A practical look at how compliance with electrical standards promotes legal security, system reliability and technological leadership in global industrial environments.

Electrical compliance is a management task,

goes beyond pure electrical safety, combines legal, normative and contractual requirements and at the same time strengthens system reliability, system availability and business stability.

Electrical Compliance: Reliable structures for global technical responsibility

A practical look at how electrical compliance strengthens legal security, system reliability and technical leadership in global industrial environments

Electrical compliance is much more than simply adhering to individual regulations.

For internationally active industrial companies, electrical compliance means establishing clear structures for electrical safety, technical responsibility and reliable processes. This is precisely where its strategic value lies.

Many companies still only see electrical compliance as a duty. This falls short. In practice, good electrical compliance not only protects people, but also systems, delivery capability and company value. Those who manage electrical risks properly reduce failures, avoid downtime and improve system reliability.

This is particularly important for companies with several locations. Different countries have different regulations. Nevertheless, electrical compliance should be thought of as a uniform structure. Local rules must be adhered to, but the overall logic should be globally consistent. This is the only way to create clear responsibilities, robust processes and a credible technical standard.

Electrical compliance is therefore not a marginal issue for the CTO.

It is part of the technical management responsibility. The CTO does not have to implement every measure himself, but he must ensure that it is organized effectively. Three points are crucial here: Selection, organization and control. Responsibility can be delegated, but it can never disappear completely. This is precisely why clear roles, defined responsibilities and robust evidence are so important.

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5. conclusion

Strong electrical compliance not only improves legal certainty. It also increases plant availability, facilitates growth, creates customer confidence and supports international supply chain requirements. Companies with a clean electrical organization appear more professional, reliable and predictable. This is not a side effect, but a real competitive advantage. Electrical compliance is therefore not an additional bureaucratic issue. It is a management tool for safety, reliability and sustainable economic success.

Our free(REALLY free, even WITHOUT having to provide an email address!) paper “5 things you need to be clear about before you qualify and deploy your employees for electrical work.” is available here (click).

If you want to know more about the different roles, I recommend our publications, for example the audio book “The responsible electrical specialist: CRES structure and operational electrical safety for entrepreneurs, specialists and managers”. Information and sources of supply can be found on the usual audio book portals as well as on the homepage tcs-engineering.de

Measurement practice according to UN-ECE R100 (<0.1 Ω), typical fault patterns and why clean equipotential bonding stabilizes insulation monitoring (ISO monitor/IMD)

Equipotential bonding sounds like a compulsory program, but it is a central safety and quality feature in the (ev) high voltage system: it ensures that touchable conductive parts (e.g. housings, shields, body structures) are brought to a defined reference potential. This reduces dangerous contact voltages, stabilizes EMC-relevant return paths – and creates the basis for reliable diagnostic functions in the vehicle.

Why this is so critical in practice

In an HV (ev) vehicle, ground is not just a thick conductor; it is a system of contact points, screw connections, shield supports, transitions via paint/layers and potential corrosion. Even small contact resistances can:

• falsify measurements,

• Allow error images to “wander”,

• and trigger unpleasant questions during audits (“Where is the reproducible testing and documentation?”).

Normatively, the topic is typically addressed via requirements for the low-resistance connection of touchable conductive parts (in practice often assessed with limit values in the range < 0.1 Ω in the context of UN-ECE R100 – without claiming detailed quotations here).

The often overlooked point: equipotential bonding and ISO monitors

The ISO monitor (insulation monitoring device or IMD) detects insulation faults by evaluating the insulation resistance of the HV (ev) system to the vehicle body/chassis. This is where potential equalization becomes a “quality factor”:

• Stable reference: A clean potential equalization creates a defined, low-impedance reference system. This makes measuring conditions more reproducible.

• More robust fault detection: Poor or slightly variable connections can cause the reference potential to fluctuate. This can lead to unclear symptoms: delayed detection, seemingly intermittent warnings or measured values that are difficult to interpret.

• Better fault localization: If the bonding structure is consistent, insulation faults can be localized more systematically (instead of chasing ghosts behind contact problems).

In short: The ISO monitor does not measure in a vacuum, it measures against a reference system. And this reference system stands and falls with the equipotential bonding.

Checklist: Check in 7 steps

1. Clearly define measuring points (assembly to chassis/cover).

2. Prepare contact points (coatings, paint, oxide, corrosion).

3. Select a suitable measuring method (typically: four-wire with Kelvin terminals).

4. Define measuring conditions (contact pressure, measuring current, repetitions).

5. Evaluate results (limit value + R-test for outliers).

6. Document deviations with cause logic (not just “n. i. O.”).

7. File proof in an auditable format (device, calibration status, serial numbers).

Mini table: Method → Risk → Countermeasure

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🎓 Conclusion:

Good equipotential bonding is not just safety technology, but a quality feature: it improves the validity of tests, strengthens audit capability and supports the reliable detection of insulation faults by the ISO monitor. No wonder that measuring equipotential bonding is a standard part of every high-quality (ev ) high voltage training course.

Equipotential bonding thus fulfills central safety tasks in the (ev) high voltage vehicle and is therefore so important in high voltage training courses. PS: Our recommendation: Our free(REALLY free, even WITHOUT having to provide an email address!) paper “6 things you need to know in advance about the high-voltage qualification of your employees” is available here (click).

Short FAQ (for at the end of the blog article)

1) What is equipotential bonding in (ev) high voltage systems?
A low-resistance connection of touchable conductive parts (e.g. housing, shields, body/chassis) so that they have a defined reference potential and no dangerous potential differences arise.

2) Why is the value < 0.1 Ω often mentioned?
In practice, the low-resistance bonding connection is often assessed in the context of UN-ECE R100 with limit values in the range < 0.1 Ω (the specific design depends on the system and test concept).

3) Why is a four-wire/Kelvin measurement useful?
Because it largely eliminates line and transition influences of the measuring lines. With very low resistances, the two-wire measurement quickly delivers incorrect values that are too high.

4) What are the typical causes of poor readings?
Coatings/paint, oxide/corrosion, unsuitable contacting, incorrect measuring point (e.g. “too far away” from the relevant bonding), lack of reproducibility in the setup.

