association of Electrical Inspectors, and an NFPA Certified Electrical Safety Compliance Professional (CESCP).
The
the industry, that never compromises
As North America’s largest independent electrical testing company, our most important Company core value should come as no surprise: assuring the safety of our people and our customer’s people. First and foremost.
Our service technicians are NETA-certified and trained to comply and understand electrical safety standards and regulations such as OSHA, NFPA 70E, CSA Z462, and other international guidelines. Our entire staff including technicians, engineers, administrators and management is involved and responsible for the safety of our co-workers, our customers, our contractors as well as our friends and families.
Our expertise goes well beyond that of most service companies. From new construction to maintenance services, acceptance testing and commissioning to power studies and rotating machinery service and repair, if it’s in the electrical power system, up and down the line, Shermco does it.
GENERATOR DIFFERENTIAL TRIP ANALYSIS
BY STEVE TURNER, Arizona Public Service
A large steam turbine generator tripped on 87 phase differential protection while attempting to synch the machine to the grid. However, only the main generator protection relay operated — not the backup protection. The goal of the analysis is to determine why only one relay operated and what caused the trip to occur.
Table 1: Event Report
Figure 1: Power System Configuration
EVENT ANALYSIS
Figure 1 shows the system configuration to sync the generator to the grid. The generator is brought online to full speed; ideally, the generator breaker is then closed when the generator is in sync with the grid. In this case, the main generator protection tripped on 87 phase differential when the generator breaker closed, but the backup protection did not operate.
Table 1 shows the sequence of the event report (SER) captured by the main relay.
Review of the SER reveals that the total time of the event following the generator breaker closing was approximately 4 cycles, which corresponds to 1 cycle for the main protection to assert the trip contact output and 3 cycles for the generator breaker to open. Review
= 1.96 A |Ic| = 1.19 A
=
= 0.96 A
#26 05-21-2022 22:11:07.161 |IA| = 2.62 A |Ia| = 3.24 A Ia DIFF = 1.29 A |IB| = 3.19 A |Ib| = 3.17 A Ib DIFF = 0.02 A |IC| = 2.62 A |Ic| = 3.25 A Ic DIFF = 1.68 A
EVENT #27 05-21-2022 2211:07.199
|IA| = 3.74 A |Ia| = 4.72 A Ia DIFF = 2.00 A |IB| = 0.99 A |Ib| = 0.99 A Ib DIFF = 0.00
|IC| = 3.32 A |Ic| = 4.15 A Ic DIFF = 1.71 A EVENT #28 05-21-2022 22:11:07.207
|IA| = 3.15 A |Ia| = 4.75 A Ia DIFF = 2.00 A
|IB| = 0.04 A |Ib| = 0.04 A Ib DIFF = 0.00
|IC| = 2.70 A |Ic| = 4.41 A Ic DIFF = 4.41 A
of the SER also reveals that the 87 phase differential protection repeatedly picked up and dropped out over the course of the event. Note that the trip output contact asserts the first time the protection operated since there is no intentional time delay.
Figure 2 shows the oscillography captured by a digital fault recorder (DFR) for the event. The currents shown (Ia gen , Ib gen and I c gen) are measured on the neutral side of the generator stator winding, which is the current flowing
through the generator. Note that these signals are unfiltered and reveal the large DC offset present in these currents.
At first glance, the event appears to be an A-phase-to-C-phase fault; however, the generator terminal voltages are balanced and nominal magnitude. Note that the generator currents are fully offset during the entire event.
Figure 3 shows the filtered currents flowing through the generator, i.e., the 60-Hz fundamental component for each current waveform. Review of these waveforms reveals
Figure 2: Generator Currents
of operation, while the backup protection is outside.
ROOT CAUSE
The root cause of the unwanted trip was a bad sync: The electrical angle across the generator breaker was close to 60 degrees at the time of the closing because of improper timing. The worst case electrically is 180 degrees, while 90 degrees is the worst case mechanically. Improper synchronization can affect the health of the power system and results in electrical and mechanical transients that can damage the prime mover, generator, transformers, and other power system components.
The bad sync was the source of a large DC offset present in the generator currents. It is suspected that the internal relay CTs saturated as a result, which accounts for why the main 87 phase differential protection picked up and dropped out four times during the event.
CONCLUSION
A large steam turbine generator tripped on 87 phase differential protection while attempting to synch the machine to the grid. However, only the main generator protection relay operated — not the backup protection. The root cause of the unwanted trip was due to a bad sync. Review of the 87 phase differential characteristics illustrates that the main protection is much more sensitive than the backup protection with respect to the operating point for this event. There is no need to change relay settings, and the trip alerted the utility that there was a problem with the sync.
that the current magnitude is close to nominal, and the currents are all balanced approximately 120 degrees apart. Thus, no phase fault was present during the event.
Figure 4 shows the corresponding 87 phase differential operating characteristics for both the main generator (M-3425A) and backup (SEL-700G) protection. The operating point for the main protection is well within the zone
Steve Turner is in charge of system protection for the Fossil Generation Department at Arizona Public Service Company in Phoenix. Steve worked as a consultant for two years, and held positions at Beckwith Electric Company, GEC Alstom, SEL, and Duke Energy, where he developed the first patent for double-ended fault location on overhead high-voltage transmission lines and was in charge of maintenance standards in the transmission department for protective relaying. Steve has BSEE and MSEE degrees from Virginia Tech University. Steve is an IEEE Senior Member and a member of the IEEE PSRC, and has presented at numerous conferences.
Figure 3: Filtered Generator Currents
Figure 4: 87 Phase Differential Operating Characteristics, Main and Backup
DC BATTERY SYSTEMS
BY MOSE RAMIEH, CBS Field Services
Electrical power systems, regardless of the industry (utility substations, industrial metal-clad switchgear, hospitals, data centers), are built with crucial auxiliary systems. These systems are dependent on each other to ensure these power users have electrical systems that are safe and reliable.
The DC battery system might be one of the more critical of these systems. DC batteries provide power to protective relays, breaker trip circuits, and other vital control systems. If these battery systems are not properly maintained and monitored, the safe operation of the entire power system will be placed in jeopardy.
Throughout my career, I have seen battery issues from minor to potentially catastrophic.
OUT OF SIGHT, OUT OF MIND
Over the years, we have seen locations with fine maintenance practices, but yet deficient battery
strings. This typically occurs when these battery systems are placed behind doors or covers.
One manufacturing facility suffered a catastrophic failure of their switchgear because of a loss of control power. The loss of control power to the medium-voltage switchgear created a situation where the electromechanical protective relays operated during an overcurrent condition in the system, but there was no DC control power to trip the breakers. This inability to trip the breakers allowed the fault to persist, doing more damage, until the fault was finally cleared by the upstream utility fuses.
The battery system had been completely forgotten for years because it was located in the rear of the switchgear behind a bolted cover. Photo 1 shows the battery with the cover removed.
While this is an odd place to locate the battery system, it is not entirely rare (Photo 2). Here, the middle door hides the battery system.
The best solution is to place battery systems where they are visible during a standard system walk-through. In substations, these battery strings are typically located on the floor of the substation room and are completely visible so that even minor issues can be observed (Photo 3).
Photo 1: Battery Behind Cover
Technician Pro-Tip
There were visible warning signs that the DC control power had failed. Unfortunately, those responsible for monitoring this power system were not familiar enough with how to recognize the warning signs. You might be guilty of this if you have ever ignored a breaker with a red (breaker closed) light that is not illuminated. This could be something as simple as a blown lamp. It could also be something as critical as a bad trip coil or a complete loss of control power, as was the case in the preceding story.
BATTERY NEGLECT LEADS TO CORROSION
Photo 4 shows the worst case of battery corrosion I have ever come across. As you can imagine, this power system had been neglected with no service or inspection for many years.
This facility did not have the trained personnel necessary to ensure the system was properly maintained. This system was discovered by our team when we were called in to provide flood recovery efforts. If not for a flood, this power system’s negligence would have continued until something bad happened.
All power system safety and reliability starts with good housekeeping. When it comes to DC battery systems, a great deal can be learned, and issues can be headed off, from routine visual inspections:
• General corrosion on battery posts
• Other cracked or damaged internals such as a cracked internal seal (Photo 5)
• Acid levels not between the high and low marks (Photo 5)
• Damage to plates including positive plate growth
• Bright lead-sulfate crystals on the negative plates indicating battery undercharging
• Material, particularly on the bottom of the battery, creating an potential short between plates
Photo 2: Battery Behind Middle Door
Photo 3: Well-Placed and Visible Battery System
Photo 4: Corrosion Due to Neglect
LACK OF BATTERY MONITORING
This case took place over 10 years ago when communication technology isn’t what it is today, but it is still no excuse for what occurred at a local utility customer.
The utility was making a system modification that necessitated de-energizing the control power transformer. “No problem, right?” they asked. “Our substation doesn’t need AC power except for lighting and air conditioning the relay control house.” Of course, this also created a loss of AC power to the battery charger.
During a short window — from a few hours to even as much as a couple of days — this is not an issue. Leaving the battery system with the charger off causes the battery string to be slowly depleted (in this case, over the course of the weekend). This slow depletion of the batteries created a DC undervoltage condition that — left unchecked and uncorrected — led to protective devices tripping off the entire substation. This
interrupted power to thousands of customers. Recovery efforts included having to bring in a portable generator to power the charger and allow relays to be reset and breakers closed.
Most power system designs include DC batteryvoltage monitoring by the protective relays. Those same systems will also trip breakers before the DC control power becomes too low to protect the system from being in a configuration where the breakers would not trip.
Exponential improvements in communication technology can and should be utilized to provide early warning for this type of system issue so it can be headed off. In this case, a text message to the substation supervisor would have allowed an intervention to head off the system tripping itself off-line. This idea of continuous monitoring extends beyond DC battery strings, and I’m excited to be a part of discovering how the industry will utilize continuous monitoring and notification.
INSPECTION AND TESTING
Additional inspections and testing that can be performed vary from easy to difficult:
1. Note any indicator lights on the battery charger that represent a fault condition and/or error codes on a display. Avoid normalizing deviation and maintain an error code and fault-free system. Positive/ negative DC grounds are one example of errors that can be difficult to resolve. Troubleshooting this type of error takes time and the ability to isolate portions of the system to locate and correct the ground.
2. Measure the voltage of the entire battery string with the charger DC output breaker off.
3. Measure the voltage of each half of the battery string. This value should be roughly half of the measurement of the entire string. Any significant variation should be investigated by measuring the voltage of each cell (which is also an option; it just takes longer).
Photo 5: Damaged Internal Parts
4. Measure the charger output for AC ripple. Excessive AC ripple can shorten battery life by creating a situation where the battery is repeatedly undercharged and discharged.
a. C&D Technologies recommends that a maximum ripple of 1.5% of the voltage be allowed during the bulk phase of the charging and a maximum of 0.5% voltage ripple during the float phase.
b. Remember to check the battery charger manufacturer’s literature for ripple levels. For example, the nameplate in Photo 6 lists the design ripple as 100 mv rms.
5. Float and equalize charger settings. Settings that are too low or too high will damage the batteries and shorten their service life.
6. Check specific gravity. Follow the battery manufacturer’s recommendations for the specific gravity range. Ensure you have all the correct PPE for this potentially hazardous work.
7. Perform a load bank test. This is a periodic test that will help to identify weak cells and determine the amp-hour of the battery string for comparison to the nameplate rating. As the battery
Photo 6: Nameplate with Recommended Ripple Level
string is depleted, monitoring individual cells will allow you to stop the test at the minimum cell voltage recommended by the manufacturer. Monitoring the entire string for minimum voltage could allow an individual cell to be over-depleted.
CONCLUSION
Remember to always use the appropriate PPE when working on and around batteries. Ensure that eye wash stations are available and working (the water tank is full and/or water is available to the system). Remember to always utilize insulated tools when working on a battery system. As a reminder, wrapping a wrench or screwdriver with electrical tape DOES NOT make it an insulated tool.
REFERENCES
C&D Technologies. “Technical Bulletin 412131: Charger Output AC Ripple Voltage and the Effect on VRLA Batteries,” 2012.
Accessed at https://www.cdtechno.com/pdf/ ref/41_2131_0212.pdf
CPS Power. “The Effect of Noise & Ripple Current on Stationary Lead-Acid Batteries,” October 2021. Accessed at www.cps-power. com/2021/the-effect-of-noise-ripple-current-onstandby-stationary-lead-acid-batteries/
Mose Ramieh is Vice President, Business Development at CBS Field Services. A former Navy man, Texas Longhorn, Vlogger, CrossFit enthusiast, and slow-cigar-smoking champion, Mose has been in the electrical testing industry for 24 years. He is a Level IV NETA Technician with an eye for simplicity and utilizing the KISS principle in the execution of acceptance and maintenance testing. Over the years, he has held positions at four companies ranging from field service technician, operations, sales, business development, and company owner. To this day, he claims he is on call 24/7/365 to assist anyone with an electrical challenge. That includes you, so be sure to connect with him on the socials.
JET Electrical Testing, LLC is a 24/7 full service testing company founded upon the premise of providing exceptional customer service and the most highly skilled technicians in the industry. The team of project managers, engineers, support staff, and field technicians form the cohesive team in which customers have relied on year after year. JET specializes in commissioning, preventative maintenance, equipment repair, apparatus testing, and emergenc y response/troubleshooting. Electrical system reliability is JET’s goal.
BATTERY SAFETY CONCERNS
BY PAUL CHAMBERLAIN, American Electrical Testing Co. LLC
The theme for this issue of NETA World is electric vehicle (EV) charging stations. EV vehicles are either wholly driven off battery power or, in the case of a hybrid, driven with battery and supplemented with a gas internal combustion engine. Let’s review some of the safety issues associated with batteries.
One major concern when working with or around batteries is a terminal short. A terminal short is caused when the positive and negative terminals are connected to each other via a conductive item. If terminals are shorted against each other for a sufficient period of time, this can cause an overload in the battery and potentially a spontaneous failure due to overheating.
Additionally, the shorting of two terminals on a battery can generate sparks, which can cause flammable gasses to ignite or explode. Even if the battery does not fail due to the connection of the two terminals, the life of the battery is significantly degraded due to the heavy workload placed upon it and the significant heating that has occurred.
BATTERY COMPONENTS
The components that make up a battery are another primary concern.
Lead-Acid Batteries
A very common wet-type battery contains a heavy metal (lead) and an acid (sulfuric). If a lead-acid battery is unsealed, it can potentially spill, causing acid burns on the skin. Lead is also hazardous when ingested in large enough quantities. Other batteries contain different
chemicals such as lithium, cadmium, bromide, and many other heavy metals that can be health hazards if ingested, injected, or absorbed in large enough quantity.
If a lead-acid battery, a type commonly found in substations, is overcharged, the battery will produce hydrogen. Hydrogen is highly flammable and has been known to easily ignite when exposed to a spark. Overcharging creates high heat, which causes additional off-gassing and can created an incidental spark, causing the hydrogen gas to ignite and the battery to explode.
To prevent overcharging, batteries should be closely monitored during the charging process. A trickle charger can be used to prevent overheating of the battery during the charging process. Using a trickle charger will take longer to achieve a full charge of the battery, but it will make the charging process safer and more manageable. Trickle charging also prolongs the lifecycle of the battery, as opposed to a fast charge, which can shorten the life of the battery.
One precaution that can be taken when working around a large number of leadacid batteries is to ensure there is adequate ventilation. This will prevent the buildup of
hydrogen gas within a storage room. Nonsparking (brass) tools should be used when performing any work on or near batteries that have the potential to off-gas hydrogen.
Wet-type (acid) batteries have also been known to fail when an interior plate becomes loose or breaks. The plate can then contact other plates within the battery, and if they are opposing metals, the plates can cause a buildup of heat within the battery case. In the presence of enough hydrogen and oxygen, this heat can cause an explosive failure of the battery.
