Alan de Enfield

Has your 'insider' information (and who may or may not be correct!) now been confirmed ?

According to the Ritar data sheet the batteries do have over voltage protection. As Ritar state that the max charging voltage is 54v, then surely 58.4v must be an HVE (High Voltage Event) and the management system should switch it off.

So why did the 'high voltage' automatic cut off not engage ? One would have thought that the installer would read the battery data sheet - which shows that the charging voltage on the Ritor batteries is 52.5-54.0. The charging voltage on a standard 16 cell 48v LFP battery is 58.4v So much for a "professional" installation ! - hopefully he will be banned from installing &/or signing off on Lithium installations. It appears that not only did the installer fail in his duty of care, but the BMS supplier failed as well. The relevant ISO standard for small boats states : 5.2 Overcharging can cause damage to the cells, and shall be prevented by using a BMS appropriate for the installation. 8 Battery management system and testing 8.1 Cells, batteries and BMS's should be of a fail-safe design and constructed and tested to recognized standards that reflect marine applications and duty cycles, with the testing conducted by a recognized laboratory. NOTE Examples of laboratory performance requirements can be found in ISO 9001 or ISO/IEC 17025. The BMS should be designed and tested to manage: a) Safety related: — Overcharge, to protect the lithium-ion battery from excessive charging; — Overdischarge, to protect the lithium-ion battery from excessive discharging; — Over temperature, to protect the lithium-ion battery from excessive temperature. b) Performance related: — Balancing, to provide for automatic balancing of cells or strings of cells. 8.2 The BMS should be equipped with HVC and LVC actions to prevent an HVE or LVE in the event the programmed functions in the charging sources, inverters, or inverter/chargers fail to do so. Actions taken by the BMS should be in addition to the programmed functions in the charging sources, inverters, or inverter/chargers. 8.3 The BMS should monitor cell voltage to determine if an HVE or LVE is imminent. 8.4 HVE/HVC — The BMS protects a lithium-ion battery from an HVE by initiating a multistage HVC consisting of the following steps: — it should provide a stop charging signal to each charging source; — if stopping the charging sources does not stop the HVE, an alarm (visual and/or audible) should be provided for the operator, clearly perceptible from the main helm position; — if the operator fails to stop the HVE, the BMS should initiate an isolation of the sources that are creating the HVE. 8.5 LVE/LVC — The BMS protects the lithium-ion battery from an LVE by initiating a multistage LVC consisting of the following steps: — it should provide an audible and/or visual alarm to the operator, clearly perceptible from the main helm position, that indicates that the SOC of the lithium-ion battery bank is approaching the low SOC threshold specified by the manufacturer; — if the operator fails to prevent the LVE, the BMS should initiate the disconnection of non-essential electrical consumers; — if this does not prevent the LVE, the BMS should disconnect all electrical loads. 8.6 Temperature — The BMS should respond to low or high temperature situations in a manner that ensures the battery cannot be driven into an unsafe condition. Temperature sensing should be sufficient to monitor all potential areas of overheating. 8.7 An output disconnect device should be provided and designed to disconnect under full load without failure.

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And of course the original boat-log (use for measuring boat speed, and, where the term 'knot' comes from) was a simple affair ....................

I think he means "floor joists"

And when you die, the new owner, who knows nothing about the boat, plugs in the shoreline and has a live 'wandering' plug. Apart from that - yes the rest will work fine. If the cable is going 'over the door' (as you suggest) ensure that it is in a channel, or thru the door frame, and cannot get squashed,

Your 13 amp plug (to be used in the inverter) could be extremely dangerous, as it could be live when you plug the land line in. Relying on remembering to change over the 3-way switch before plugging the shoreline in is fine - until you forget or ask someone to do it for you. Humans are failures waiting to happen !

If I remember the BSS section on 'mains electricity' is advisory.

Many marinas offering 'Residential' berths tend to have 32 amp supply - certainly BWML did (so I guess Aquavista) still do)

Recently installed a new electric oven/range which required a 32 amp supply - the installation instructions stated 6mm2 (10mm2 max) cable. The other question is what is the CSA of the shore line, I have not seen any commercial 6mm2 ones and have previously had to make up my own. Edit to add : Found one £128 + postage (20 mt) 32 Amp '20 MTR' 3 Pin Extension Lead 6mm² Heavy Duty Industrial Rubber Cable HO7 | eBay UK