5) What does equipotential bonding have to do with the ISO monitor (IMD)?
The ISO monitor evaluates the insulation status against a reference system (vehicle body/chassis). A clean equipotential bonding stabilizes this reference potential and thus improves the robustness and interpretability of the insulation monitoring.

6) What must be included in an auditable test report?
At least: defined measuring points, date, measuring device/serial number, calibration status, measuring method (e.g. Kelvin), conditions (contact preparation), result, evaluation and, if applicable, re-test/reason for deviation.

TCS & Lotus seamlessly and unbureaucratically combine electrical training and occupational medical examinations at the highest international level.

Safety starts with people: Cooperation with the Lotus Azure Medical Service Saha Clinic

Live line work (LLW) is one of the most dangerous activities in the field of electrical engineering. Anyone who works on cables, switchgear or (ev) high voltage components while the power supply is on bears a considerable risk – for themselves, for colleagues, for the entire company. And as much as modern technology, protective equipment and work processes offer safety: In the end, it’s people who decide.

No tool or procedure can compensate for the risks if someone is physically unable to meet the high demands. An undetected heart defect, impaired reactions or reduced fine motor skills can, if things go wrong, be the deciding factor between luck and an accident. This is precisely why for certain qualifications, especially live line work, an occupational medical examination is not optional, but mandatory!

Medical expertise as the foundation of safety

Technology Consulting Solutions GmbH works with its customers to develop the highest industry standards in electrical safety, not only in Germany but also internationally. Thanks to a great cooperation partner, we can now also offer this for the aforementioned medical examinations! Through our SouthEastAisa Coordination Office in Bangkok, we have gained a reliable and fair partner: For our in-house training courses in Thailand and Southeast Asia, we cooperate with The Lotus Azure Medical Service Saha Clinic in Bangkok.

The clinic, located in the Surin Building in the Khlong San district, has all the facilities, staff and expertise for all relevant occupational health examinations – and is even mobile! This means that we can now offer our customers and partners in Thailand everything they need to reliably examine the health requirements for high-risk activities and certify them both professionally and legally. Together with occupational physicians in Germany and Thailand, we have established a procedure that ensures that the health requirements are met: Anyone who takes part in our live line work courses and undergoes the occupational health examination at The Lotus Azure Medical Service meets the occupational health requirements to an international standard.

Why this examination is indispensable

It would be dramatic if a participant with undetected heart problems or sensory impairments were to be exposed to a task that requires maximum concentration, speed of reaction and resilience. At such moments, all it takes is a minimal lapse – and there is not only the threat of an accident, but a catastrophe.

With the cooperation between TCS and Lotus, we are creating a clear safety anchor here:

• Specialized examinations by experienced occupational physicians
• Binding standards analogous to German and international specifications
• Seamless integration into our training programs in Thailand and the region

A strong signal to our customers

Our cooperation shows that electrical safety does not end at the training door. It starts with people – and their suitability for the most demanding tasks. By combining technical know-how with medical expertise, we are setting new standards for quality and responsibility in Southeast Asia. That’s why we at Technology Consulting Solutions GmbH have teamed up with The Lotus Azure Medical Service negotiated an extensive service:

When the prophet does not come to the mountain, the mountain comes to the prophet – or: how to efficiently integrate your employee resources into qualification and investigation.

We at TCS have always traveled directly to the customer for all training courses. It is much more efficient to send one trainer to the customer instead of many participants to the training! Our common thought from TCS & Lotus: Why shouldn’t this also apply to occupational health examinations?

The current price for the survey (B2B invoice for 2026) is THB 3,000 per person.

If several people need to be examined at one appointment, the Lotus occupational physicians will come to the customer in a fully equipped bus, including ECG, within the Bangkok area by appointment! Within the city limits of Bangkok at a surcharge of THB 5,000, up to 20 km radius for THB 10,000, 50 km radius THB 15,000 and up to 100 km for THB 20,000 – so it may be worth making an appointment on site or in-house.

Not only the occupational health examination for live line work

In addition to the occupational health examination required for live line work, more is also offered.

Specific occupational health examination

General health check-up

Occupational medical examination due to electrical hazards at work

Occupational medical examination due to chemical hazards at work

Required health certificate for visa purposes

Health tests required for work permits

Are you missing an important topic? Simply ask – with advice on electrical topics via the TCS – or for all topics directly to The Lotus Azure Medical Service! Call or write to us, we look forward to working with you and for you!

Why the CRES’s position as guarantor is crucial in order to effectively exclude organizational negligence in the electrical engineering sector.

Entrepreneurs, board members, managing directors and operations managers must organize their business in such a way that all work processes run safely. For the chief responsible electrical specialist (CRES), this means acting as a guarantor. CRES position of guarantor Organizational negligence are directly related: Organizational gaps can lead to personal liability.

A breach of duty in the organization constitutes organizational fault. The decisive factor is that the organizational structure is verifiable by suitable means and can be controlled in good time. As a rule, the management body, such as the plant management, is responsible. If there is a chief responsible electrical specialist, they have their own guarantor position in their area of responsibility due to the guarantor duty they have assumed and are therefore also liable under criminal law.

Types of organizational fault

Organizational negligence is divided into four successive areas:

• Selection-related organizational negligence: Were suitable employees selected for a task, such as an electrotechnically instructed person or electrical specialist?
• Instruction-related organizational fault: Have these employees been adequately instructed and instructed by work instructions and safety instructions?
• Supervision-related organizational fault: Is the activity supervised in a suitable manner, for example by the management and supervision of an electrical specialist when work is carried out by an electrotechnically instructed person?
• Implementation-related organizational fault: Does an employee act negligently despite selection, instruction and supervision because the organization is still inadequate?

The interpretation of when an organizational fault exists may depend on national case law. Even if no formal legal problems arise, it is rarely a good sign for companies with several production sites if they publicly claim to have complied with all applicable regional regulations.

Extrinsic and intrinsic responsibility

In addition to legal requirements, there is also extrinsic motivation from laws and contractual requirements. At the same time, those responsible for electrical safety are required to ensure a high level of safety for all employees. This strengthens the quality and stability of work processes.