EV Batteries
Most electric vehicles use lithium-ion or lithium-polymer batteries. These are the same batteries found in most commonly rechargeable items, including cellular phones, tablets, and laptops. They are generally very safe and unlikely to fail, but when they do fail, it is spontaneous and will present a significant fire and explosion hazard. Like lead-acid batteries, damage can be caused by improper use or storage and overcharging. These batteries can
be physically damaged during an impact, such as dropping or during a vehicle crash. Exposure to fire or excessively high or low temperatures can also damage a lithium-ion battery.
SAFETY PRECAUTIONS
As with most tools, always inspect the battery and the charger prior to recharging any type of battery. Inspect for correct terminal connections, bulging of the battery case, worn or missing insulation, and proper settings. Use care when connecting terminals to the charger or inserting a plug. Ensure that the terminals are clean, the connectors or alligator clips grip tightly and make good contact, and that there are no obstructions in a charging port.
Electric vehicles may have proprietary connectors, so ensure you are using the correct connector or adapter. As with fueling a combustible engine, don’t leave the battery or vehicle unattended if fast charging, when damage is most likely to occur. Wear the proper personal protective equipment (PPE) while charging the battery, if required.
SAFETY CORNER
For any battery, always read and follow manufacturer’s guidance on how to extinguish a battery fire, which could include using ABC dry chemical extinguishers, Class D fire extinguishers (for lithium-metal), dirt, or sand.
Care should also be undertaken when moving any battery. Unsealed wet cell batteries may spill acid if up-ended, and the spilled acid could potentially burn an unsuspecting employee if they are not wearing the appropriate PPE. In addition, a battery can be extremely heavy
due to the contents being lead or other heavy metal, and lifting a battery improperly can cause injury. Be careful, and use proper lifting techniques when lifting or moving a battery.
Paul Chamberlain has been the Safety Manager for American Electrical Testing Co. LLC since 2009. He has been in the safety field since 1998, working for various companies and in various industries. Paul received a BS from the Massachusetts Maritime Academy.
ELECTRIC VEHICLE CHARGING STATIONS
BY VIRGINIA BALITSKI, Magna IV Engineering
Electric vehicles (EVs) are becoming much more common for commercial and personal use. The electrical testing industry has started to see an impact regarding EVs and EV charging stations. This quiz will go over some EV charging station information that may be relevant to NETA Technicians.
1. What battery type is primarily used for EVs?
a. Lithium-ion
b. Lead-acid
c. Alkaline
d. Zinc-carbon
2. Which ANSI/NETA standard first introduced specifications on electric vehicle charging systems?
a. MTS–2019
b. ECS–2020
c. ATS–2021
d. ATS–2017
3. Which assessment does ANSI/NETA ATS–2021 specify for electrical vehicle charging systems?
a. Power-factor or dissipation-factor tests
b. Continuity tests
c. Dielectric withstand
d. Thermographic survey
4. What type of electrical vehicle charging station can be plugged into any standard 120-volt receptacle?
a. DC fast charging
b. Level 1 charging
c. Level 2 charging
d. Wireless power transfer charging
5. What type of electric vehicle charging requires a three-phase power source?
a. DC fast charging
b. Level 1 charging
c. Level 2 charging
d. Wireless power transfer charging
6. What might a power system see increased evidence of due to electrical vehicle charging stations?
a. Voltage dips/sags
b. Power surges
c. Harmonic distortion
d. None of the above
See answers on page 99.
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UNGROUNDED SYSTEMS
BY JEFF JOWETT, Megger
“What’s in a name?” asked Shakespeare. The quote is so widely known because it’s so widely applicable. In the electrical industry, the terms “grounded” and “ungrounded” are commonly applied to electrical systems. They are often taken for granted or misunderstood. How can a grounding electrode be present, and yet the system is termed “ungrounded?” It is beneficial and productive to have a clear understanding of these terms, especially with respect to installation and enforcement.
A grounding electrode system is required at the first means of disconnect in order to render the cabinets and attached metallic equipment at earth potential, with the grounding protection extended to the ends of the system by means of equipment grounding conductors. This grounding connection will be integral in clearing ground faults. Without this in place, the system would have to rely on the earth as the fault return path. This is prohibited in the National Electrical Code (NEC®) Article 250.4(A)(5) for grounded systems and Article 250.4(B)(4) for ungrounded systems.
So if an ungrounded system must be grounded, how can it be an ungrounded system? The essential missing component that defines the ungrounded system is that there is no intentionally grounded conductor.
Article 100 defines ungrounded as:
…not connected to ground or to a conductive body that extends to ground connection.
No conductor is intentionally grounded, solidly or through resistance or impedance, resulting in
theoretically no potential between conductors and ground. There can be capacitance between insulated conductors and other grounded components, such as enclosures, so that the system can be capacitively coupled (Figure 1).
With system AC grounding, the NEC distinguishes three categories:
• Required (250.20)
• Permitted (250.21)
• Not permitted (250.22).
The second and third categories are without a grounded conductor, but not without any grounding at all. Such systems are found in industrial and agricultural operations. Typical configurations are 240 V or 480 V, threephase, three-wire, delta-connected. Higher voltage systems, such as 2,300 V, 4,600 V, and 13.8 kV, are also found in heavy industry.
In such systems, the occurrence of the first ground fault will not cause the overcurrent protective device to trip. This feature, however, applies to ground faults, not short-circuit or line-to-line faults. Such faults are typically high impedance and at unspecified locations. The system has accidentally become a corner-grounded delta system with little, if any, current flow.
A second fault, on a different phase, however, presents a problem. This is now a phase-tophase fault on the system, and it will cause protective devices to open provided there is sufficient current flow. The worst case in this type of situation is when the second fault is a substantial distance from the first. This second fault could be line-to-conduit or enclosure (pull box, busway) in another part of the plant (Figure 2).
This can create a relatively high-impedance current path that therefore can generate dangerous heat or arcing and sparking at
Figure 1: Grounded and Ungrounded Systems
Figure 2: A Second Ground Fault on an Ungrounded System
First and Second Faults on Ungrounded Systems
loose joints or poor bonding. In addition, it can create significant shock hazards along the current path. Maintenance staff should locate and correct these initial ground faults before a second one occurs for safety and system continuity. Ground fault detection as described in NEC 250.21(B) also recommends routine maintenance of conduit couplings and locknut connections to enclosures in order to eliminate sparking.
DETECTING GROUND FAULTS
Ground detection equipment is available commercially and can be installed at the service entrance or in distribution feeder panels. Fault detection can be indicated in a number of ways so as to accommodate maximum effective operation of the facility. It can be accomplished by an overcurrent relay or shunt-trip circuit breaker. If continuous operation is required, fault occurrence can be indicated by visual and/ or audible signals.
Sophisticated detection equipment is available to identify the fault’s location while the system remains in operation, enabling quick repair and reducing capital loss. Old systems used detector lights to indicate that a ground fault had occurred. A 7.5-watt indicator light would be connected to the lines through 18 kΩ resistors with a tap to each resistor to supply 120 volts to the lamp. The lamp would burn until its phase went to ground. At this point, there would be little or no potential across the lamp, and it would stop glowing.
More modern types of fault detection are now available. System ground connection is not required, not even through resistors. Rather, these new systems are equipped with transformers (windings) between the ungrounded conductor and the indication circuit. These indicators alert the maintenance crew of the existence of the fault so that maintenance can be scheduled during offpeak or other convenient hours. The plant can
continue to operate with one phase grounded, with notable or even critical savings from lost production.
UNGROUNDED SYSTEM LIMITATIONS
Truly ungrounded systems exist only in the abstract. A capacitor exists whenever two conductors with a difference in potential between them are separated by an insulating material. Hence, ungrounded systems with insulated conductors in metallic enclosures are grounded to varying degrees by the distributed leakage capacitance of the system. A conductor installed in close proximity to grounded metal has capacitance between these two elements that is increased inversely to the distance between them.
For example, in a 600-volt system, the greatest sources of capacitance to ground are conductors in metal conduit and windings, as in motors
and transformers. In these cases, conductors are separated from grounded metal by relatively thin insulation. The resultant capacitance is known as leakage capacitance, and the current from conductors to ground is known as leakage current or charging current. This capacitance s distributed throughout the electrical system but can be considered a single capacitance.
While the advantages of such a system have been mentioned, the disadvantages must also be taken into consideration. Transient overvoltages are not controlled. In time, these can degrade insulation and result in system failure. System voltages are not necessarily balanced or controlled. Similarly, system overvoltages are not controlled. These can result from lightning, switching surges, or contact with a high-voltage system. These overvoltages can be passed through transformers to the premise wiring. Destructive arcing burndowns from a second fault have also been mentioned.
These examples illustrate the potential problem of transient overvoltages in ungrounded systems. In an actual case on a 480-volt ungrounded system, line-toground potentials of over 1,200 volts were measured. A line-to-ground fault in a motorstarting autotransformer was traced, revealing intermittent arcing. This arcing fault had persisted for two hours, during which time 40 to 50 motor windings had failed.
Circuit-switching operations can also generate transient overvoltages in ungrounded systems, but these tend to be of short duration and do not exceed three times nominal system voltage. These overvoltages can produce system failures that are remote from the point of the fault in both distance and time. Weak points such as the windings of transformers and motors are particularly vulnerable.
FAULT LOCATION
This brings up the problem of fault location, which can be difficult. The first step is to check the ground detection indicator to identify the faulted feeder. Then, branch circuits are disconnected one at a time. This can be a tedious operation. By contrast, in a grounded system, only the faulted equipment has been taken off line by the overcurrent protective devices.
Because of the random nature of fault characteristics in ungrounded systems, it often happens that overcurrent devices are set above the current level of the fault. Destructive burndowns of electrical equipment can result. In addition, the first fault on a 480volt ungrounded system causes the other conductors to rise to a level of 480 volts to ground, creating an additional shock danger to personnel. By contrast, in a 480-Y, 277-volt grounded wye system, the voltage to ground does not exceed 277 volts even under groundfault conditions.
CONCLUSION
It is an important practical consideration to know the differences between grounded and ungrounded systems and to be able to weigh
their advantages and disadvantages to install the best possible wiring configuration for your facility.
REFERENCE
L. Keith Lofland. “Are We Really Ungrounded?” IAEI Magazine, March 16, 2010.
Jeffrey R. Jowett is a Senior Applications Engineer for Megger in Valley Forge, Pennsylvania, serving the manufacturing lines of Biddle, Megger, and MultiAmp for electrical test and measurement instrumentation. He holds a BS in biology and chemistry from Ursinus College. He was employed for 22 years with James G. Biddle Co., which became Biddle Instruments and is now Megger.
EV CHARGERS: POWER GRID IMPACT AND MAINTENANCE REQUIREMENTS
BY AHMED EL-RASHEED, PhD , and JASON AARON, Megger
Electric vehicle adoption as a viable means of transportation is a megatrend across the globe. One driver pushing this trend is the environmental benefit of reduced air pollutants and greenhouse gases. Government incentives working to increase consumer affordability of these vehicles is another factor promoting EV adoption. Additionally, rising fuel prices and reduced overall maintenance costs for EVs contribute to consumers choosing to purchase an electric vehicle.
However, the growing population of electric vehicles on the road is placing a greater burden on other areas of infrastructure. One of these areas is the ability of the existing power grid to sustain the increased load for charging all of these vehicles. In recent years, a number of events have demonstrated the stressed state the power grid is already under.
The need to charge EVs will only serve to make this situation worse with the plan to drastically increase the number of charging stations. Roughly 47,000 publicly accessible EV
charging stations are currently in service across the United States, according to the Department of Energy. The Biden administration has legislation in place to raise this number to a total of 500,000 charging stations.
PUSHING THE GRID
It is well known that many electrical grids are already being pushed to the limit. For this reason, the same legislation provides plans to improve the electrical infrastructure. Furthermore, the increased load demand from this EV charger population growth will affect
utilities in various ways depending on the type of chargers used and the state of the current grid infrastructure. The effect on power quality due to the overall behavior of these chargers is of particular concern.
One example is the harmonic distortion and individual harmonic magnitudes measured while these units are in different operation modes. During on-charge periods, chargers operate within acceptable thresholds where the fundamental current exceeds 50 amps. However, when the units are idle and the fundamental current is very low (less than 2 amps), the harmonic distortion and individual harmonic frequencies surpass recommended thresholds. The presence of excessive harmonics can distort the voltage waveform, thus causing problems in a power system. This becomes a major area of concern when several charging stations are installed at a common point.
Appropriate maintenance, testing, and power quality monitoring are critical to ensure chargers operate properly as well as to negate the additional
stress and potential negative impact EV chargers could possibly have on the power grid.
MAINTENANCE
REQUIREMENTS
An electric vehicle charge point must be tested at installation, after repair, and during periodic inspection. The three main elements of testing a charge point are safety, functionality, and performance.
1. Safety — the most important test — determines that a charge point is safe to touch and will automatically disconnect in the event of a fault.
2. Functionality testing covers the charger’s ability to recognize that a vehicle is connected and that communication is sent and received correctly.
3. A performance test determines whether the charger can supply the required voltage and current levels with good power quality.
COVER STORY
Testing a New Charge Point Installation
Safety
The three elements to a safety check are the ground fault test, GFCI trip check, and communication error check. A good testing tool will run through each of these tests and provide a pass/fail result.
1. The presence of any voltage on the frame or ground conductors is a problem because it is a direct risk of electric shock. This is the first safety test, and if a voltage is present, this problem must be fixed before any other work is done.
2. Most charge points will have a safety disconnection device such as a ground fault circuit interrupter (GFCI). A good GFCI will protect people and equipment from fault currents. These devices must also be inspected and tested to ensure they don’t trip or disconnect at lowerthan-expected settings; this can lead to false tripping (or nuisance tripping).
3. During the charging operation, there is continued communication between the charge point and the EV. If this communication is interrupted for any reason, the charge point must stop supplying power. This is an important safety precaution that any inspection tool must test for and provide a pass/fail result.
Functionality
The function of a charge point is controlled by the communications between the EV and the charge point. Therefore, the primary functionality test is a check of the communication protocols.
The proximity pilot (PP) signal of the charge point must be tested. This is the communication signal that informs the charge point about the presence of an EV.
The control pilot (CP) has several current settings including no current, 13 A, 20 A, 30 A, 50 A, 80 A, and others. This setting determines the maximum current that will be supplied during charging. The CP is an essential piece of communication that allows for the safest and most efficient charging.
It is critical to provide the appropriate power to the connected EV because too much power can damage the EV and too little will not charge it. Additionally, it is best to reduce the amount of current as the EV batteries are charged up because the reduction of charge current as the batteries reach 100% capacity limits overload, heating, and damage.
Another important communication protocol for the control pilot signal is charging status (Figure 1). The CP has various status states: no vehicle connected, EV connected but not ready, EV ready to charge, EV ready to charge with ventilation required, and error.
Electrical testing tools allow electricians to test the full functionality of a charge point and ensure a correct installation.
Performance
Finally, performance testing verifies that the charge point is supplying the power needed and with acceptable quality. This requires a discharge testing unit capable of power quality analysis.
Charge points could vary from high power such as 350 kW to a small residential unit supplying just 0.7 kW, but in all cases, voltage and
current output should be verified. A discharge tester is commonly used to test batteries and discharge them onto a known load, but these discharge testers can be also used to test the EV charge point itself. Having a known load that behaves the same way each time allows for accurate determination of any degradation or other problems over time.
Power Analysis
Analyzing power quality (PQ) in terms of harmonics and distortions is also part of good maintenance practice. PQ analysis is done by logging the output current and voltage over time. Good PQ analyzers will automatically detect and report distortions, phase shifts, and harmonics among other parameters. This power verification ensures that customers do get the power they pay for, and the quality analysis helps identify causes of errors and safety disconnections.