Guarantor position of the CRES in the corporate context

In order to fulfill the obligations in the area of electrical safety, the development and maintenance of a professional structure is the central task of the chief responsible electrical specialist. The position of guarantor applies exclusively to the designated persons – such as the employer, managing director or chief responsible electrical specialist – and not to the organization as such. CRES Guarantor position Organizational fault makes it clear that inadequate structures can quickly lead to personal liability.

Practical starting points for avoiding organizational fault

There are starting points for CRES and company management to avoid organizational negligence:

• Record work and duties: Draw up a checklist of all duties and work to be done, get support from specialist departments and assign everything clearly to people and functions. A visualized organizational chart makes it easier to get an overview.
• Specify responsibilities: Define system and, if necessary, work managers among the electrical specialists, ensure that expertise and decision-making authority match and regularly check that the assignments are complete.
• Ensure qualification and exchange: Ensure good qualifications, their maintenance and further training opportunities. Establish a structure in which electrical specialists can exchange information regularly and as informally as possible and provide feedback from practical experience.
• Control hazards and access: Develop and evaluate all hazardous areas as part of a risk assessment. Restrict access in stages, define access regulations, document special danger areas, avoid working alone on electrical systems wherever possible and create clear safety principles and rules of conduct.
• Manage inspections, instruction and work equipment: Ensure standard-compliant inspections of equipment and systems as well as complete and regular employee instruction. Set up an instruction and work equipment management system that signals the need for action at an early stage and also includes work clothing and personal protective equipment.
• Strengthen your own role: Invest in your own further training, find out about innovations, exchange ideas with other chief responsible electrical specialists and attend seminars or congresses. Pass on this knowledge and get support wherever you need it.

Anyone who consistently pursues these starting points will turn CRES guarantor position organizational fault not into a liability case, but into a configurable framework: Electrical safety becomes an integral part of the company organization, which visibly increases safety and reliability.

Conclusion

The CRES’s position as guarantor is a key factor in ruling out organizational negligence in the electrical engineering sector. It requires structures to be clearly defined, responsibilities to be clearly defined and the safety of all work processes to be actively managed. If selection, instruction, monitoring and implementation are stringently organized, a reliable basis is created that reduces liability risks and strengthens operational stability. In this way, electrical safety becomes an integral part of a functioning company organization. TCS also offers the two-day Chief Responsible Electrical Specialist course for new CRESs as well as the option of external CRES and CRES consulting on an interim basis.

PS: Our recommendation: My book “Aufbau und Erhalt einer Elektrosicherheitsstruktur” is available as a regular paperback and as an ebook from specialist retailers, and as an audiobook from Audible and Spotify with a subscription.

FAQ on the CRES’s position as guarantor and organizational fault

What does the CRES’s position as guarantor mean?
The guarantor position describes the obligation assumed by the CRES to ensure a safe electrotechnical organization in their own area of responsibility. This responsibility applies to the designated person themselves and leads to direct personal liability.

When does organizational fault exist?
Organizational negligence arises if the company management or CRES violates its duty to structure processes safely. The decisive factor is whether selection, instruction, monitoring and implementation were appropriately organized and demonstrably controlled.

What types of organizational fault are there?
There are four forms: selection-related, instruction-related, monitoring-related and execution-related organizational negligence. They build on each other logically and each relate to different levels of operational responsibility.

Why is the CRES particularly relevant to liability?
The CRES has its own guarantor position in its specialist area. This means that organizational failures – regardless of the general corporate structure – can lead directly to their personal criminal liability.

How can CRES and company management avoid organizational fault?
Through clear responsibilities, complete assignments in the organization chart, qualified employees, regulated access structures, standard-compliant inspections, regular instructions and a functioning work equipment management system. Continuous exchange and further training support the effectiveness of these measures.

What role does documentation play?
Documentation not only serves as proof, but also as a control instrument. Incomplete, outdated or purely formal documentation does not help. The decisive factor is a structure that makes the need for action visible at an early stage.

Why is working alone on electrical systems critical?
Working alone increases the risk of serious consequences in the event of incorrect actions or accidents. A suitable organization ensures that hazardous areas are not entered alone and that a second person always ensures safety.

What significance does feedback from the field have?
Employees who work close to the ground recognize safety-relevant developments at an early stage. Well-structured feedback processes ensure that this information reaches the CRES reliably and is incorporated into the organization.

How traction batteries convince after the car in stationary and mobile applications – and what engineers and decision-makers need to pay attention to.

Why Second Life makes technical sense

Traction batteries are the most valuable and complex part of electric drives – and they age. At the end of automotive use, their condition determines the next step: reuse in the vehicle, reassignment to less demanding applications (“second life”) or dismantling/recycling. This path decision is not a gut feeling, but follows measurable parameters such as capacity, internal resistance and freedom from defects.

The rededication to stationary or semi-stationary storage (e.g. PV intermediate storage, construction site or emergency lighting supply) as well as mobile uses with moderate dynamics (e.g. industrial trucks) is particularly attractive. These categories – stationary, semi-stationary, mobile – structure the requirements and help with the selection of suitable batteries.

From the cell to the system: what really counts

Technically speaking, a battery is more than the sum of its cells. For safe operation, cell voltage, temperature and battery current must be continuously monitored; typical Li-ion cells operate around 3.6 V nominal voltage, with limit values that can lead to degradation and even safety risks if exceeded or undercut. A modern system includes modules with cell monitoring and balancing (CSC/ASIC), a control unit for SOC/SOH calculation and power management, (ev) high voltage contactors and current measurement – often redundant.

Why is this so important? Because the subsequent second-life load profiles (e.g. many flat cycles in grid operation vs. several hours of cycling in home storage) directly determine life expectancy, efficiency and safety – and therefore whether a used traction battery is suitable for the target profile at all.

Measuring instead of guessing: Determine SOC, DOD, SOH accurately

Solid condition diagnostics are the ticket to any reuse project. The state of charge SOC is the ratio of the currently charged Ah to the available capacity; the depth of discharge DOD is calculated as 100 % SOC. The state of health SOH is defined as the ratio of the current full capacity to the nominal capacity; below a typical threshold value of around 80 %, this is referred to as the end of the original service life (depending on the application).