Using good testing practice with the right tools is critical to the safe and correct operation of charge points. It is highly recommended that charge points are fully tested at installation and after repair. Most charge points have sensors that
send back information to a control center, but a periodic check is still necessary to ensure that the sensor information is correct. Therefore, a periodic charge point check is recommended as part of the maintenance procedure.
CONCLUSION
More than a million charge points will be installed over the next few years, and they will
Figure 1: Control Pilot Status States
Periodic Testing of an Installed Charge Point
Ahmed El-Rasheed, PhD, is an Industry Director at Megger with over 15 years of experience in electrical engineering. Several Megger products have been developed with his leadership over the past 8 years. He is a member of several international standards organizations including IEC and SCC, where he works on committees responsible for many electrical testing standards. He has published papers on ground testing, insulation testing, and multi-sensor integration using AI. Ahmed received his BS, MS, and PhD — specializing in electrical testing, sensor systems, and data processing using artificial intelligence — at the University of Liverpool, UK.
Jason Aaron has been an Applications Engineer with Megger’s Technical Support Group since 2020. He enlisted in the US Marine Corp right after high school and was trained as an aircraft technician. After 10 years of service, he worked for Shermco for 8 years performing start-up, maintenance, and commissioning of electrical power systems and substations while earning Level 4 NETA certification. He is an IEEE member focusing in the areas of circuit breaker primary current injection techniques and cable testing, diagnostics, and fault location.
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BUILDING THE EV CHARGING INFRASTRUCTURE:
A ROAD TO SAFE INSTALLATION, USE, AND MAINTENANCE
BY COREY HANNAHS, National Fire Protection Association
America has been built on progress. Author C.S. Lewis once stated:
“We all want progress, but if you’re on the wrong road, progress means doing an about-turn and walking back to the right road; in that case, the man who turns back soonest is the most progressive.”
It could certainly be contended that the man who never has to turn back is truly the most progressive. That considered, the road travelled to build America’s electric vehicle
(EV) charging infrastructure must be the right one — comprised of safe installation, use, and maintenance. With the task at hand and the investment being made, there is no time to turn back.
President Biden has been clear about his plans to develop America’s nationwide EV charging infrastructure and providing the funding to do so. The Biden administration, including the
USDOT and USDOE, announced plans in early 2022 to provide $5 billion over five years to build a nationwide EV charging network as part of the Infrastructure Investment and Jobs Act (IIJA). The funds will be made available under the newly formed National Electric Vehicle Infrastructure (NEVI) Formula Program. The investment in the fiscal year of 2022 alone is projected to be roughly $625 million.
As a part of the IIJA, President Biden also announced a focus on zero-emissions vehicles. In response, the American automotive industry has set a lofty goal for their total vehicle sales to
be made up of roughly 50% EVs by 2030, with continued growth thereafter. Some individual companies have set even more aggressive targets for converting their production to EVs. Buick, the oldest active American car brand at 119 years old, announced that they plan to fully convert to an electric-only automaker by the end of this decade.
In further support of converting America to zero-emissions vehicles, it was announced in early May that IIJA would provide an additional $3.1 billion to assist in making more batteries and components on American soil, also expected to “bolster domestic supply chains, create good-paying jobs, and lower costs for families.”
As the nation begins its shift from the longstanding norm of combustion-engine vehicles over to electric vehicles, it is critical that everyone has a place to charge where and when needed. Do you remember a time where there wasn’t a gas station on nearly every street corner in America? I don’t either, but having an EV charging station within close proximity to all Americans will be paramount for a successful transition to EVs. Access will not only be necessary within cities, but also in rural areas. Many Americans have already begun installing EV power transfer systems within their homes. Some areas of the country are even beginning to require new homes to be built with EV power transfer systems installed or provisions being made for them to be installed once a new owner takes occupancy of the home. This is sometimes referred to as EV-ready.
This undertaking of creating a nationwide EV charging infrastructure is not on the administration alone; it’s also on the shoulders of every American. Manufacturers, installers, and consumers will have critical roles in the ongoing development of the EV infrastructure and its overall functionality and sustainability. To continue down the right road — one that does not call for turning back — we must all do our part to ensure that the successful development of America’s EV charging infrastructure is achieved.
FEATURE
Table
1: Categories of electric vehicle supply equipment (EVSE)
Level 1 Charging 120 Volt
Single-Phase
Level 2 Charging
DC Fast Charging (DCFC)
208 or 240V
Single-Phase
208 or 480V Three-Phase
2 to 5 miles of range per 1 hour of charging
10 to 20 miles of range per 1 hour of charging
60 to 80 miles of range per 20 minutes of charging
SAFELY INSTALLED
Level 1 chargers are commonly supplied with the EV and plug into a standard 120 volt receptacle.
Level 2 chargers are commonly installed within homes as well as in public locations. As of 2020, over 80% of public chargers were Level 2.
DCFC chargers are commonly installed at stations located along heavy traffic corridors. Over 15% of public chargers were DCFC.
Likely the heaviest lift for creating the EV charging infrastructure will be the actual installation of the power transfer systems themselves. Ensuring that the installation is done properly, meeting both manufacturer and code requirements, is a great start to ensuring overall safety. Currently, EV power transfer systems include electric vehicle supply equipment (EVSE), wireless power transfer equipment (WPTE), and electric vehicle power export equipment (EVPE).
EVSE can be broken down into three categories (Table 1): Level 1, Level 2, and DC Fast Charging (DCFC).
• Level 1 EVSE are typically portable-style chargers provided with the EV from the auto manufacturer. They are by far the slowest of the EVSE options, but are most convenient based upon their ability to plug into any standard 120-volt outlet.
• Level 2 EVSE are more commonly installed in homes and businesses. Typically operating at 208 volt or 240 volt, single-phase, Level 2 EVSE (Figure 1) can be plugged in at the end of the day and provide a full, or nearly full, charge by morning.
• DC Fast Chargers (DCFC), at times referred to as Level 3, are the closest product on the market right now to compare to a fuel dispenser when it comes to the time it takes to charge the vehicle. DCFC typically require a highcapacity three-phase power source and therefore are most practical at locations other than dwelling parking facilities and along interstate highway corridors.
Load
A key initial consideration for installing EVSE is the additional load it will impose on the existing electrical service. In some cases, the existing electrical service may be undersized to supply the load demands of the EVSE. For example, depending on the service size, a home that utilizes larger appliances and equipment that operate at 240 volts, such as an electric range, electric dryer, and air conditioning
Figure 1: EVSE Installation
SOURCE: NFPA LINK™
condenser, may not have the additional capacity and space necessary to add a Level 2 EVSE requiring 30–50 amps at 240 volts.
While installing the EVSE on an undersized electrical service may initially work, it would jeopardize safety by putting the overall home electrical system at risk of overload. Within any home or building, to ensure an electrical service has adequate capacity and space to add an EVSE, a thorough service load calculation should be performed by a qualified individual. An EVSE with adjustable settings can be installed and can be set to a rating that matches the branch circuit rating or limited service capacity available on an existing wiring system.
Additionally, EVSE can be connected to an energy management system (EMS) controllable through an internet connection or interactive with a utility demand/response system that limits the supply to the EVSE when the capacity is not available while connected to an EV.
NEC Requirements
The National Electrical Code ® (NEC®) should be the foundation for all safe EVSE installations. The very purpose behind the NEC states that the intent of the code is the practical safeguarding of persons and property from hazards arising from the use of electricity. Based on the 2020 NEC, Article 625 Electric Vehicle Power Transfer System covers the electrical conductors and equipment connecting an electric vehicle to premises wiring for the purposes of charging, power export, or bidirectional current flow. The scope statement listed in 625.1 was modified during the 2020 NEC cycle to include power export and bidirectional current flow as EVs continue to evolve to not only consume power, but also have the ability to redistribute available onboard power from the EV to the premise’s wiring system or even to the serving utility.
Another significant modification made during the 2020 NEC cycle around power export and
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bidirectional current flow was in Section 90.2, which covers the overall scope of the NEC. In 90.2(A), which specifies which installations the NEC does cover as opposed to 90.2(B) which states what the NEC does not cover, a section was added to state that the NEC covers
…installations used to export electric power from vehicles to premises wiring or for bidirectional current flow.
This change was significant for EV installations that utilize these methods as being overseen by NEC requirements and is also unique in that the overall scope of the NEC is rarely changed. Therefore, doing so makes the need for NEC governance in setting forth requirements for safe EV installations apparent.
A similar area of Article 625 that helps ensure safe installations is Section 625.5, which requires all equipment to be listed. Section 625.5 is further supported by Section 110.3, which requires all equipment installed based on the NEC to not only be listed or labeled by a qualified electrical testing laboratory (QETL), but also to be installed based on any instructions included in the listing or labeling. Ensuring the equipment is listed confirms that the EVSE has been tested by a qualified laboratory. This will help prevent the utilization of any unlisted equipment found in the counterfeit market that could be unsafe for installations.
While the NEC as a whole is written toward safe electrical installations, several other key areas are specific to ensuring safe EV installations:
• 625.17(C) Overall Cord and Cable Length. The maximum overall length of the EVSE cord cannot exceed 25 feet unless the EVSE is equipped with a cable management system. Cords are arguably the most-used portion of the EVSE and are therefore subject to the most wear. Ensuring the cord length is adequate to reach where necessary, but not longer than 25 feet, provides less opportunity for
wear and potential fraying or punctures to the cord, helping to ensure safety to users handling the cord.
• 625.22 Personnel Protection System
The NEC requires all EV equipment to have a listed system of protection against shock for individuals using the equipment. This system may consist of one or more components that provide protection against electric shock for different portions of the EVSE circuitry. Typically, personal protection systems are incorporated into EVSEs by manufacturers designing the internal circuitry to meet UL 2231-1 and UL 2232-2 standards.
• 625 40 Electric Vehicle Branch Circuit. Any outlet that supplies EVSE is required to be installed on an individual branch circuit, and that circuit is not permitted to contain any other outlets. By NEC definition, an “individual branch circuit” is one that supplies only one utilization equipment. Requiring a circuit dedicated just to the EVSE helps to avoid the overloading that could occur if other loads were on the same circuit. This keeps the EVSE functional and the branch circuit wiring safe.
• 625.54 Ground-Fault CircuitInterrupter Protection for Personnel.
While some EVSE have a direct-wired connection, the majority are cord-andplug connected. The NEC requires all receptacles installed for cord-and-plugconnected EVSE to have ground-fault circuit-interrupter (GFCI) protection. In addition, the manufacturer’s instructions may call for GFCI protection to be installed for branch circuits that feed direct-wired EVSE. Because EVSE is often installed and utilized in areas subject to moisture, installing GFCI protection will reduce the risk of shock to users.
EV installations that are NEC compliant have safety at their core. Every three years, the NEC
undergoes a new cycle of the NFPA standards development process, which provides an opportunity for changes to be submitted that incorporate advancements within the electrical industry. With constantly changing technology such as that which is involved with EVs, it is important to utilize the most current version of the NEC to ensure the safest installation possible.
SAFELY USED
While code requirements can define what must be incorporated into an installation to keep people safe, the actions of the individuals utilizing EVSE also weighs heavily on safety. Manufacturer’s instructions are a great starting point for proper usage of EVSE. These instructions are specific to the particular equipment and will tell users what to do, and also what not to do, to ensure safety during use and optimal performance of the EVSE. Initially, it is also important that EVSE are installed only
by a qualified electrician who performs the installation based on NEC requirements.
Additional tips that can help end users safely charge their EVs include:
• Follow manufacturers’ guidelines when connecting your vehicle to EVSE. It is not only important to utilize the EVSE manufacturer’s instructions, but also to adhere to instructions from the automotive manufacturer of the EV.
• Visually check EVSE components before using. Look for physical damage to equipment, such as wear or damage to the charging cord, connectors, or plugs. Special attention should be paid to public charging stations where there is a high level of usage by multiple handlers, as excessive wear may take place faster than with private EVSE at a home or business.
Never use an EVSE cord that appears to be damaged in any way or is showing exposed conductors.
• Do not use extension cords or cord adapters. Never utilize an extension cord or cord adapter when supplying an EVSE. Not only is it unsafe to use extension cords or cord adapters with EVSE, but it may also impact the performance of the power transfer system. Only use an EVSE with the cords and components that it comes with out of the box from the manufacturer.
Plenty of safe charging information can be found online for EVs. Organizations such as the Electrical Safety Foundation International (ESFi) provide helpful safety tips for EVSE end users. It’s extremely important for users to understand what they must do when charging
their EV to ensure their own safety and to continually follow that process.
SAFELY MAINTAINED
With the effort and financing it will take to build America’s EV charging infrastructure, it is crucial that it remain sustainable by being maintained properly after installation. The manufacturer’s instructions will play a key role in helping to determine maintenance needs on the specific EVSE that is utilized throughout the infrastructure.
Another information source for performing maintenance for electric vehicle power transfer is NFPA 70B®, Recommended Practice for Electrical Equipment Maintenance ®. Chapter 34 is dedicated specifically to electric vehicle charging systems. An initial recommendation in the chapter introduction is that a maintenance plan should be created at the time the electric
Home EVSE Installation
vehicle charging system is initially installed. This will help ensure the greatest level of safety to workers who will maintain the system as well as the highest level of reliability and safety for the user of the EVSE.
Only qualified persons should perform maintenance on an EVSE. Cords, connectors, and equipment as a whole should be inspected for damage on a regular basis. In some cases, damage can occur during severe weather, so all equipment should be inspected after any significant environmental event. Due to the nature of EVSE, there is an innate susceptibility to vehicular impacts to the equipment. The integrity of the ESVE mounting should be regularly inspected and maintained to ensure it remains intact. Regular maintenance of the EVSE and its components will help keep potential repair costs down, as well as help ensure that systems remain reliable and functional for all users.
DRIVING FORWARD
Our world is changing all around us as America begins to make the transition to utilizing EVs. Look around you, because what you see today is not likely to be what you see tomorrow as the EV infrastructure starts taking shape and EV charging stations start popping up like dandelions in the springtime. The forward path EVs are taking has already begun to introduce new technologies such as power export, bidirectional current flow, and wireless power transfer — all of which have been acknowledged and incorporated into the NEC to ensure safe electrical installations of those systems.
Installation of a road that automatically charges EVs has already begun in Detroit, and safe installation requirements will likely need to be addressed. Other means of electric transportation, such as boats, are being developed where specific requirements may
be needed for power transfer that is done on water instead of land. The EV charging infrastructure that is being implemented right now is clearly based on automobiles, but who knows where it will lead us to eventually. Regardless of what ends up being charged as part of the infrastructure years from now, we know the foundation needs to be built on safe installation, use, and maintenance. We know what we must do, and it’s time to get to work, America.
Information: For free individual training around EVs and help determining whether or not your community is ready to implement EVs, please visit the National Fire Protection Association (NFPA) and Clean Cities Coalition Electric Vehicle Community Preparedness website at www.ReadyforEVs.com
Important Notice: Any opinion expressed in this column is the personal opinion of the author and does not necessarily represent the official position of NFPA or its Technical Committees. In addition, this piece is neither intended, nor should it be relied upon, to provide professional consultation or services.
Corey Hannahs is a Senior Electrical Content Specialist at the National Fire Protection Association (NFPA). In his current role, he serves as an electrical subject matter expert in the development of products and services that support NFPA documents and stakeholders. Corey is a third-generation electrician, holding licenses as a master electrician, contractor, inspector, and plan reviewer in the state of Michigan. Having previously held roles as an installer, owner, and executive, he has also provided electrical apprenticeship instruction for over 15 years. Corey was twice appointed to the State of Michigan’s Electrical Administrative Board by former Governor Rick Snyder, and he received United States Special Congressional Recognition for founding the B.O.P. (Building Opportunities for People) Program, which teaches construction skills to homeless and underprivileged individuals.
ELECTRICAL VEHICLE CHARGING IN THE US
BY TONY SARGENT, SemaConnect
The world is transitioning to electric vehicles (EVs). In order to do so, thousands of charging stations are needed. As with any emerging technology, a lot of new terminology and new processes must be learned. This article aims to simplify the world of EV charging with a deep dive into the terminology, statistics, and installation process for electric vehicle (EV) charging stations.
ELECTRIC VEHICLE HISTORY
Contrary to popular belief, EVs have been around for over 100 years. Per the Department of Energy,1 the first electric car — introduced in England in 1884 — quickly became popular alongside the internal combustion engine (ICE). By the early 1900s, EVs accounted for a third of vehicles sold in the United States. Like today, the earliest electric vehicles were viewed as a safe, clean form of transportation.
Circumstances quickly changed between the two world wars as the development and production of the ICE quickly advanced. As the oil market took off in the United States, gas vehicles became cheaper to buy and fuel. As a result, EVs slowly faded out of the limelight for several decades. There were a few attempts to re-spark EVs over the years, but none were successful in getting back into the mainstream market.
It was not until 2008 that EVs made a return to the mass market thanks to the introduction
of the Tesla Roadster. After a century-long hiatus, EVs reentered mass production spurred by the popularity of the Tesla Model S, Nissan Leaf, and Chevy Volt.
Today, battery technology has accelerated significantly with many EVs now offering over 300 miles of range and the ability to charge in under 30 minutes. Equally important, battery costs have fallen sharply due to increased production and greater efficiency. These
1 Department of Energy. The History of the Electric Car, (2014, September 14). Retrieved June 5, 2022, from https://www.energy.gov/articles/history-electric-car.
changes are creating more affordable EVs that are accessible to consumers of different income levels. In just ten years, over 2.5 million EVs have been sold in the United States alone according to Argonne National Laboratory. Many analysts predict EVs will continue to rise and return to a one-third market share in the next few decades.
THREE LEVELS OF CHARGING
There are three levels of charging speed. Each subsequent level is more powerful and therefore provides more range in less time.
Level 1 charging utilizes a 120-volt (V) wall outlet and provides 3 to 4 miles of range per hour of charging. Due to this slow charging speed, Level 1 charging is typically known as “trickle charging” and is primarily used overnight at residential locations. Since the typical commute of most drivers averages 40 miles, Level 1 charging is generally sufficient for daily trips.
Level 2 charging utilizes 208 V or 240 V and provides 12 to 40 miles of range per hour of charging. Delivering roughly the same amount
of power as a typical electric stove, these stations can be installed using a NEMA 14-50 plug or hardwiring into an electrical system. Level 2 charging is used at residential, public, and commercial locations such as workplaces, retail, or hospitality sites. Level 2 charging is the most popular level of charging nationwide due to its readily available power and lower charging station cost. Many charging companies offer a wide range of Level 2 charging products for all types of use cases (e.g., apartments, fleets, workplaces, retail, and more).
Level 3 charging, more commonly known as direct current fast charging (DC fast charging or DCFC), utilizes over 400 V and provides a 10–80% state of charge in around 30 minutes. DCFC is exclusively installed at public and some commercial sites such as large fleet depots. Due to the higher voltage, DCFC is much more expensive than Level 1 or Level 2 charging stations and typically requires additional permitting.
In addition, not all electric vehicles can use a DC fast charging station. With Level 1 and Level 2 charging, the AC energy from the charging station is converted into DC energy
DC Fast Charging Station
by the vehicle’s onboard charger. DCFC stations bypass the onboard charger and directly add DC energy to the vehicle battery. While all plug-in hybrid electric vehicles (PHEV) and battery electric vehicles (BEVs) have the onboard charger necessary to use a Level 1 and Level 2 charging station, only BEVs can receive a charge from a DCFC station. Thus, while DCFC is by far the quickest way to charge an EV, it is not the right solution in every scenario.
EV CHARGING BY THE NUMBERS
EV charging infrastructure has grown steadily over the years. With dozens of network providers emerging over the past 10 years and millions of dollars of government funding, EV charging stations are now common in all sort of locations such as workplaces, metropolitan areas, shopping centers, apartment complexes, and interstate highway rest stops.
Per the Alternative Fuel Data Center,2 in 2011, when the latest generation of EVs entered the market, there were just over 2,100 station locations. Ten years later, there are over 50,000 station locations and over 130,000 ports. In fact, the number of charging station locations increased 37% year-over-year from 2020 to 2021.
Should this trend continue, there will be over 240,000 locations across the United States in just five years. Given the multi-billion dollar federal government investment in a national charging network, this could very likely be the case.
LOCATIONS AND USE CASE
The deployment of EV charging stations does not follow the same trend as gas stations. Despite what some believe, EV charging stations are utilized a bit differently due to the three levels of charging. Therefore, it is necessary to install the appropriate level of charging at the corresponding location. Matching the location and level of charging will eliminate unnecessary project costs. Ultimately,
the use case will dictate which level of charging is required for that particular location.
For example, single-family residential, apartment complexes, and workplaces are locations suitable for Level 1 or Level 2 charging. This is because the vehicle dwell time is usually several hours. As a result, slower
2 Department of Energy. Alternative Fuels Data Center: Electric Vehicle Charging Station Locations. Alternative Fuel Data Center. (2022, August 6). Retrieved August 6, 2022, from https://afdc.energy.gov/fuels/electricity_locations.html#/ find/nearest?fuel=ELEC.
Level 2 Charging Station
Multiple Charging Stations at a Shopping Center
charging is acceptable as the driver is not in immediate need of the vehicle.
On the other hand, locations such as grocery stores, shopping centers, or highway rest stops are better suited for DCFC as the vehicle dwell time is usually around 30 minutes, which is the ideal length of time for a fast charging station. Conversely, if a Level 2 charger were installed at these locations, the EV would only gain around 15 miles of range, which would not be of much benefit.
PERMITTING AND UTILITY COORDINATION
Just as with any other construction project, permitting and utility approvals can often take several weeks, if not months, to advance. Cities and counties are almost always inundated with various public and private projects, and it can take a while to get through plan check. For example, Electrify America recently reported their typical permitting duration is around nine weeks. In California, this duration increases to around 12 weeks.3
It is essential to work with the project engineer to ensure all code and local jurisdiction requirements are satisfied to eliminate the need for resubmittals. While an EV charging project is mainly electrical work, other building code sections such as parking, signage, and accessibility are involved.
Electric utility companies are also busy with various new and existing service projects. Electrify America also reported that typical utility approvals take 38 weeks. Fortunately, not all EV charging projects require utility approvals. It is best to check with the project engineer or contractor to evaluate whether the electric utility company is needed for the project.
CHARGING STATION NETWORK OPERATORS
Just as there are a number of charging station network operators, there are several ownership models for EV charging. For example, Tesla and Electrify America serve as charge point operators (CPO) where they own, operate, and maintain the chargers. This type of model is effective for large commercial sites with a steady stream of EV drivers.
On the other hand, companies such as Blink and SemaConnect sell equipment and networking services, leaving site operations and charging station maintenance to the site host. This type of model is ideal for locations where the property owner wants to collect charging revenue and maintain control of charging operations. Locations such as apartments, condominiums, and workplaces best fit this model.
In any case, charging stations require a decent amount of planning, engineering, and management throughout the project lifecycle. It is critical to assemble a team of specialists to ensure the project goes smoothly throughout each phase.
INTEROPERABILITY
Interoperability can take on several meanings in the EV charging industry. To some, it means an
3 Electrify America. 2022 Q1 Report to California Air Resources Board. (2022, April). Accessed at https://media.electrifyamerica.com/assets/documents/original/897-Q12022ElectrifyAmericaReporttoCARB.pdf.
March 8– 12, 2023
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open network. To others, interoperability means roaming agreements. Organizations include CharIN, a global membership dedicated to the advancement of interoperability based on the Combined Charging System (CCS) standard; the Open Charge Alliance, which develops the Open Charge Point Protocol (OCPP) to promote network interoperability; and the OpenADR Alliance, which develops the Open Automated Demand Response standard to promote interoperability between utilities and charging networks. These organizations work to streamline the process to make charging easier for station owners and EV drivers.
Open Networks
Open networks allow station owners to mix and match hardware and software from different vendors. This provides flexibility, as site hosts can choose from a number of hardware options and have a single cloud account for software/ back-end.
Open-networked charging stations offer easy installation and repair, making them the preferred option for many site hosts. With OCPP, station owners are not locked into a single hardware solution if they need to replace a station integrated within their charging network. Open networks also allow site hosts to switch networking providers altogether should they be dissatisfied with service or their provider goes out of business. Opennetworked charging stations may be designed by companies that only offer hardware or by companies that offer both hardware and network connectivity.
Closed Networks
With a closed network, site hosts must select specific hardware that is compatible with the networking provider. Closed networks do not offer the flexibility of open networks, which means that if a site host wants to switch network providers, they must also switch to new networked charging station hardware.
The main benefit to closed networks is that the network is seamlessly integrated with the hardware. The network is often limited to a single or just a few pre-selected hardware manufacturers. As a result, the hardware and software work seamlessly together.
Roaming Agreements
Some EV charging networks offer roaming agreements to allow EV drivers to access multiple networks through the charging smartphone app of their choice without joining each network’s membership program. This helps streamline the charging process, which ultimately improves the experience. Roaming agreements are becoming more common as the industry is making an effort to provide EV drivers with the easiest way to find and access charging stations.
TYPICAL INSTALLATION COST
Like other construction projects, EV charging projects can vary wildly. A number of factors play a large role in determining the amount of capital required. These factors include, but are not limited to:
• Design and engineering
• Charging level
• Property location
• Prevailing wage requirements
• Infrastructure upgrade requirements
• Location of charging spaces relative to the electrical panel
Subsequently, the cost of each project installation is unique.
According to a 2019 study on EV charging installation costs by the International Council of Clean Transportation, in addition to the cost of the charging station, site hosts can expect to pay approximately $2,305 to $4,148 to install a Level 2 charger and around $45,506 to $65,984 for DCFC.4 The cost for the actual charger is around $596 to $3,147
4 The International Council on Clean Transportation, & Nicholas, M. Estimating electric vehicle charging infrastructure costs across major U.S. metropolitan areas. (2019, August). The International Council on Clean Transportation. Retrieved from https://theicct.org/sites/default/files/publications/ICCT_EV_Charging_Cost_20190813.pdf.
for Level 2 and around $28,401 to $140,000 for DCFC.
These figures do not include rebates or other incentives, which can significantly reduce the total installation cost. In fact, rebates can reduce project costs by as much as 100%. It is highly recommended to research available incentive programs while planning the project.
OPERATION AND MAINTENANCE
The operation of a charging station can mostly be done remotely thanks to the networking system. In fact, most issues that arise with a charging station can be resolved by a software restart or over-the-air update. Any changes to the pricing schedule, hours of operation, or access groups can be modified through the network portal website.
EV charging stations require minor on-going maintenance over the years to ensure proper operation. While much of the equipment is stationary, the cable and plug are used hundreds, if not thousands, of times per year. At charging stations that do not use a cable management system, cables may be left on the ground where they can cause a tripping hazard or be damaged by vehicles.
Additionally, plugs should be cleaned on a regular basis to ensure the charging pins are free of any debris, as this can result in a poor connection with the EV.
THE FUTURE OF EV CHARGING
As the world races towards transportation electrification, large investments in EV charging infrastructure will be needed over the next few decades. Similar to the 1950s rollout of the interstate highway system, national EV charging infrastructure is set to be a massive capital project.
In 2021, the International Energy Agency’s Energy Efficiency 2021 report shared that the number of charging ports increased 40% from the previous year. Charging networks
Charging stations are appearing everywhere.
have never been as active as they are today. Properties of all kinds are investing capital in EV charging as the market prepares for an electric future. Given the record pace of EV sales in the first quarter of 2022, infrastructure spending is expected to increase for the foreseeable future.
Furthermore, the federal government recently passed the Infrastructure Investment and Jobs Act (IIJA), which includes $7.5 billion dollars for EV charging infrastructure. IIJA also includes several hundred million dollars for maintaining and upgrading the electrical grid,
Charging Stations with Exposed Cables
which is essential for the country to make the switch to EVs. Couple this with the already fast rate of EV charging expansion, and the U.S. should expect to see a dramatic increase in the number of stations and ports available for use.
WHAT DOES EV CHARGING MEAN FOR NETA COMPANIES?
As an electrical project, EV charging is a large opportunity for NETA companies. The rollout of EV charging requires infrastructure such as additional generation, transformer upgrades, distribution equipment, switchgear, project installation, and much more. Additionally, many CPOs will be looking for trusted partners to perform preventative maintenance and testing on infrastructure to ensure continuity of service as well as safety to drivers and operational personnel.
As a result, trusted NETA companies can perform this work and ensure the project is completed per the appropriate procedure, quality, and safety standards. With tens of thousands of EV charging stations planned over the next few decades, NETA companies can look forward to performing this work to sustain and increase business operations.
Tony Sargent is the Senior Vice President of Sales at SemaConnect, a leading manufacturer of EV charging hardware and software located in Bowie, Maryland. Prior to joining SemaConnect, Tony began his career at Eaton Corporation’s Electrical Products Division in various sales and project management roles before starting his 12-year career at CE Power Solutions in 2009. During his career at CE Power Solutions (Qualus Power Services), Tony was responsible for leading sales, marketing, and acquisitions. During this time, Tony was an active participant in NETA. He received his BS from Miami University and an MBA from Xavier University.
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ASSET MANAGEMENT— MAXIMIZING ROI
BY CODY RICHARDS, Protec Equipment Resources
Our customers in the NETA community reach out to us with two problems: people and assets. There are just not enough people and technicians to fill the demand in our industry. We consistently work on the people problem with our customers, but the other problem — assets — tends to get put on the back burner.
Assets and inventory are often overlooked while larger problems get addressed. In the rental world, assets and inventory are the most important part of our business. We constantly want to know that the assets we have purchased are producing good results. Many factors determine good results, so we ask ourselves these questions about the inventory we carry:
• Is the equipment durable?
• Is the equipment utilized?
• What is the shelf life of each asset we own?
The responses to these questions can include a long list of answers that require more
analysis. If a piece of equipment is not durable, is it because of the equipment or the way the equipment is transported? If a piece of equipment is being utilized as intended, does the utilization rate justify additional purchases — and if so, in what quantity? How much use do we expect out of a piece of equipment before we start thinking about replacing it with a new piece of equipment?
Answering these questions is high on our priority list, but for our customers and for NETA companies, these questions sometimes get pushed down on the priority list. The costs also end up being somewhat hidden. For
example, if an M4000 goes down for repair and is out of commission for 3 months, which leads to 2 months of a rental (roughly $10K), does anyone notice? If your inventory includes 10 200-amp ductors. but the utilization is 20%, is anyone pushing to sell off some of that inventory? Does it actually get caught? Should these questions be the priority, or should we look at coordination of outages going on at the same time? I believe the answer should be both, but assets often get overlooked.
SOFTWARE
When we assist customers, the starting point to getting these questions answered comes with a good software that can provide reports and analytics. There are free and paid programs that can connect various application programming interfaces (APIs) to provide reports tailored to your company and your needs. Microsoft Power BI is a great resource to help connect various reports in many different formats to
provide a visual to help guide inventory and asset decision-making.
TRAINING
Investing in an employee to provide the training to effectively use any of these software programs is money well spent. Analytics will certainly begin to paint a picture of issues you may not know even exist. No company manages their capital expenditure spending perfectly as it pertains to assets and inventory. The key is to identify a bad purchase sooner rather than later since the equipment naturally depreciates. For example, if you purchase a Manta for a specific relay tech to use, and then the relay tech leaves for another opportunity, is anyone moving on to use that piece of equipment or does it sit on the shelf for a long period of time? How do you catch this in real time? These are all areas where good software (programmed so you can see what you want to see) combined with good people who can catch
the things data and analytics miss can provide answers in real time.