From an engineering perspective, this means that no second-life release is possible without reliable SOH, SOC and internal resistance diagnostics – ideally with reproducible test procedures that map the target profile (currents, temperatures, cycle windows).

Understanding ageing – planning second life realistically

Ageing is not linear. It is influenced by temperature, current rates and cycle windows; the capacity curve typically flattens out slightly at first before falling more sharply. In second-life scenarios, application ranges above ~50-80 % residual capacity are often used (depending on the specific application) in order to have sufficient reserve for degradation in second use.

Pragmatic examples show that this works: From PV home storage systems to grid-supporting large-scale storage systems and semi-stationary solutions, there are real pilot and practical projects that successfully operate second-life batteries.

EOL-IS as a process concept: from expansion to commissioning

Reuse is a process, not a single step. An end-to-end process – from removal, diagnostics, disassembly/reassembly to integration, testing and commissioning – minimizes risks and costs. The systematic approach behind this: orderly evaluation, data-based assignment to the appropriate application and documented commissioning in the target system.

Engineer takeaway: Define the target use case first (e.g. PV shift vs. grid support). Then set limits for SOH, internal resistance, temperature window, C-rate and approved DOD. Only when the battery has passed these criteria will the conversion be economically viable – and remain safe.

Requirement profiles: stationary, semi-stationary, mobile – short & crisp

• Stationary (e.g. home storage, grid support): more even loads, focus on cycle stability, efficiency and calendar stability.
• Semi-stationary (e.g. construction site lighting): as stationary, but with relocation/transport capability – mechanical robustness and fast recommissioning are important.
• Mobile (e.g. industrial trucks/e-scooters): more dynamic power requirements, significantly higher peak currents – check internal resistance and thermal management particularly strictly.

Suitable batteries are selected on the basis of clear sets of parameters (including capacity, internal resistance, temperature and current range, permissible cycle depth, self-discharge).

Safety first: standards, architecture, operation

Safety comes from chemistry, architecture and operation: robust cell chemistry and system packaging, reliable BMS functions (monitoring, balancing, limit value/fault handling), defined shutdown paths (contactor/fuse), convincing thermal management – and operation that avoids temperature stratification, excessive C rates or unfavorable SoC media.

For stationary/industrial applications, IEC 62619 is the central safety standard at cell/battery level; it defines requirements and tests for the safe operation of secondary Li-cells in industrial and stationary applications. In Germany, VDE-AR-E 2510-50 addresses the safety of complete stationary Li-ion storage systems (BESS) – including requirements for design, protection concepts and operation. For transport and logistics, the UN 38.3 regulations apply, including the test summary obligation – relevant at the latest when shipping removed or repurposed batteries.

Note on qualification & voltages: Handling systems below 60 V (low/low volt) differs significantly in terms of obligations and hazards from low voltage/high voltage (typically ≥ 60 V DC). Qualification requirements differ accordingly according to German regulations; in the automotive environment, for example, DGUV Information 209-093 is established, and VDE/IEC regulations are also used in projects. These aspects belong in the operating and commissioning concepts, but are only mentioned here for the sake of completeness.

Data & transparency: where the journey is heading

The EU Battery Regulation (EU) 2023/1542 enshrines sustainability and transparency obligations over the entire life cycle. The battery passport – mandatory from February 1, 2027 for EV and industrial batteries 2 kWh, as a digital data record (QR-linked) on origin, composition, performance and use – is particularly important for second-life projects. This makes condition assessment and integration into new applications much easier.

Engineering consequence: Anyone planning second life today should design data models and interfaces in such a way that future battery fit information (cycles, temperature history, repairs, measurement data) can flow seamlessly into the suitability test and the BMS of the target system.

Mini guide for the technical suitability test

1. Define use case: Stationary (PV shift/control power), semi-stationary (temporary supply), mobile (drive/forklift truck). Document load profile.
2. Record status: SOH (≥ threshold), SOC window, internal resistance, temperature behavior, fault memory.
3. Define system limits: DOD, C-rates, temperature window, permissible imbalance, contactor/fuse design.
4. Check safety concept: Conformity with standards (IEC 62619 at battery level; VDE-AR-E 2510-50 at system level if applicable), protection paths, fault reactions.
5. Integration & test: BMS connection (SOC/SOH models), balancing strategy, thermal verification in the target profile, acceptance test incl. documentation (also with regard to UN 38.3 transport).

Practical examples – what is important in each case

• PV home storage (stationary): relatively uniform energy consumption with weather-related variations → cycle stability, high round-trip efficiency, robust thermal performance.
• Grid support/peak shaving (stationary): many short load peaks, high demand for low-loss energy transmission and fast controllability.
• Construction site lighting (semi-stationary): repeated assembly/dismantling, changing environment → mechanical robustness, simple commissioning, tolerant thermal conditions.

Conclusion: Second Life can bring a lot, but should be run carefully and purposefully

Second life is technically worthwhile if the data, design and discipline are right. Those who accurately determine the state variables (SOC/DOD/SOH), honestly simulate the target profile and consistently implement standards and safety concepts will obtain economical storage systems with calculable risk – whether in home storage, grid support or semi-stationary applications. The good news is that practical experience and pilot projects are demonstrating feasibility; the next evolutionary stage – battery passport – will further accelerate second life because it will bring transparency and suitability tests that can be automated.

Briefly summarized for electrical engineers and foremen:

• Technology: BMS monitoring, clear limit values, application-oriented system design.
• Safety: Keep an eye on IEC 62619/UN 38.3/VDE-AR-E 2510-50; plan protective paths.
• Qualification: Below 60 V ≠ (ev) high voltage – different hazards, procedures and qualification requirements (e.g. in accordance with DGUV-I 209-093, VDE/IEC).
• Future: Digital data depth (battery pass) makes second life more predictable – use it!

Anyone who works with (ev) high voltage systems bears responsibility for the safety of people, the environment and operations. Solid training – such as battery diagnostics and the specialist high voltage ( ev ) at TCS – is the first step.

PS: Our recommendation: Our free(REALLY free, even WITHOUT having to provide an email address!) paper “6 things you need to know in advance about the high-voltage qualification of your employees” is available here (click).

Law, technology and safety combined – what the Seveso and accident regulations mean for modern battery technology.

Seveso (EU) and the Hazardous Incident Ordinance (DE) are not “chemistry-only” issues. They apply wherever hazardous substances are present in relevant quantities – i.e. also in battery production (electrolyte, solvents), in test laboratories, in stationary BESS and in recycling. For electrical engineers, the clever dovetailing of system design, electrical protection concept, substance management and safety organization is decisive for approvability, availability and fire protection – and thus for economic efficiency.

1) What it’s all about – and why it directly affects electrical engineering

The European Seveso Directives regulate the prevention of major accidents involving hazardous substances and the limitation of their effects. In Germany, they are implemented via the 12th BImSchV (Major Accidents Ordinance). Seveso II (96/82/EC) replaced Seveso I; today Seveso III (2012/18/EU) applies, which replaced Seveso II and, among other things, adapted it to the CLP classification. This means that it is not facility types that count, but operating areas in which hazardous substances reach the quantity thresholds according to the Annex; then graduated obligations from the basic obligation to the safety report, alarm/hazard prevention planning and official on-site inspections apply.

Electrotechnical reference: In battery production, large quantities of flammable solvents (e.g. NMP substitutes in cathode/anode coating, washing/cleaning media) and electrolytic liquids are produced; in stationary storage systems (BESS), energy-rich modules are concentrated in housings/rooms; in recycling, hazardous reaction gases can be produced during thermal/chemical decomposition. Whether your site falls within the Seveso scope is determined by the accumulation of hazardous substances in the operating area – regardless of whether the focus is mechanical, electrical or chemical.

2) Duties translated for battery projects

Corporate policy & safety management

Seveso requires an integrated safety concept and a “state of the art” safety organization – with clear responsibilities, maintenance processes, change management (MOC), training and consistent accident/near-accident evaluation. For electrical engineering managers, this means that safety functions (BMS limit values, insulation monitoring, shutdowns, ATEX protective measures, fire protection) must be anchored in the organization and effectively demonstrated.

Safety reports & distances

If the thresholds are exceeded, safety reports, alarm/hazard prevention plans and, if necessary, spatial distances to areas worthy of protection must be submitted. For BESS, for example, this means Fire scenarios, thermal runaway events (propagation), smoke/HF release as well as extinguishing and smoke extraction concepts must be plausibly calculated and interlinked with the electrical design (zoning, current limitation, shutdown logic).

Role of the incident officer

The incident officer advises the operator, monitors compliance with the specifications, reports defects immediately and reports annually – expertise and reliability are regulated. In electrical engineering companies, his active interface with electrical planning, maintenance and operation is crucial.

3) Battery production: from “chemical” risk to electrotechnical implementation

Coating & drying: Solvent-based slurries and electrolyte handling require explosion protection and fire protection concepts. For electrical engineering, this means ATEX-compliant equipment in relevant zones, safe shutdowns, functional safety (SIL/PL) for ventilation, extraction, oven/dryer and interlocked energy supplies. Seveso obligations require proof that technical and organizational measures are suitable for preventing or limiting incidents.

Forming & testing: Exothermic risks arise during initial charging; electrical systems must provide robust current/voltage limits, monitor cells and disconnect them safely in the event of a deviation. The BMS function is relevant to safety here: Limit values, balancing, fault management and emergency shutdown are documented and taken into account in exercises/alarm plans. (For technical standard environments, see chapter 6.)

Power supply & earthing: High short-circuit power in test benches/strings requires selectivity, arc-proof switchgear, equipotential bonding and insulation monitoring. Seveso also requires quality-assured maintenance – inspection plans, test levels, approvals – and the documentation of changes.

4) Stationary BESS: Seveso meets system and electrical safety standards

There are special safety standards for grid-integrated storage systems that combine with Seveso obligations to form a consistent overall concept:

• IEC 62933-5-2 (Safety for grid-integrated electrochemical ESS): System approach for personal and environmental protection – including electrical, mechanical and fire protection design.
• VDE-AR-E 2510-50: German application rule for stationary Li-BESS – Requirements for installation, operation and testing (widely referenced in projects).
• NFPA 855: Installation standard for ESS (USA), increasingly cited as best practice – chapters on Li-Ion, clearances, room layout, detection, fire compartments.

Classification: Seveso evaluates hazardous substance quantities and requires the management of major accidents. The standards mentioned define technical details (e.g. distances, spatial criteria, tests such as UL 9540A in the US environment). In practice, both levels are combined: Scenario and substance balance according to Seveso → technical implementation with IEC/VDE/NFPA.

5) Battery recycling: different process routes, same principle

Flammable/reactive gases, acids/alkalis and fine dusts are produced during mechanical, thermal or hydrometallurgical digestion. This increases explosion and fire hazards as well as toxic risks. Seveso requires the same logic for this: check quantity thresholds, define the operating area, draw up alarm/hazard prevention plans, schedule safety reports and on-site inspections. Important in terms of electrical engineering: Dust EX protection, ignition source-free drives, electrical infrastructure with safe disconnection and earthing.

6) Qualification & voltage levels – when it’s more than just cell production

In practice, there are different protection and qualification requirements depending on the voltage level: different rules apply below 60 V DC (extra-low voltage/low-voltage) than in high-voltage systems. For vehicles and related HV (ev) environments, DGUV Information 209-093 describes the qualification and minimum content – from safe operating modes to working in a de-energized state. This logic is applied analogously in many companies for stationary systems and test stations (legally, the specific application is always decisive). So when it comes to entire HV (ev) battery systems instead of just low-voltage modules or individual cells, this also becomes relevant.

7) What authorities expect today – “integrated security” in concrete terms

State-of-the-art safety technology means: continuous adaptation to regulations, approval requirements, official monitoring, open flow of information, training and organization in the event of changes. This is precisely where electrical engineering has many levers: from release logic (hot work, switching measures) to functional safety (SIL/PL) and e-maintenance & test cycles. Near misses are systematically evaluated; safety management assigns clear responsibilities – the incident officer provides technical support and reports.