ANALYTICS
These problems can go undetected because they are so easily masked. If software and personnel aren’t in place to analyze whether capital expenditure dollars are being spent wisely, the business is being set up for inefficient operation and potential failure.
Figure 1 is an example of our operational thought process using a report that provides a real-time snapshot of utilization by location for specific equipment. In this scenario, we’ve arrived at this report after noticing the utilization rate for two specific models was below the threshold of our anticipated target range. We began by asking, “Should some of this inventory be liquidated to maintain our target utilization?” Without using business intelligence analytics, the answer might have been a resounding “Yes,” but let’s see if that answer changes after we look at the data more closely. We can see here that one location (Reno) significantly underperforms with this equipment compared to the others.
Using aerial views like this helps us keep an eye on performance metrics to ensure all aspects of business operations, not just asset utilization,
meet our target goal. They also provide a cue for your team to identify areas of the business in need of more granular analysis. Now that we’ve used this aerial view to identify the problem, let’s dive a little deeper to determine why it’s happening.
In Figure 2, with the report sorted to show only the equipment at the underperforming location, we discover that the lower-thanprojected utilization rates for these two models as well as the underperforming utilization rate of this location appear to be a result of this specific equipment not being utilized effectively.
Now we can incorporate the human element and begin asking questions to determine why these specific units are not being utilized. By switching over to the lifecycle report, we can analyze whether a) technicians don’t trust their equipment, or b) the accessories are missing items that haven’t been replaced. To identify abnormalities, we can look at the time each asset spends in different stages of our internal processing procedure, including time spent in repair, to compare against other locations. Using these reports provides the ability to quickly spot areas of concern and dive deeper into the data to gain valuable insight. Without
Figure 1: Utilization by Location
Circuit
MV
Commissioning
PREVENTATIVE ELECTRICAL MAINTENANCE PROGRAMS
DATA CENTERS, COMMERICAL HIGH RISES, CRITICAL ENVIRONMENTS & FINANCIAL INSTITUTIONS
DEVELOPMENT & UPDATES OF ELECTRICAL SINGLE LINE DIAGRAMS
ENGINEERING STUDIES · ARC FLASH, SHORT CIRCUIT & COORDINATION
identifying and addressing the root cause, and we certainly wouldn’t have been able to arrive at these conclusions in such an efficient or effective manner.
CONCLUSION
ELECTRICAL TESTING LEADING EDGE on
ELECTRICAL TESTING LEADING EDGE
Understanding these metrics and implementing an asset utilization process within your company is very important to efficiency and maintaining your inventory whether it’s in a few locations or spread out across the country. For rental companies, this is even more important. Spending wisely and having the proper systems in place to ensure an efficient inventory of equipment is critical to the success of the business.
Cody Richards is President of Protec Equipment Resources, a premier one-stop electrical test equipment rental, calibration, asset management, and training service for NETA companies. He has been with Protec for the past 11 years, leading sales and driving sustained annual growth, before being promoted to President in January 2020. Cody graduated from Texas Tech University with a bachelor’s degree in Business Administration. He has a passion for customer service and helping clients solve problems and is very proud of the Protec team and its accomplishments, including Protec being named to the Inc. 5000 List of America’s Fastest Growing Companies for the past 2 years.
For 27 years we have been committed to designing, engineering, manufacturing, and supporting industry-leading solutions from our home base in Ohio. By supporting local economies and keeping supply chains short, we are able to provide our customers with unmatched availability, security, and reliability. We are proud to be a part of what makes “Made in America” truly exceptional, and we look forward to the next 27 years and beyond together.
ASSESSING TRANSFORMER CONDITION
BY SIMON SUTTON, LANCE LEWAND, and ANDY DAVIES, Doble Engineering Company
Transformers are subjected to electrical, thermal, and chemical stresses during their operational life that degrade the insulating oil and solid insulation, cause corrosion and oxidation, and create the conditions for incipient faults to develop, which may ultimately shorten the life of the asset. These ageing processes are necessarily considered during the transformer design phase.
However, degradation that occurs faster than anticipated is considered to be accelerated ageing. For instance, a high-resistance joint causing localized overheating or partial discharge degrading the solid insulation are examples of premature ageing.
Although simple visual inspection of the transformer tank to look for corrosion or leaks or IR surveys to identify overheating pumps
yields important condition information, not all issues will be visible from the outside. Fortunately, incipient faults occurring within the transformer can be identified and diagnosed by examining the chemical, physical, and electrical properties of the liquid dielectric within it. This is usually performed at an external laboratory; however, some larger utilities or industrial entities may undertake inhouse testing.
This article:
1. Looks at the importance of sending high-quality oil samples to the laboratory to be tested
2. Considers the types of problems that can be identified by dissolved gas-in-oil analysis (DGA) and what next steps may be taken
3. Considers some of the other oil tests that are conducted and the important information that can be revealed
COMMON TESTS AND BEST PRACTICES TO IMPLEMENT NOW
An oil sample can reveal a wide variety of information about the condition of your asset; this includes evidence of overheating, partial discharge and arcing, paper degradation, water ingress, oxidation, presence of chemical
and physical contaminants, and more. Consequently, oil testing is a key method for assessing a transformer’s condition and identifying incipient faults before they become critical. A single measurement is valuable, but trending changes in the data over time enhances the diagnosis by revealing the severity of the situation and enables asset managers to plan appropriate actions. This could involve off-line electrical tests to determine the underlying cause, fitting on-line monitoring devices to monitor the condition of the asset more effectively, or scheduling a repair or replacement.
Importance of a High-Quality Sample
Ensuring good results for your assessment starts with delivering a good oil sample to the lab. Even perfectly performed lab tests are rendered meaningless if they are based on a poor sample. Failing to take the sample correctly will inevitably lead to poor results and the additional cost of having to retake the sample and perform the analysis yet again. A good sample needs to be truly representative of the bulk liquid circulating within your electrical equipment. Getting to this representative oil requires several liters of oil to
be flushed through the sampling pipework and into an appropriate waste oil container prior to collecting the sample proper. In the process of waiting for the flushing to complete, this oil can be used to rinse the sample container and caps to ensure they are free from physical contamination.
When taking a sample, it is beneficial that your container is large enough to hold the amount of oil needed with some extra just in case the lab needs to repeat a test to verify unusual results; this typically means about 1 liter. There are many suitable containers for taking an oil sample and each has its own benefits and pitfalls. Generally, glass or aluminum bottles or tin cans are the preferred options. The container should properly seal the sample, preventing ingress and egress of any liquids and gasses. Since oil degrades in sunlight leading to the synthesis of hydrogen, the containers, sleeves, and/or packaging should be light proof to protect the sample from sunlight.
Plastic bottles should be avoided since water molecules can diffuse through the container walls, thus increasing the water content of the sample. Studies have revealed that 10s of parts per million (ppm) of water can enter the sample during transportation and storage before testing. Conversely, small molecules like hydrogen can diffuse out of the oil through the plastic container walls, which decreases the concentration ultimately measured in the sample.
Lastly, it’s important to pack the samples well to avoid damage during transportation to the oil testing laboratory. Make sure the bottoms of the bottles are protected as well.
DISSOLVED GAS ANALYSIS (DGA) CARRIES THE MOST WEIGHT
DGA is arguably the most powerful tool in the industry when it comes to assessing transformer condition. Commonly performed according to ASTM D3612C and known as the headspace method (also detailed in IEC 60567), this diagnostic test measures the concentration of certain key gases dissolved in the oil. Additionally, provided oil samples are taken at regular intervals, the rate of gas generation can also be determined. This information enables specialists to understand which faults are emerging and their severity.
While acetylene is the most important gas to measure for detecting severe faults, all gases are important from an incipient fault perspective. The types and quantities of gases that form within the insulating oil will unveil the nature of the fault and determine whether it involves the solid insulation, is a thermal or electrical issue, and whether there is a leak within the sealed system or premature degradation in an open system.
There are many recognized methods for interpreting DGA data — with insufficient
Figure 1: Duval Triangle from insideview
time to review here — as well as suggested gas limits in guides such as IEEE C57.104-2019 and IEC 60599. Nevertheless, it’s important to remember that allowance must be made for factors such as the type of the dielectric oil involved (silicone, mineral, or ester fluids). However, a high-level summary of DGA interpretation (Figure 1) would include:
• Acetylene usually indicates arcing or a high-temperature thermal condition.
• To check for partial discharge, look at hydrogen levels.
• For low-temperature faults, pay close attention to ethane and methane.
• Ethylene is an indicator of a hightemperature thermal issue.
• In temperate climates, high levels of carbon monoxide are a sign of paper degradation, whereas in hotter climates, high levels of CO can persist without other indicators of paper degradation being present.
• High levels of carbon dioxide can indicate general overheating of the paper insulation.
A single set of DGA data fails to inform us whether the gas concentrations are stable, increasing, or even subsiding, or indeed how long they have been there, or if they are associated with a known incident like a transient condition, or if they occur when the transformer is stressed in a particular manner. All that is known is that gases are present and the concentration of each. This may indicate an issue, but it cannot indicate whether there is an active problem. Therefore, a trend of several data points needs to be established. This will inform the asset manager if the gassing is stable, becoming more intense, or is progressing from one fault type to another.
Even after having established the DGA trend, as with all diagnostic tests, context is paramount. Know the normal behavior for
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your asset, its age, and local conditions, such as ambient temperature, loading, transients, harmonics, or other circumstances that would explain the gases in the oil. Comparing gassing of an asset to sister units (if available) can provide additional information. Changes in the gassing levels may have been caused by a change in loading pattern or a through fault. Also consider any maintenance activities that have been performed. Have any repairs been made? What electrical tests have been conducted? If results from several transformers have changed, has there been a change in sampling procedure or the laboratory used?
Under some circumstances degassing of the transformer oil is undertaken — typically, when filling a new transformer or after maintenance that has exposed the core and windings. This inevitably changes DGA values and requires new benchmark tests to reestablish the trend in gas behavior over a period of time (at least 3 months). It’s important to remember that
degassing the oil will not fix the underlying cause of the problem; it erases the DGA trend and, as a procedure, is not risk free even when using competent contractors.
OIL QUALITY DATA
The diagnostic value of monitoring changes in the chemical, physical, and dielectric properties of the oil cannot be understated, as these can also degrade over time and affect the performance of the transformer. Here, we consider some of the other tests that provide further valuable information about oil quality.
Checking for Oil Quality: Water Content, Relative Saturation and Breakdown Voltage
Water is the most damaging molecule in the transformer. When dissolved in the oil, it catalyzes reactions, weakens bonds, attracts other polar contamination to the paper, and allows acids to be aggressive. Conversely, free water in oil will generally sink to the bottom
of the transformer where it contributes to tank corrosion. If it precipitates onto a winding due to oversaturation, it can cause flashovers.
Water concentrations are generally much lower in the oil compared to the paper. Typically, water exists at parts-per-million (ppm) levels in the oil compared to single-figure percentage levels in the paper. This is because paper itself has polar components (e.g., hydrogen bonding), which although giving the paper additional mechanical strength, also attract water molecules. The presence of water in the paper is important as it disrupts the hydrogen bonds reducing the physical strength of the paper.
Knowing how water partitions between the oil and paper means that by measuring the water content in the oil, the content in the paper can be calculated. Nevertheless, different oils have different levels of affinity for water. Thus, it is important to know which oil is being tested as the difference is particularly marked between mineral oils and ester liquids. To further complicate the situation, the polarity of the oil can be affected by ageing byproducts. It is therefore better to examine the relative saturation of water in oil rather than ppm. It
should remain below 50% to retain adequate dielectric breakdown voltage.
Under particular circumstances, the water in the paper can generate gas bubbles, for example, during transformer overloading events or during startup before adequate oil circulation is established. Under these conditions, the conductors can heat the paper above 100˚C causing water to vaporize, thereby increasing the likelihood of bubble formation, which in turn can lead to partial discharge (PD) and risks localized physical PD damage. The probability of bubble formation is dependent on both the concentration of the water in the paper and temperature; for example, with 2% by dry weight of water in the paper, the risk of bubble formation is very low below 140°C.
Transformer oils are designed to provide electrical insulation under high-electrical fields. Any significant reduction in the dielectric strength may indicate that the oil is no longer capable of performing this vital function. Breakdown voltage (BDV) is a measure of the electrical stress the oil can withstand without breaking down. The test is conducted by increasing the voltage between two electrodes
Breakdown Voltage Cell
within a test vessel containing the test oil until the oil breaks down. Sampling technique plays a significant role in obtaining meaningful breakdown voltage results, Particles and fibers accidentally introduced during cleaning the test cell or sampling bottles (chamois leather, cotton rags, paper towels) can all drastically reduce the measured result.
Accelerated Ageing: Power Factor, Color Testing, and Interfacial Tension Identify Key Characteristics
Transformers typically last at least 40 years even though the design life is usually around 25 years — but that is not by accident. Keeping the asset sealed and operating at or below nameplate will preserve this life expectancy. High temperatures, elevated levels of oxygen, water content, acidity, and sludging — all in the presence of other catalytic factors like copper in the windings, silver contacts, and iron — can speed up the ageing of paper and insulating oil, as well as corrode the metal in the transformer.
Three recommended tests identify oil ageing or contamination, thus enabling early intervention:
1. Power factor testing measures the dielectric losses of the insulating oil. As the oil oxidizes with increasing time in service, the polar content increases, which can be detected through increased power factor. This test can also detect the presence of other contamination in the oil, and while it cannot identify the actual molecules, it highlights the need for further investigation.
2. Color tests are a simple rapid indicator of ageing in the insulation system; the darker the oil sample, the more aged the oil.
3. Interfacial tension (IFT) is an indirect measure of the polar nature of the oil and provides powerful insight into early oil oxidation and polar contaminants,
such as water or acids. The test measures the strength of the separation between water and the oil sample. Oil and water should form distinct layers when there is little contamination in the oil, but as the oil becomes aged or wet, the tension between the liquids becomes less distinct and therefore weaker, such that a lower IFT result is worse than a higher one. It should be noted that IFT is also affected by the presence of detergents such that residual deposits from cleaning sampling equipment, sampling containers, or the test vessel with such surfactants can have a dramatic effect on this test parameter.
Other oil quality tests such as acidity and relative density can be performed in tandem for a more in-depth examination of the characteristics of the oil. It takes gross contamination, ageing, or over-processing for these properties to change significantly, so if either of these values fluctuates between tests, it could be cause for concern. If an issue with the oil does present itself, there are other investigative tests that can be employed.
SUMMARY
Analysis of oil samples collected from transformers is the starting point for understanding the condition of the asset. The applied tests can reveal a lot about incipient faults or developing problems. Nevertheless, additional contextual information and further electrical testing may be required to build a complete picture of the underlying problem and diagnose the root cause.
Simon Sutton is Director of Services for Altanova, a Doble company, where his responsibilities include business strategy, external relationships, and coordination of technical activities around the world. He has over 25 years of experience in the electricity transmission and distribution industry predominantly in the cables sector. He has worked in the cable materials supply industry, as the cables policy manager for a transmission utility, and in the research sector. His interests also include condition monitoring,
diagnostic testing, forensics, and asset management. Simon earned a PhD in physics from the University of Reading. He is active in International professional bodies representing UK on the CIGRE Study Committee for Materials and Emerging Test Techniques, is Convenor of the CIGRE Strategic Advisory Group on Solids, and is a member of the editorial board of the IEEE Electrical Insulation Magazine. He is a Visiting Senior Research Fellow at the University of Southampton.
Lance R. Lewand is the Technical Director for the Doble Insulating Materials Laboratory. The Insulating Materials Laboratory is responsible for routine and investigative analyses of liquid and solid dielectrics for electric apparatus. Since joining Doble in 1992, Lance has published over 75 technical papers pertaining to testing and sampling of electrical insulating materials and laboratory diagnostics. He is actively involved in professional organizations including the American Chemical Society and has been a representative of the U.S. National Committee for TC10 of the International Electrotechnical Commission (IEC) and ISO
TC28, ASTM D-27 since 1989. Lance is Chair of ASTM Committee D-27, chairs subcommittee 06 on Chemical Tests, is secretary of the Doble Committee on Insulating Materials, and received the ASTM Award of Merit for Committee D-27. He received his BS from St. Mary’s College of Maryland.