8) Difference to the automotive world – same cells, different boundary conditions

Even if cell chemistries (LFP, NMC etc.) are similar, the Seveso setting differs: In automotive traction, mass/volume and crash safety are the main focus; in production/recycling/BESS sites, substance quantities and room concepts (storage, process rooms) dominate. This results in other protection goals: e.g. greater distances, fire compartments, smoke extraction, emergency ventilation, fault current limitation and energy/gas-carrying barriers, which must be verified in the safety report.

9) Looking ahead – secure systems through technology and management

Trend 1: Standardization fine-tuning. International/European standards (IEC 62933-5-2, EN IEC 62619, VDE-AR-E 2510-50) are being updated and sharpen requirements for safety functions, tests, clearances and fire management. NFPA 855 acts as an international reference for layout/fire protection.

Trend 2: Chemistry & architecture. Higher proportion of LFP in stationary applications reduces thermal escalation risks; segmentation, rack fire load limitation and propagation tests (e.g. 9540A-based methods in the US environment) improve structural and electrical protection.

Trend 3: Systemic resilience. Authorities are placing greater emphasis on on-site inspections and publicly accessible information on risks/emergency planning; operators are professionalizing incident/alarm drills and dovetailing BMS telemetry with building and hazard management.

Conclusion: Thinking Seveso means thinking “electrical safety system”

The following applies to battery production, stationary ESS and recycling: Seveso/incident law addresses the major risks – and electrical engineering provides central protective functions. Those who check early on in the project whether and how quantity thresholds are reached and closely interlink safety management with electrical protection and control functions will master approval, operational safety and availability. In practical terms, this means

• Material balance & scenarios (electrolyte, solvents, reaction gases) → Clarify operating range and obligations.
• Technology & organization as a unit: BMS limits, shutdown, ATEX protection, fire protection, MOC, exercises.
• Use standards: IEC 62933-5-2, VDE-AR-E 2510-50, (where appropriate) NFPA 855 for system/layout safety.
• Note qualification: Distinguish between below/above 60 HV (ev) DC; for vehicle HV, DGUV 209-093 is the standard – the logic is transferable to related environments.

This turns a “chemical regulation” into an electrotechnical management tool: for safe, permit-proof and economical battery locations – from the cell to the megawatt storage system. Anyone who works in the field of (ev) high voltage systems bears responsibility for the safety of people, the environment and operations. Solid training – for example on battery diagnostics and the specialist high voltage ( ev ) at TCS – is the first step.

PS: Our recommendation: Our free(REALLY free, even WITHOUT having to provide an email address!) paper “6 things you need to know in advance about the high-voltage qualification of your employees” is available here (click).

The most important information on BKW from the new VDE V at a glance

• Schuko permitted: Operation via normal earthed socket outlet permitted if device + installation are suitable.
• 800 W feed-in power: Inverter may feed a maximum of 800 W / 800 VA into the domestic grid.
• 960 W module output with Schuko: PV modules together may have up to 960 Wp if a normal Schuko plug is used.
• Up to 2,000 Wp with energy plug instead of Schuko: Higher module output possible if a special energy plug is used (e.g. Wieland). ATTENTION, applies to the module power, not the inverter power!
• Integrated safety: Among other things, the standard requires disconnection on the mains side, residual current monitoring and overtemperature protection.
• No multiple sockets: connection via Schuko only to a fixed wall socket.
• Stable installation: Fasten modules securely, firmly and mechanically stable.
• Pay attention to tested devices: Give preference to devices with VDE conformity and complete documentation.
• Check briefly at regular intervals: Check the socket, plug, cable and holder visually from time to time.

A new safety standard for plug-in solar: VDE V 0126-95 is coming

Low-power plug-in solar devices – known as “balcony power plants” – are on everyone’s lips, and almost all balconies, allotment gardens and sometimes even garages. They also provide tenants and homeowners with an uncomplicated introduction to private power generation. However, as they become more widespread, the need for clear technical regulations is also increasing. This is where the new VDE V 0126-95 comes in: a preliminary standard that defines uniform safety requirements and test principles for these devices for the first time.

For citizens, this means more security and transparency. For electrical specialists, it also provides a new, important basis for work and argumentation in the field of photovoltaics, building technology and grid security. And simplicity too: thanks to the confirmed use of Schuko plugs and an increased module output of 960 watts (previously 800 watts).

What does the new pre-standard VDE V 0126-95 regulate?

The pre-standard comprehensively describes the safety features that plug-in solar devices must have before they can be used in households.
These include, among others:

• Requirements for parallel grid operation
• Protective measures against electric shock
• Specifications for thermal safety
• Test requirements for inverters and energy connectors
• Mechanical requirements, e.g. for mounting and protective housing
• Behavior in the event of mains faults and switch-off conditions

This is the first time that it has created a clear technological level to which manufacturers, installation companies and testing institutions can orient themselves.

Why is it a PRELIMINARY standard – and not a final standard?

The term “pre-standard” may understandably cause many readers to frown. Therefore, let us briefly explain:

Standard

A standard is a fully elaborated, consensus-based document that is considered the technically binding “state of the art”.

Pre-standard (VDE V)

A pre-standard is published if:

• the topic is new and dynamic,
• European requirements are still in progress,
• or existing standards cannot initially be supplemented “collision-free”.

It is relevant in practice, but not yet final. A preliminary standard is regularly reviewed and can later be developed into a fully-fledged standard.

What does this mean in practice?

A pre-standard is not “provisional in the sense of uncertain”, but represents a functional and recognized state of the art for new technologies – especially where conventional standards would require several years of development.

Significance for citizens: more security, more clarity

The pre-standard has several advantages for end users:

• Devices that comply with this standard fulfill clearly defined minimum requirements.
• Risks such as overheating, impermissible regeneration or faulty disconnection are reduced.
• The connection by an electrical specialist can be safely evaluated and documented.

In short, the operation of a balcony power plant is becoming technically more transparent – and safer.

Why does it make sense to connect higher module peak outputs if the inverter only feeds or is only allowed to feed 800 W?