Andy Davies has worked for Doble for more than six years. His work commenced with 2.5 years in the Middle East providing asset health indexing and maintenance guidance for over 2,400 transformers for a middle eastern transmission company. Since then, he has been involved with support and training for online asset management tools, hardware support for portable and field oil testing equipment, and provides transformer consultation for customers located across EMEA. Prior to Doble, he worked with an oil services company that provided oil reclamation and mobile oil solutions that included technical consultation for all generators, HV contractors, transmission, and distribution utilities across the UK and Ireland. He has led research into DBDS and acidity in transformers and their mitigation strategies and has a sound understanding of oil chemistry.
QUALITY LABORATORY DATA FOR CRITICAL DECISIONS
CSA Z462: 2021—YEAR 2
BY TERRY BECKER, PEng , TW Becker Electrical Safety Consulting Inc.
This is year two for the fifth edition of the CSA Z462, Workplace electrical safety Standard. Are you aware of the changes and updates that could impact your electrical safety program? Have you provided arc flash and shock training to your qualified persons on the new edition? Do you still have questions that need clarification?
We marked the first anniversary of the 2021 Edition of the CSA Z462, Workplace electrical safety Standard on January 1, 2021. Canadian companies must ensure they are aware of and follow up on this latest edition of CSA Z462 to maintain diligence; measure performance of established policies, practices, and procedures; and look for opportunities for improvement (e.g., PLAN-DO-CHECK-ACT). This is also a mandatory requirement of CSA Z462 Clause 4.1.7.12 Auditing.
2020 and 2021 were challenging years for us all, but it is important to ensure we continue our journey and mission to eliminate exposure to
1: Hierarchy of Risk Control Methods
electrical hazards by implementing the hierarchy of risk control methods (Figure 1) to reduce risk to as low as reasonably practical. We need to “Get it Right!”
This article provides a year in review for 2021 and CSA Z462 in Canada, highlighting what I see, hear, and experience when working with industry to interpret and apply CSA Z462 while developing and implementing a compliant electrical safety program, completing external electrical safety audits, and providing arc flash and shock training.
MYTHS AND MISINFORMATION
Throughout 2021, I was confronted again with responding to the following questions or comments:
• Is it against the law to perform energized electrical work?
• We have a policy and we do not perform “live” work.
• I will not execute a work task when the incident energy is greater than 40.0 cal/ cm2. It is “dangerous,” risk is too high to complete that work task, and “no PPE exists.”
• Arc flash PPE is specified with an arc flash PPE category number or Level A, B, C, D and E.
Figure
• Arc flash hazard incident energy analysis reports are still issued by PEng/PE Electrical Engineers with misinformation. Documentation of the basis of the analysis performed is lacking. They are conservative or have incorrect parameter selections, and arc flash and shock equipment labels are not compliant to CSA Z462 and ANSI Z535.
• Do we need full-body arc flash PPE to operate energized electrical equipment? The trainer said the electrical equipment will fail and create an arc flash.
Sir Francis Bacon is credited with saying, “ Knowledge is power! ” We must ensure that compliant electrical safety programs are developed, implemented, and audited. In turn, this will ensure that myths and misinformation is effectively managed and answers are provided through the electrical safety program using tools such as the risk assessment procedure.
ELECTRIC SHOCK SEQUELA
In 2021, I continued to dialogue and follow up with John Knoll from Edmonton, Alberta, on electrical shock sequelae. John is a Journeyperson Electrician, CME, and Professional Electrical
Contractor (PEC), now retired due to electrical shock sequelae, which is the potential long-term physiological, neurological, and physical effects of receiving multiple electrical shocks while working.
John is now a subject matter expert and spokesperson advocating that we need to address the electric shock hazard in the workplace so that workers do not receive the shocks that cause potential fatal immediate effects as well as potential long-term effects of electrical shock sequelae. I have commented many times that we all must change the narrative from arc flash to ensuring both arc flash and shock are identified and discussed. In fact, electric shock hazards need priority attention because electrical incident statistics are a lagging indicator to advise us of the continued high frequency of fatal injury (e.g., electrocution).
ARC FLASH AND SHOCK PPE AND TOOL INNOVATIONS
In 2021, innovations in arc flash PPE and separately new hand tools are helping eliminating exposure to arc flash. For example, Oberon Company developed an escape-strap
AUDITS AND INCIDENT INVESTIGATIONS NEED TO BE PERCEIVED AS OPPORTUNITIES FOR IMPROVEMENT.
SOURCE: OBERON COMPANY
Oberon Company Arc Flash Suit with Escape Strap
option for their arc flash suit jacket in 2020 and in 2021 added an escape strap vest (https:// oberoncompany.com/escape-strap/ ) that can be worn over everyday task-wear arc flash PPE. The escape strap can be used to release a worker who might be experiencing a shock or has been exposed to an arc flash. It allows the first responder to stand back 10 feet or more and use the escape strap to pull the worker away from the electrical equipment to a safe area to apply first aid/CPR.
Also in 2021, Amidyne Solutions ( www. amidyne.ca ) released their Extend-a-Rack manual racking tool that uses a telescopic hot stick and coupling to engage with the power circuit breaker to rack it in or out. In most cases, this will place the qualified person outside the arc flash boundary distance, where full-body arc
flash PPE would not be required. This is a more affordable solution than a remote racking system and is easy to transport and use.
ELECTRICAL NEAR MISSES, HITS, AND INCIDENTS
Unfortunately, in 2021, I was involved in providing support to several electrical incident investigations. This is a reminder that near misses/hits are occurring, and in some improbable cases, energized electrical equipment is failing without interaction.
Following the PLAN-DO-CHECK-ACT philosophy, audits and incident investigations need to be perceived as opportunities for improvement. Was a documented, implemented, and audited electrical safety program in place? Why was the policy, practice, or procedure not followed by the qualified person? When did the qualified person last receive compliant arc flash and shock training? What was the root cause of the abnormal arcing fault without interaction, and how can we predict it or prevent it from happening again? Was human performance and human error the root cause? Was the appropriate arc flash and shock PPE worn and used?
Some of the reasons these incidents occur relate to human performance and human error precursors:
• Time pressure, rushing to complete the job and work task(s)
• Simultaneous or multiple work tasks
• Complacency
• Lack of policies and practices
• Unfamiliar or first time performing a work task
• Lack of knowledge
• Lack of experience
• Illness or fatigue
• Stress
WHAT IS HAPPENING IN 2022?
In March 2022, I presented on electrical shock sequelae at the NETA PowerTest Conference in Denver, Colorado, and at the IEEE Electrical
Amidyne Extend-a-Rack Manual Racking Tool
Safety Workshop (ESW) in Jacksonville, Florida. John Knoll accompanied me to tell attendees about his experience with electrical shock sequelae. I also attended the IEEE ESTMP Conference in Edmonton, Alberta, where I presented on CSA Z462 and its relationship to IEEE 1584 as part of a panel session.
In May 2022, the first formal and detailed CSA Z462 Technical Committee meetings were held to review submissions for changes, improvements, and additions. Those changes will be reviewed and voted on and will be the basis for the 2024 Edition of CSA Z462. Yes, we are still several years away, but the review meetings and review cycle take time.
The CSA Z463, Maintenance of electrical systems Standard Technical Committee will also meet to review the status of the 2018 Edition. CSA Z463 is not on the same cycle frequency as CSA Z462. I am not sure when
we may publish an update. If you have ideas for changes, improvements, or updates, please contact CSA or let me know, and I will bring them forward to the CSA Project Manager.
Terry Becker, PEng, CESCP, IEEE Senior Member is an Electrical Safety Specialist and Management Consultant at TW Becker Electrical Safety Consulting Inc. He is the first past Vice-Chair of the CSA Z462, Workplace electrical safety Standard Technical Committee and currently a Voting Member and Clause 4.1 and Annexes Working Group Leader. Terry is also a Voting Member on the CSA Z463, Maintenance of electrical systems Standard and a Voting Member on the IEEE Std. 1584, Guide for Performing for Arc-Flash Hazard Calculations technical committees. Terry has presented at conferences and workshops on electrical safety in Canada, the United States, India, and Australia. He is a Professional Engineer in the Provinces of BC, AB, SK, MN, and ON. If you are interested in discussing the information presented in this article do not hesitate to contact me at terry.becker@ twbesc.ca or 587-433-3777.
OSHA’S NEW HEAT ILLNESS NEP TARGETS ELECTRICAL CONTRACTORS
BY PHILLIP B. RUSSELL, Ogletree Deakins Nash Smoak & Stewart PC
The United States Occupational Safety and Health Administration (OSHA) has launched a new national emphasis program (NEP) to help prevent heat-related illnesses at outdoor and indoor workplaces, including electrical contractors and other wiring installation contractors (2017 NAICS Code 2382).
The program, CPL 03-00-024 Outdoor and Indoor Heat-Related Hazards, was announced by Labor Secretary Marty Walsh with Vice President Kamala Harris at a union training center in Philadelphia.
The most important part of the program is that it targets specific industries and activities, such as working outdoors in areas announced by the National Weather Service (NWS) to be undergoing a heat wave, or working indoors near radiant heat sources, such as foundries.
CHANGES IN INSPECTION PROCEDURES
The NWS issues a heat advisory within 12 hours of the onset of extremely dangerous heat. The general rule of thumb for this advisory is that the maximum heat index is expected to be 100°F or higher for at least two days, and nighttime air temperatures will not drop below 75°F.
Programmed Inspections
Under the program, OSHA will conduct, in certain outdoor and indoor workplaces, programmed inspections on any day for which the National Weather Service has announced a heat warning or advisory in the local area. Those workplaces include the high-hazard industries named in Appendix A to the program, including electrical contracting and other industries in which NETA members operate.
Non-Programmed Inspections
Even if an employer is not covered by the NEP because it is not in the listed high-hazard industries, it could still face an inspection under the NEP. The program requires OSHA inspectors conducting an investigation or inspection not related to heat hazards to open a heat-related inspection if a hazardous heat condition is recorded in an OSHA 300 log or
301 incident report, or if an employee brings a heat-related hazard to the inspector’s attention.
The program will also require inspectors to ask during non-heat inspections whether the employer has a heat-related hazard prevention program that applies when the heat index for the day is expected to be 80°F or more.
The NEP requires each OSHA regional office to double its number of heat-related inspections.
For example, an inspection following a hospitalization for an arc flash injury in March in Tampa, Florida, would probably expand into a heat-related inspection based just on the heat index.
Heat-Related Inspection
During heat-related inspections, the program requires OSHA compliance safety and health officers (CSHOs) to:
• Review OSHA 300 logs and 301 incident reports for evidence of heat-related illnesses.
• Review records of heat-related emergency room visits or ambulance transport.
• Interview workers for symptoms of headache, dizziness, fainting, dehydration, or other indicia of heatrelated illnesses.
• Document the existence of conditions, such as high temperature, that cause heatrelated hazards.
• Determine whether the employer has a heat illness and injury program, including whether:
The employer has a written program. The employer monitors temperature and worker exertion.
Unlimited cool water is easily accessible to workers.
Hydration breaks are required. New and returning workers are provided time for acclimatization.
HOW HOT IS TOO HOT?
According to the National Weather Service, the heat index, sometimes referred to as the apparent temperature, is given in degrees Fahrenheit and is a measure of how hot it really feels when relative humidity is factored in with the actual air temperature. Occupational heat exposure is a combination of many factors. Body heat results from the equilibrium of heat gain — from internal work and outside addition — and heat loss, primarily from evaporative cooling (i.e., sweat evaporation).
Contributors
• Physical activity
• Air temperature
• Humidity
• Sunlight
• Heat sources (ovens or furnaces, heatabsorbing roofs, and road surfaces)
Resources
• Use an on-site wet bulb globe temperature (WBGT) meter, which is the most accurate way to measure environmental heat impact on body temperature. WBGT incorporates temperature, humidity, sunlight, and air movement into a single measurement. See OSHA’s guidance for using and interpreting WBGT.
• Download the NIOSH/OSHA Heat App (Figure 1) to access a simple heat calculator on your device. The app provides only heat index (HI), not WBGT; however, it does also provide workplace guidance.
Rest breaks are scheduled.
Workers have access to a shaded area. A buddy system is in place on hot days. Work is scheduled to avoid hot parts of the day.
Job rotation is used to limit heat exposures.
Employees are trained in the importance of hydration, heat illness signs, first aid, and summoning of emergency personnel.
• Air movement
• Clothing that hampers the body’s ability to lose excess heat, such as protective gear
• Individual/personal risk factors (preexisting health conditions and lifestyle)
Source: OSHA. Working in Outdoor and Indoor Heat Environments. Accessed at: www.OHSA.gov/heat-exposure.
Figure 1: OSHA/NIOSH Heat Safety Tool
An interesting aspect of the directive is its reference to the legends and heat index ranges used by the National Weather Service’s heat index chart:
• Caution (80°F– 90°F HI)
• Extreme Caution (91°F–103°F HI)
• Danger (103°F–124°F HI)
• Extreme Danger (126°F or higher HI)
OSHA knows — after the scientific bases for these legends and ranges were questioned — that its own attorneys declined to rely on them, and that an administrative law judge of the Occupational Safety and Health Review Commission (in a case handled by this firm) found that they lacked a scientific basis.
NEXT RULEMAKING STEPS FOR OSHA
Although the National Emphasis Program is not an OSHA standard, the agency has announced it is working on a proposed standard. There is no reliable way to know when OSHA will publish a proposed standard.
RECOMMENDATIONS FOR CONTRACTORS
Contractors — especially those in warmer climates — may want to consider:
• Policy. Review and update (or create) a written heat illness and injury program.
Consider using a post-offer medical questionnaire that includes questions about conditions or medications that heat exposure may exacerbate.
• Training. Train employees to recognize symptoms. Train supervisors on the entire program and how to handle emergencies.
• Compliance. Monitor heat exposure projections and compliance with the program.
• Enforcement. Take action when the program is not followed.
These actions will help keep workers safe from heat-related illnesses and injuries and avoid or minimize any OSHA inspections or citations.
Phillip B. Russell is an OSHA lawyer with Ogletree Deakins Nash Smoak & Stewart PC. He has practiced law for more than 25 years and focuses on helping businesses improve safety and avoid or minimize OSHA citations. Phillip is board certified in labor and employment law by the Florida Bar and represents businesses in a wide range of labor and employment law matters, including workplace safety and health (OSHA). He is a nationally recognized speaker and author on labor and employment law issues. Phillip earned his law degree from Stetson University and has a BS in management and an MS in economics from Georgia Tech.
First printed in INSIGHTS , published by Independent Electrical Contractors (IEC).
WHO
IS QUALIFIED AND WHO ISN’T WHEN IT COMES TO
ELECTRICAL SAFETY?
TOM SANDRI, Protec Equipment Resources
Electricity is a powerful force that can cause serious injury and death. When it comes to electrical job tasks, it only takes an instant to turn a momentary mistake into a life-altering event or even fatality. Therefore, qualified electrical workers must understand the hazards presented by exposed energized parts and know how to protect themselves using safe electrical work practices.
NFPA 70E® and OSHA 29 CFR 1910.332 define and state the requirements for determining whether an individual is a “qualified person” who has the training necessary to work on exposed energized electrical circuits or parts.
So how do you know whether your workers are qualified? Which workers are unqualified? Who requires training?
This article reviews electrical safety training practices, worker assessments, and requirements for training.