At the moment when the sun shines on our solar module at the optimum angle at the optimum temperature, unshaded and cloud-free, we are actually not using the full power of our solar module, that is correct. But in the moment (i.e. all other moments) in which our solar module does not deliver its optimum output, we have the advantage because our 960 W module might just deliver 780 W, while an 800 W module would only deliver 650 W. This is not a problem for the inverter even at peak power, we simply do not use everything at these moments. The decisive factor for the inverter is the output power of 800 W AC and the permissible DC input power corresponding to the rated power of the solar module (e.g. 2000 Wp).

Importance for electrical specialists: New tasks in the PV sector

VDE V 0126-95 is an important tool for electrical specialists.

1. Clear test basis

The pre-standard makes it possible to assess more clearly whether an appliance can be operated safely.

2. Evaluation of the building installation

Even if plug-in solar devices are designed for the end user:
The responsibility for the permanently installed building electrics remains with the specialist.
The pre-standard does not exempt from testing:

• Cable dimensioning
• Protective organs
• Suitable sockets
• Risk assessment for older systems

3. Grid compatibility and switch-off conditions

Compliance with correct shutdown times and grid protection parameters remains a central component of the specialist assessment.

4. Consulting and documentation

Electrical specialists can citizens in the future:

• certified devices,
• Evaluate installation routes,
• Explain risks,
• and secure connection options.

This means that the electrical specialist remains the central point of contact for private photovoltaics.

Why the new pre-standard is a small milestone for electrical safety

VDE V 0126-95 is more than just a set of technical regulations.
It is a step towards a future in which decentralized energy generation is part of everyday life – and yet must remain secure.

It closes a previously gaping hole:

• Citizens want to generate energy easily.
• Manufacturers need a clear framework.
• Chief responsible electrical specialists need a reliable basis in order to be able to carry out their responsibilities professionally.

The new pre-standard makes it possible to define the interaction.

🎓 Conclusion:

For end users, this means more orientation and security.
For electrical specialists: a standardized basis for correctly assessing installations, minimizing risks and maintaining a professional level of electrical safety in the home.

With this pre-standard, private photovoltaics is coming of age – and the role of the electrical specialist is more important than ever.

Our free ( REALLY free, even WITHOUT having to enter your e-mail address! “5 things you need to be clear about before you qualify and deploy your employees for electrical work.” is available here (click).

If you would like to know more about the different roles, in particular those of the EiP, ESfdt, ESfdt and especially those of the CRES and their interaction, I recommend our publications, for example the audio book “Die Verantwortliche Elektrofachkraft: CRES-Struktur und Betriebliche Elektrosicherheit für Unternehmer, Fach- und Führungskräfte”. Information and sources of supply can be found on the usual audiobook portals and on the homepage tcs-engineering.de

From peak power in trains to zero emissions in ports – what engineers need to know about safety, BMS and system design.

Electrified off-road applications are growing rapidly – from shunting locomotives to harbor tugs. This technical article summarizes the tough technical guidelines for lithium-ion battery systems in aerospace, rail and marine applications – with a focus on design, operational safety and the standards environment.

1) Application scenarios and load profiles – what the application specifies

Experts outline “further areas of application” for (ev) high voltage where recuperation, hybridization and the significantly higher performance of Li-ion compared to lead-acid offer real system advantages. Typical examples: frequent acceleration/braking in rail transport, lifting/lowering of port cranes, battery-buffered diesel-electric drives (e.g. locomotives, cranes, ships) and tractors on airport aprons.

Implications for the load profile:

• Rail: High cyclical power requirements with recuperation peaks; on electrified lines, feeding power back into the grid is often more energy-efficient – batteries are particularly worthwhile on non-electrified sections or for peak shaving/start support. Rail vehicles also require classic IEC/VDE qualification and consideration, and are explicitly NOT included in the scope of DGUV I 209-093.
• Ships/sea: Hybridized diesel-electric systems allow downsizing and operating point optimization of the combustion engine, batteries buffer manoeuvring and hotel loads; at berth, shore power/batteries can reduce emissions. The options for purely electric drives are also increasing, especially for small boats and ships. An analogous application of DGUV I 209-093 is certainly envisaged here. However, despite many similarities, the classic diesel-electric drive should not be confused with a hybrid drive.
• Airside (aviation ground operation): Apron tractors/tugs benefit from high power density and frequent short charging cycles.

Conclusion: Each sub-segment dictates its P/E target (power/energy ratio) and thus cell chemistry, modulation and thermal/BMS design.

2) Cell and system design: from the chemistry to the pack

Cell chemistry & architecture. Experts emphasize that Li-ion covers the specific energies required today for mobile and stationary heavy-duty applications – far beyond classic lead systems. This opens up application windows that were previously “not applicable” (e.g. e-drives in ports/rails).

Pack topologies. Diesel-hybrid drives typically integrate the storage system as a power buffer (short-term high C rates), not as long-term energy storage. This influences:

• Cell selection (low internal resistance, robust high-current capability),
• Module/pack contacting (low contact resistance),
• Thermal (locally high heat flows with short power pulses).

Stationary vs. mobile in industrial use. Where there is no grid connection (island solutions), energy storage systems are classified according to discharge rate (time window) and storage capacity; this determines dimensioning and operating strategy.

3) Thermal management and safety – the non-negotiable basics

Control heat flow. Rail vehicles (short distances, recuperation peaks), port maneuvers and airside tugs generate dynamic load changes; the thermal architecture must:

• Minimize hot spots (homogeneous flow/contacting),
• limit ageing-relevant temperature gradients,
• Provide fail-safe strategies for cooling failure.

Abuse robustness & system protection. Mature safety/performance tests exist for road vehicles (IEC 62660-1/-2, ISO 12405, etc.). For marine, aviation and aerospace applications, the standardization overview explicitly points out that dedicated standards must be developed/established – i.e. manufacturers and operators must now take particular care to define their own safety specifications from cell to system level and harmonize them with authorities/acceptance.

Transport safety as a context. Even the transportation of used/defective batteries is subject to strict dangerous goods regulations; defective energy storage systems are in some cases completely prohibited in air freight (IATA/ICAO) (special provision A154). These regulations underline the level of safety required in aviation-related applications, including during operation.