EMPLOYER RESPONSIBILITY
Employers must evaluate the workplace for known hazards or hazards that are inherent in the work performed. For this discussion, we will focus on electrical hazards. This has long
been an OSHA requirement. Most companies are familiar with possible shock hazards and are also aware that OSHA requires their qualified workers to be properly trained to work on or near exposed energized electrical circuits or parts. Many companies, however, are unaware that it is also an OSHA requirement to train unqualified electrical personnel on how to recognize and avoid electrical hazards. Unqualified electrical workers — which may include maintenance personnel, painters, cleanup crews, laborers, mechanics, etc. — who are not expected to work on exposed energized circuits or parts must still receive sufficient training to ensure their safety and the safety of others in the workplace.
The same requirements also apply to the use of outside contractors to work on energized electrical systems. Although contractors may
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state that their personnel are qualified to work on electrical systems, they may not be qualified from OSHA’s standpoint. Simply being an electrician is not enough. The person must receive the proper training in electrical theory, electrical safety, and training in the construction and operation of electrical equipment and installations along with the hazards involved.
When companies ignore these requirements, they do so at their own peril. Failure to comply with OSHA requirements puts workers at risk and can result in fines and exposure to multimillion-dollar lawsuits. Worse yet, they risk the health and safety of their employees by putting them in situations that are beyond their skill level or by exposing them to hazards they are not prepared to handle.
WHO IS QUALIFIED? WHO IS UNQUALIFIED?
OSHA defines a qualified person as:
…one who, by possession of a recognized degree, certificate, or professional standing, or who by extensive knowledge, training, and experience, has successfully demonstrated his/her ability to solve or resolve problems relating to the subject matter, the work, or the project.
As we can see, a qualified worker is simply someone who is trained and knowledgeable about the tasks he/she will be performing. A qualified worker must be able to identify and protect oneself from all the hazards associated with the task and be able to demonstrate proficiency.
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When the hazard relates to electricity, NFPA 70E, Standard for Electrical Safety in the Workplace, expands this definition to:
…one who has demonstrated skills and knowledge related to the construction and operation of electrical equipment and installations and has received safety training to identify the hazards and reduce the associated risk.
The key points of this definition are how knowledgeable workers are about the equipment and whether they have received safety training. In addition to helping to prevent accidents, both items are critical to designate a person as qualified and to avoid difficulties if OSHA performs an inspection.
Qualified persons have training in avoiding the electrical hazards of working on or near exposed energized parts, whereas unqualified persons have little or no training. Training requirements for qualified persons and unqualified persons are contained in OSHA Section 1910.332 Training.
NFPA 70E defines an unqualified person as simply “a person who is not a qualified person.”
There are two kinds of unqualified persons:
• An electrician who does not know the equipment or has not received safety training on the potential hazards involved
• A non-electrician, such as a general maintenance worker or mechanic, who is not expected to work on live electrical equipment
These definitions may be straightforward, but they provide only minimal guidance. Companies can get into trouble if they interpret the definitions to mean that they only need to train electricians who work on live circuits. Reviewing NFPA 70E Article 110 General Requirements for Electrical SafetyRelated Work Practices helps clarify who needs to be trained and to what level. This section covers the general requirements for electrical
safety in a plant, and it applies to all workers, qualified as well as unqualified.
Article 110 outlines electrical safety-related work practices and procedures for people working on or near exposed, energized electrical equipment. The article states that it is the employer’s responsibility to issue safetyrelated work practices and train employees to implement them.
Work practices set the policy and direct employee activity in broad terms. They can be incorporated into an employer’s overall occupational health and safety management system. Work practices should address planning all tasks and protecting employees from hazards. They should also incorporate the electrical safety program, which explains how to put practices to use. For example, work procedures might detail how an employee can maintain electrical equipment or use a specific test instrument.
Principles of work practices should include the following:
• Establishing an electrically safe work condition
• Identifying the hazards and minimizing the risks
• Protecting employees
• Planning all the tasks
• Anticipating unexpected events
• Ensuring employee qualifications and abilities
• Inspecting and maintaining electrical equipment
• Using the correct tools
Paragraph 110.6 outlines training requirements for qualified persons (110.6(A)(1)) and unqualified persons (110.6(A)(2)). Let’s first look at the requirements for qualified persons.
Training for Qualified Persons
By default, a qualified person (defined earlier) must be competent. The general definition of “competent” is having sufficient skills, knowledge, or experience for a specific purpose.
Traits and knowledgeable in …
• Fundamentals of electricity
• Construction of equipment
• Operation of systems and equipment
• Specific work procedure for assigned tasks
• Identification of electrical hazards
• Selection of test equipment
• Safe work practices
• Normal operating conditions of specific electrical equipment
• Self-awareness and self-discipline
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Able to identify and understand the …
• Specific hazards associated with electrical energy and equipment
• Relationship between electrical hazards and possible injury
• Electrical hazards regarding procedures to be used
• Approach boundary distances
• Indication of impending equipment failure
Has skills and techniques to …
• Distinguish exposed energized electrical parts from other parts of electrical equipment
• Determine nominal system voltage of exposed energized electrical parts
• Inspect and test personal protective equipment
• Inspect test equipment
Has necessary decision making process to be able to …
• Perform job safety planning
• Assess associated risk with electrical hazards
• Select appropriate risk control methods
Familiar with proper use of …
• Required special precautionary techniques
• Personal protective equipment
• Insulating and shielding materials
• Insulated tools
• Test equipment
Retraining is necessary when …
• Inspection indicates employee not properly complying with safe work practices
• New equipment, including PPE, or new technology is introduced into work environment
Demonstrated ability and capacity to …
• Perform procedures necessary to safely conduct the assigned task
• Establish an electrically safe work condition (Hazardous Energy Control LOTO)
• New or revised procedures are to be used
• Scheduled for task not associated with regular job duties
• Retraining has not occurred within 3 years
• Requested by employee
Figure 1: Exhibit 110.4 from NFPA 70E, Handbook for Electrical Safety in the Workplace
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A worker could be competent to install a light fixture but not qualified under NFPA 70E to troubleshoot that fixture while it is energized.
QUALIFICATION
DOES NOT NECESSARILY CARRY OVER TO A SIMILAR PIECE OF EQUIPMENT NOR TO AN IDENTICAL TASK ON A DIFFERENT PIECE OF EQUIPMENT.
NFPA 70E Article 350 is the only place where the term competent is used. That definition, which uses qualified person as its basis, includes responsibilities for all work activities or safety procedures related to custom or special equipment and is only applicable to Article 350.
To be considered qualified for a particular task or work assignment, an employee must have internalized the requisite knowledge regarding the electrical system involved as well as the required procedures. The employee must also have received the safety training identified in paragraph 110.6. Exhibit 110.4 in NFPA 70E, Handbook for Electrical Safety in the Workplace, which aids the employer and employees in understanding some of the traits necessary to be considered a minimally qualified person under NFPA 70E, depending on the requirements of the specific tasks, for example responding to medical emergencies.
A person might be qualified to perform a specific task on specific equipment while being unqualified to perform another task on the same piece of equipment. Qualification also does not necessarily carry over to a similar piece of equipment nor to an identical task on a different piece of equipment. Work practices, procedures, and hazards can vary by the task and the equipment. Qualification is not necessarily based on title, licensure, and so forth. For example, a licensed electrician might not be qualified to work on mediumvoltage switchgear. To be qualified, the person must have knowledge and demonstrated skills concerning specific hazards, work practices, and procedural requirements.
Now let’s look at NFPA 70E training requirements for unqualified persons.
Training for Unqualified Persons
Employees not considered qualified persons must have the knowledge and skills necessary
for their safety when interacting with electrical equipment, including during normal operation of the equipment. Following are some of the situations unqualified persons might encounter and must be aware of:
• General potential hazards. Understand and recognize potential hazards, including the relationship between exposure to potential electrical hazards and possible bodily injury.
• Attachment plugs. Understand how to properly remove an attachment plug from a receptacle.
• Receptacle plug/caps. Do not remove attachment plugs (caps) from receptacles when the combination is not load-break rated.
• Damaged equipment. Do not use damaged electrical equipment (fixed or portable), receptacles, or damaged cables, cords, or connectors.
• Impending failure of equipment. Be aware of the signs of impending failure of electrical equipment, and do not remain around electrical equipment when there is evidence of impending failure.
• Tripped circuit breakers. Do not reset a circuit breaker after an automatic trip. Always notify a qualified person to determine the cause.
• Flammable materials. Do not use flammable materials near electrical equipment that can create a spark.
• Overhead power lines. Be aware of the proper approach distance from overhead power lines.
• Alerting techniques. Be aware of alerting techniques such as safety signs and tags, barricades, and warning attendants. Remain outside the shock protection or arc flash protection boundaries when energized work is being performed.
• Limited approach shock boundary. Do not cross the limited approach shock boundary unless advised and continuously escorted by a qualified person.
• Restricted approach boundary. Never cross the restricted approach boundary.
All employees should be provided some basic, common-sense rules for avoiding electrical accidents and injuries. These rules might include the following:
• Do not overload circuits, such as by running multiple appliances from a single outlet.
• Never plug in equipment with a damaged electrical cord or use an extension cord that has damaged insulation.
• Never use electrical equipment, such as a power tool or appliance, if it is sparking, smoking, or otherwise seems to be malfunctioning.
• Keep metal objects, large and small, away from electrical equipment.
OSHA Training Requirements
What does OSHA say about training? OSHA Standard 29 CFR 1910.332 clarifies the training requirements for all workers, stating that they apply to workers who face a risk of electric shock that is not reduced to a safe level. OSHA requires the following workers to be trained in electrical safety because they face a higher-than-normal risk of electrical accident:
• Blue-collar supervisors
• Electrical and electronic engineers
• Electrical and electronic equipment assemblers
• Electrical and electronic technicians
• Electricians
• Industrial machine operators
• Material handling equipment operators
• Mechanics and repairers
• Painters
• Riggers and roustabouts
• Stationary engineers
• Welders
Standard 29 CFR 1910 also calls for the following minimal training for qualified workers:
• Skills and techniques necessary to distinguish exposed live parts from other parts of electric equipment
• Skills and techniques necessary to determine the nominal voltage of exposed live parts
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• Clearance distances and corresponding voltages to which they will be exposed
Training can be in the classroom or on the job, with the degree of training being determined by the risk to the employee.
The OSHA standard requires that unqualified persons be trained in and familiar with electrically related safety practices that are necessary for their safety. Finally, OSHA adds the following blanket statement:
Any other employees who may reasonably be expected to face comparable risk of injury due to electric shock or other electrical hazards must also be trained.
This makes it clear that virtually all employees who work anywhere near electrical equipment must be trained.
GETTING STARTED WITH TRAINING
In the past, OSHA has assessed employers more than $34 million in fines; 34% were due to electrical hazards. With the stakes so high, it is essential that companies assess their electrical infrastructure and work practices. Quality training and a quality training program are vital parts of an assessment, and unless the instructor has the special expertise required, the company risks falling short of OSHA requirements.
Because of the complexities involved, many companies reach out to a consultant or training firm that can advise or provide employee safety training and continuing audits. At a minimum, training consultation or training firms should meet the following requirements:
• Use instructors trained in OSHA and NFPA, ensuring that course content is up to date, practical, and focused on the things OSHA cares about most.
• Uses instructors who can draw upon real-world experiences to show trainees how to identify and assess electrical hazards.
• Offer a broad selection of courses (onsite and online) that go beyond theory to what experience proves are best practices.
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• Offer courses on-site or at a nearby location or instructor-led virtual classrooms to minimize employee travel and time away from work.
• Provide employees with certification of training completion.
Training topics should include:
• Fundamentals of electricity
• Standards that govern electrical work and their requirements, including NFPA 70E® and others
• Electrical safety work practices, including lockout/tagout procedures per 29 CFR 1910
• The difference between qualified and unqualified workers and work limitations for unqualified workers
• Comprehensive examples of acceptable and unacceptable work practices, including those in wet or damp locations
• Use of key interlocking systems
• Identifying type and level of hazards, including electrical shock and arc flash hazards
• Identifying energized components and conductors
• Determining nominal circuit and equipment voltages
• Use of voltage sensors and meters
• Interpreting hazard warning labels
• Safe approach distances to exposed electrical conductors
• Rules for justified energized electrical work and use of energized electrical work permits and job briefings
• The consequences of poor electrical safety practices to people, equipment, and the environment
• PPE requirements, including selection, proper use, and maintenance
• Required and recommended maintenance and safety inspections
• Grounds and grounding
• Pertinence of OSHA or other local rules and penalties for noncompliance
All training should include appropriate job aids and should be integrated with the employer’s standard operating procedures and enforcement policies.
CONCLUSION
Qualified electrical workers must understand the hazards presented by exposed energized parts and know how to protect themselves using safe electrical work practices. However, the responsibility for providing the appropriate training to ensure the safety of qualified as well as unqualified workers falls on the employer.
REFERENCE
Cybart, Kenneth. “How Do You Know Your Workers Are Qualified?” OH&S. Accessed at www.ohsonline.com/Articles/2007/10/How-DoYou-Know-Your-Workers-Are-Qualified.aspx
Thomas Sandri is Director of Technical Services at Protec Equipment Resources, where his responsibilities include the design and development of learning courses. He has been active in the field of electrical power and telecommunications for over 35 years. During his career, Tom has developed numerous training aids and training courses, has been published in various industry guides, and has conducted seminars domestically and internationally. Thomas supports a wide range of electrical and telecommunication maintenance application disciplines. He has been directly involved with and supported test and measurement applications for over 25 years and is considered an authority in application disciplines including insulation system analysis, medium- and high-voltage cable, and partial discharge analysis, as well as battery and DC systems testing and maintenance. Tom received a BSEE from Thomas Edison University in Trenton, New Jersey.
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Tom Sandri Director of Technical Services
ECP SOLUTIONS: OUR INNOVATION, YOUR SOLUTION
NETA’s Corporate Alliance Partners (CAPs) are a group of industry-leading companies that have joined forces with NETA to work together toward a common aim: improving quality, safety, and electrical system reliability.
Here, our continuing CAP Spotlight series highlights the individual successes of these companies with an interview with Chris King, Vice President of Sales and Business Development at ECP Solutions.
NW: Please briefly describe your company (history, business mission).
King: Electrical Controller Products (ECP), incorporated February 1, 1965, started as a distributor of industrial control equipment representing every major manufacturer at that time. That business changed over the 1970s and 1980s to become a circuit breaker parts distributor.
In the 1980s, ECP was known as the “distributor’s distributor” because since ECP was a distributor for every major manufacturer, the company supplied local distributors with products that were not on their line cards.
Those distributors eventually needed a valueadded service to repair their customers’ breakers, so ECP opened a breaker shop in the late 1980s to fill the growing demand for breaker repair.
In 2001, a service company was created in response to severe flooding in the Houston area. That company was sold to Schneider in 2009, but the original Electrical Controller Products remained and moved back to its roots of being a control distributor.
In 2014, ECP was purchased by Lane Batson, and the same year, ECP Rentals was established to meet the demand for test equipment rental. ECP and ECP Rentals ran in parallel until 2020, when we merged those two companies together to develop ECP Solutions. Because we still have access to all the major manufacturers, we are able to supply our customers not only with rental equipment, but also with repair parts. In 2021, we launched our asset management/tracking systems as well as our on-demand systems.
Our mission is to provide solutions to the challenges of our industry.
CHRIS KING
NW: What is something NETA World readers don’t know about ECP Solutions?
King: ECP is focused on providing our industry with solutions to its problems. This includes:
• Asset management and tracking systems for customers’ equipment using RFID and GPS technology
• Safety training, support, equipment, and supplies
• Equipment sales, including test equipment from all major manufacturers, plus parts from relays, trip units, drives, and crane controls to current and potential transformers and more
• Equipment rentals, including test equipment and on-demand systems such as our new On-Demand Pod (ODPOD)
• Onsite, mobile, and in-house calibration and repair, including purchased equipment, with calibration certificates
• ECP-specific power supplies
• Customer assistance with informationbacked ROIs
NW: What recent company achievement or milestone are you particularly proud of?
King: We strive to be the leader in providing solutions to the issues that challenge our industry. Now, we have added two new service offerings we are excited about:
• Safety solutions offering safety training, certifications, and support
• Mobile calibration and repair to provide service at the customer site
NW: What changes do you see on the horizon that will have a positive impact on your work?
King: With our focus on innovation, we continue to work on more new service offerings that counteract the current challenges in the marketplace:
• On-demand equipment rental systems to limit shipping costs and delays
• Asset management and tracking systems to provide real-time data to assist datadriven ROI for corporate decisions on what to purchase and what to rent
• Services to increase utilization of customer-owned equipment
• Onsite calibration to minimize equipment loss and shipping delays and decrease rental expense
NW: What challenges do you see going forward for the industry?
King: We can see that the inflation of freight, fuel, and surcharge costs is increasing the overall cost of doing business. This is exacerbated by supply chain shortages resulting in manufacturing and shipping delays — and manpower shortages only add to the challenge. We spend a lot of time and effort trying to save our customers’ time and money, and these two major factors are making our daily efforts to support our customer a bigger challenge.
NETA WELCOMES ARM CAMCO (CAMCO) AS NEW NETA ACCREDITED COMPANY
ARM CAMCO, LLC (CAMCO), an industry leader in the repair, testing, and field servicing of electrical system components, is pleased to have achieved NETA certification.
NETA maintains a comprehensive accreditation process that certifies companies as well as individual technicians to assure consumers of the qualifications of the company as well as the credentials of the individual technician. NETA Accredited Companies are a critical part of an independent, third-party electrical testing association dedicated to setting world standards in electrical maintenance and acceptance testing.
“CAMCO is pleased to announce that we are now a NETA Accredited Company,” says ARM CAMCO President Sam Morello, PE. “We are so proud of our dedicated team for fulfilling the strict requirements of the NETA certification.
This certification highlights our focus and commitment to deliver total customer satisfaction and provide each customer with ‘Precise. Responsive. Solutions’.”
Founded in 1980 and headquartered in Ebensburg, Pennsylvania, CAMCO continues to offer electrical field service testing and maintenance, switchgear rebuilds, panel assemblies, and repair of a variety of electrical and electronic devices. CAMCO has grown to be a premier ISO 9001-Certified company, and now joins NETA as an accredited electrical testing and repair service provider in the United States.
CAMCO serves a wide range of clients in the transportation, commercial, industrial, mine and quarry, utilities, and power generation industries throughout the country.
“NETA extends a warm welcome to ARM CAMCO,” says Eric Beckman, PE, President of National Field Services, Inc. and current NETA President. “We applaud the important role all our NETA Accredited Companies play in advancing the electrical power systems industry and its safety. Achieving NETA accreditation is something CAMCO can be proud of, and this recognition is indicative of their accomplishments as an organization.”
Follow CAMCO on LinkedIn and Facebook and visit the website at www.armcamco.net for more information.
Since 1980, CAMCO, an independent testing and repair facility, offers clients electrical field service testing and maintenance, switchgear rebuilds, panel assemblies, and repairs of a variety of electrical and electronic devices. CAMCO is proud to announce their recent NETA Accreditation!
Field Services
• Transformer Testing
• Cable Testing
• Relay Calibration
• Start Up & Testing
• Thermography
• Oil Analysis
• Ground Bed Testing
• Maintenance
Products & Services
• Molded Case Circuit Breakers
• Starters & Contactors
• Switchgear Remanufacture & Repair
• Cubicle Parts
• Switchgear Parts
• Panels
• Power Centers
• Motor Control Center & Buckets
• Pagers Phones
• Meters & Relays
ANSI/NETA STANDARDS UPDATE
ANSI/NETA MTS–2019 REVISION IN PROCESS
A standards revision is in process for ANSI/NETA–2019, Standard for Maintenance Testing Specifications for Electrical Power Equipment and Systems to be released in March of 2023. The BSR-8 was filed with the American National Standard Institute on June 28, 2022 notifying ANSI of the future initial ballot and public comment period. The initial ballot was issued on July 15, 2022. A second ballot is scheduled for issue in November of 2022. The revised edition of ANSI/NETA MTS is scheduled to debut at PowerTest 2023 in Orlando, Florida.
ANSI/NETA MTS contains specifications for suggested field tests and inspections to assess the suitability for
continued service and reliability of electrical power equipment and systems. The purpose of these specifications is to assure that tested electrical equipment and systems are operational and within applicable standards and manufacturers’ tolerances, and that the equipment and systems are suitable for continued service. ANSI/NETA MTS–2019 revisions include online partial discharge survey for switchgear, frequency of power systems studies, frequency of maintenance matrix, and more. ANSI/NETA MTS–2019 is available for purchase at the NETA Bookstore at www.netaworld.org.
ANSI/NETA ECS–2020 LATEST EDITION
ANSI/NETA ECS, Standard for Electrical Commissioning of Electrical Power Equipment & Systems, 2020 Edition, completed the American National Standard revision process. ANSI administrative approval was received on September 9, 2019. ANSI/NETA ECS–2020 supersedes the 2015 Edition.
ANSI/NETA ECS describes the systematic process of documenting and placing into service newly installed or retrofitted electrical power equipment and systems. This document shall be used in conjunction with the most recent edition of ANSI/NETA ATS, Standard for Acceptance Testing Specifications for Electrical Power Equipment & Systems . The individual electrical components shall be subjected to factory and field tests, as required, to validate the individual components. It is not the intent of these specifications to provide comprehensive details on the commissioning of mechanical equipment, mechanical instrumentation systems, and related components. This standard is scheduled to begin the American National Standard revision process in 2023, with a scheduled release in 2024.
The ANSI/NETA ECS–2020 Edition includes updates to the commissioning process, as well as inspection and commissioning procedures as it relates to low- and mediumvoltage systems.
PARTICIPATION
Comments and suggestions on any of the standards are always welcome and should be directed to NETA. To learn more about the NETA standards review and revision process, to purchase these standards, or to get involved, please visit www.netaworld.org or contact the NETA office at 888-300-6382.
Voltage classes addressed include:
• Low-voltage systems (less than 1,000 volts)
• Medium-voltage systems (greater than 1,000 volts and less than 100,000 volts)
• High-voltage and extra-high-voltage systems (greater than 100 kV and less than 1,000 kV)
ANSI/NETA ATS, Standard for Acceptance Testing Specifications for Electrical Power Equipment & Systems, 2021 Edition, has completed an American National Standard revision process. ANSI administrative approval was granted September 18, 2020. The new edition was released in March 2021 and supersedes the 2017 edition.
ANSI/NETA ATS covers suggested field tests and inspections for assessing the suitability for initial energization of electrical power equipment and systems. The purpose of these specifications is to assure that tested electrical equipment and systems are operational, are within applicable standards and manufacturers’ tolerances, and are installed in accordance with design specifications. ANSI/NETA ATS-2021 new content includes arc energy reduction system testing and an update to the partial discharge survey for switchgear. ANSI/NETA ATS-2021 is available for purchase at the NETA Bookstore at www. netaworld.org
ANSI/NETA ETT–2022 REVISION COMPLETED
ANSI/NETA ETT, Standard for Certification of Electrical Testing Technicians , completed the American National Standard revision process. ANSI administrative approval was granted January 7, 2022. The new edition was released at PowerTest in March 2022 and supersedes the 2018 edition.
ANSI/NETA ETT establishes minimum requirements for qualifications, certification, training, and experience for the electrical testing technician. It provides criteria for documenting qualifications for certification and details the minimum qualifications for an independent and impartial certifying body to certify electrical testing technicians.
ANSWERS
ANSWERS
1. A. Lithium-ion. A lithium-ion battery (Li-ion) is a rechargeable battery. Most EVs use lithium-ion batteries due to the long life span and higher power density.
2. C. ATS-2021. ANSI/NETA
ATS–2021, Standard for Acceptance Testing Specifications for Electrical Power Equipment
and Systems introduced electric vehicle charging systems in Section 7.26.
3. D. Thermographic survey.
ANSI/NETA ATS-2021, Section 7.26 Electrical Vehicle Charging Systems specifies that a thermographic survey can be performed in accordance with Section 9 to inspect bolted electrical connections for high resistance.
TECH QUIZ ANSWERS
“If a thermographic survey is performed, the system shall be surveyed with imaging equipment capable of detecting a minimum temperature difference of 1°C at 30°C. The results shall be in accordance with Section 9 (7.26.A.8.3).”
4. B. Level 1 charging. Level 1 chargers for EVs have an input voltage rating of 120 V single- phase. These are commonly supplied with the EV and can plug into a standard 120-V receptacle. This is the least expensive and most convenient charging option, but also the slowest.
5. A. DC Fast Charging. DC fast charging (DCFC) requires an input voltage of 208 V or 480 V three-phase. These stations are generally only available at limited locations such as public stations along heavy traffic routes and dealerships. This is the fastest charging option for EVs.
6. C. Harmonic distortion. All EV charging stations will cause some harmonic pollution due to the presence of power electronics equipment. The presence of harmonics is a concern with the number of EV charging stations increasing.
Virginia Balitski, CET, Manager –Training and Development, has worked for Magna IV Engineering since 2006. Virginia started her career as a Field Service Technologist and has achieved NETA level 4 Senior Technician Certification. She has since dedicated her time to the advancement of training and safety in the electrical industry. Virginia serves on NETA’s Board of Directors. She is a Certified Engineering Technologist through ASET – The Association of Science & Engineering Technology Professionals of Alberta. Virginia is also current Vice-Chair of CSA Z462, Workplace Electrical Safety and is a member of the NFPA 70E, Electrical Safety in the Workplace Technical Committee.
ABM Electrical Power Services, LLC
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3585 Corporate Court San Diego, CA 92123-1844 (858) 754-7963
ABM Electrical Power Services, LLC 1005 Windward Ridge Pkwy Alpharetta, GA 30005 (770) 521-7550 abm.com/Electrical
ABM Electrical Power Services, LLC 4221 Freidrich Lane Suite 170 Austin, TX 78744 (210) 347-9481
ABM Electrical Power Services, LLC 11719 NE 95th St. Ste H Vancouver, WA 98682 (360) 713-9513 Paul.McKinley@abm.com www.ABM.com/Electrical Paul McKinley
ABM Electrical Power Solutions 4390 Parliament Place Suite S Lanham, MD 20706 (240) 487-1900
ABM Electrical Power Solutions 3700 Commerce Dr # 901-903 Baltimore, MD 21227-1642 (410) 247-3300 www.abm.com
ABM Electrical Power Solutions
NETA ACCREDITED COMPANIES
317 Commerce Park Drive Cranberry Township, PA 16066-6407 (724) 772-4638
christopher.smith@abm.com
Chris Smith - General Manager
ABM Electrical Power Solutions 814 Greenbrier Cir Ste E Chesapeake, VA 23320-2643 (757) 364-6145
Giga Electrical & Technical Services, Inc. 5926 E. Washington Boulevard Commerce, CA 90040 (323) 255-5894 gigaelectrical@gmail.com www.gigaelectrical-ca.com/
Hermin Machacon
Grubb Engineering, Inc. 2727 North Saint Mary’s St. San Antonio, TX 78212 (210) 658-7250
Hood Patterson & Dewar, Inc. 4511 Daly Dr. Suite 1
Chantilly, VA 20151 (571) 299-6773 info@hoodpd.com https://hoodpd.com/
Hood Patterson & Dewar, Inc. 1531 Hunt Club Blvd Ste 200 Gallatin, TN 37066 (615) 527-7084 info@hoodpd.com https://hoodpd.com/
Industrial Electric Testing, Inc. 11321 Distribution Ave W Jacksonville, FL 32256-2746 (904) 260-8378 gbenzenberg@bellsouth.net www.industrialelectrictesting.com
Gary Benzenberg
Industrial Electric Testing, Inc. 201 NW 1st Ave Hallandale Beach, FL 33009-4029 (954) 456-7020 gbenzenberg@bellsouth.net www.industrialelectrictesting.com
Gary Benzenberg
Industrial Tests, Inc. 4021 Alvis Ct Ste 1 Rocklin, CA 95677-4031 (916) 296-1200 greg@indtest.com www.industrialtests.com
Greg Poole
NETA ACCREDITED COMPANIES
Infra-Red Building and Power Service, Inc.
152 Centre St Holbrook, MA 02343-1011 (781) 767-0888
Tom.McDonald@infraredbps.com www.infraredbps.com
Thomas McDonald Sr.
JET Electrical Testing, LLC 100 Lenox Drive Suite 100
Star Electrical Services & General Supplies, Inc. PO Box 814 Las Piedras, PR 00771 (787) 716-0925 ahernandez@starelectricalpr.com www.starelectricalpr.com
Aberlardo Hernandez
Taifa Engineering Ltd. 9734-27 Ave NW Edmonton, AB T6N 1B2 (780) 405-4608 fsteyn@taifaengineering.com
Taurus Power & Controls, Inc. 9999 SW Avery St Tualatin, OR 97062-9517 (503) 692-9004
powertest@tauruspower.com www.tauruspower.com
Rob Bulfinch
Taurus Power & Controls, Inc. 8714 South 222nd St. STE A Kent, WA 98031 (425) 656-4170 powertest@tauruspower.com www.taruspower.com
TAW Technical Field Services, Inc. 5070 Swindell Rd Lakeland, FL 33810-7804 (863) 686-5667 www.tawinc.com
Tony Demaria Electric, Inc. 131 W F St Wilmington, CA 90744-5533 (310) 816-3130 neno@tdeinc.com www.tdeinc.com
Neno Pasic
Utilities Instrumentation Service, Inc. 2290 Bishop Cir E Dexter, MI 48130-1564 (734) 424-1200 gary.walls@UIScorp.com www.uiscorp.com
Gary Walls
Utilities Instrumentation Service - Ohio, LLC 998 Dimco Way Centerville, OH 45458 (937) 439-9660 www.uiscorp.com www.uiscorp.com
Utility Service Corporation 4614 Commercial Dr NW Huntsville, AL 35816-2201 (256) 837-8400 apeterson@utilserv.com www.utilserv.com
VISTAM, Inc. 2375 Walnut Ave Signal Hill, CA 90755 (562) 912-7779 ulyses@vistam.com
Introducing NETA Series III Handbooks
We’ve got answers. Discover page after page of comprehensive, component-specific, technical resources for training and reference purposes. Over 200 of the very best articles from NETA World Journal and technical presentations from NETA’s PowerTest conferences. To order, please visit netaworld.org or call 888.300.6382
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Our exceptional 24/7 customer service and “live” support sets us apart. You can always expect reliable, professional, and personal assistance.
Demonstrations, onsite training, or virtual training sessions are available from experienced and knowledgeable “hands on” technicians.
Raytech equipment is reliable and made to withstand the harsh environment of the test industry. More than 99% of the equipment sold by Raytech is still in service today, and every new instrument sold includes a standard 5-year warranty!
Use Raytech’s exclusive
WR-TR Combo system, a power transformer and substation diagnostic system, incorporating a dual-current Winding Resistance Meter with our Ratio technology in a small robust instrument.
To learn more about our product lines, request a quote, schedule a demonstration, for sales or service, contact us 24/7.
A Global Company with Local Support: Setting a New Standard in Customer Service
In a 2020 North American Customer Feedback Survey, 99.2% of our customers rated us “Excellent.” You can reach our expert engineers for all your applications, free any time – 24 hours a day, seven days a week.
For equipment support, we offer cost-effective repairs, calibration, hardware upgrades, and service contracts with turn-around time up to 24 hours. We have a fleet of loaner devices that are available from one of our service centers in your area to help reduce downtime.
Call 1-800-OMICRON or visit omicronenergy.com/support
Donatello Salvucci Technical Support Engineer Manager