4) BMS functions: from recuperation to protection logic

Monitoring & protection. In all three domains, cell voltage/temperature monitoring, current limiting, balancing and fault detection are basic requirements. For road vehicles, the testing/verification landscape is detailed (ISO 12405, ISO 6469-1, etc.); marine/air-specific verifications are being developed – resulting in a higher integration/verification effort on a project-specific basis (e.g. fire compartments, SHIP/AERO conformity).

Performance management.

• Rail: BMS must safely accept high recuperation currents (state-of-charge window, temperature window) and actively prevent overcharging.
• Ships: load jumps during maneuvering; BMS orchestrates battery↔generator to keep diesel in efficient range and reduce noise/emissions.
• Airside: Many short cycles/downtimes → pragmatically optimize SoC window and intermediate charging.

5) Mechanics & integration: Vibration, shock and environmental influences

Rail: Permanent vibration/shock requires robust module mounts, defined cable paths and connector systems with vibration protection; air flow must remain stable even in a contaminated environment (close to the station/particles). (Motivation: described in the text as dynamic applications with frequent acceleration/deceleration).

Ships: Exposure to corrosion/salt spray, condensate and confined engine rooms should not be underestimated and are an argument in favour of encapsulated, serviceable packs with condensate drainage and IP protection concept; shore power connection for port laytime minimizes emissions.

Airside: Wide temperature ranges, dust/FOD; short service windows → modular, easily exchangeable packs.

6) Difference to road vehicles – short and precise

• Standards environment: Performance, abuse and safety requirements are standardized in detail for electric road vehicles (IEC 62660-1/-2, ISO 12405, ISO 6469-1, ISO 6469-3). A complete catalog of standards must be “established” for ship/air/space travel – i.e. more project-specific derivations, approval and acceptance processes.
• Load profile: car/bus → mixed driving profile; rail/sea/airside → clear peak/recu focus or hotel loads/maneuvers.
• Integration: Road vehicles use established platform packages; marine/rail/airside require more customized installation spaces, protection types and maintenance access.

7) Operation, maintenance, service life

Operating window: Tightly controlled temperature and SoC windows reduce ageing – especially for high-performance profiles with many short charge/discharge pulse sequences.

Maintenance & interchangeability: Modularity and rapid interchangeability (e.g. airside fleets) increase availability; in port/rail, standardized assemblies facilitate condition diagnostics and warehousing.

Energy/charging management: On tracks with overhead lines, regenerative braking is often more efficient; batteries primarily take on buffer/peak tasks or serve as hybrid energy storage in non-electrified sections.

8) Safety by design: layered model instead of individual measures

The source implies a multi-layer concept: cell selection ⇢ module mechanics ⇢ pack fuses ⇢ BMS shutdown ⇢ thermal ⇢ installation environment. IEC/ISO already specify Abuse tests for road vehicles – for ships/aviation, the systematic transfer to the domain standards is the central task (fire protection sections, evacuation routes, smoke/gas routing, etc.).

Consider the transport and logistics chain. Strict dangerous goods regulations apply even before commissioning; damaged batteries, for example, are excluded from air freight – this is part of comprehensive safety planning (repair, return transport).

9) Compact practical guide (engineering check)

1. Load analysis: record peak power, recuperation profiles, hotel loads, cycle types. (rail/port/airside.)
2. Define P/E target: High-performance buffer vs. energy carrier → Derive cell selection/configuration.
3. Design thermals: Worst-case pulses, homogeneity, fail-safe for cooling defects.
4. BMS logic: limits, balancing, recuperation assumption, error modes.
5. Mechanics & environment: Vibration/shock (rail), salt/condensate (sea), dust/FOD (airside).
6. Standards & approval: Existing IEC/ISO for road vehicles as reference; derive marine/air-specific requirements on a project-specific basis, as standards catalog “under construction”.
7. Operating concepts: SoC window, fast charging window, interchangeability, regeneration strategies.

10) FAQ

1. Where are lithium-ion batteries used outside of road traffic?

Increasingly in rail vehicles, ships and aircraft ground vehicles (airside tugs). Typical applications include hybridized diesel-electric systems, shunting locomotives, port cranes and airport tractors.

2. How do the load profiles of these applications differ?

• Rail: High cyclical power requirements, recuperation peaks, partial grid regeneration.
• Ships: Strong load jumps during maneuvering, hotel loads, emission reduction through shore power.
• Airside: Short, frequent charge/discharge cycles and fast charging windows.

3. Which cell chemistries and system designs are suitable?

Li-ion systems offer the required specific energy and performance. The decisive factor is the P/E ratio:

• Power-oriented (e.g. hybrid buffers in locomotives) → low internal resistance, high C-ratios.
• Energy-oriented (e.g. long-term operation at sea) → high energy density, optimized cooling.

4. What role does thermal management play?

Homogeneous temperature distribution is critical. Systems must avoid hotspots, minimize ageing and include fail-safe concepts for cooling failures.

5. How do the safety standards differ from those in road traffic?

Mature standards exist for cars and buses (e.g. ISO 12405, IEC 62660-1/-2, ISO 6469-1).For ships, aviation and rail, on the other hand, many standards are still being developed – here manufacturers must develop project-specific safety certificates and approvals. DGUV I 209-093 can be applied analogously for electrified boats; this is only possible to a limited extent for large ships.

6. Which BMS functions are indispensable?

Monitoring of cell voltage, temperature and current, balancing, fault detection and recuperation management. The BMS is the central protection and control instance of the system.

7. What environmental influences need to be taken into account?

• Rail: Permanent vibration, dust, shock load.
• Ships: Corrosion, salt, condensate – require encapsulated, maintainable systems.
• Airside: Wide temperature range, dust, FOD – modular design recommended.

8. How is security achieved in the overall system?

Through a layered concept: from cell selection to packing mechanics, fuses, BMS shutdowns and thermal management through to the installation environment.
Transport and dangerous goods regulations must also be taken into account (e.g. IATA Special Provision A154).

9. Which maintenance strategies make sense?

Modular assemblies, quick replacement and narrow operating windows (SoC, temperature) extend the service life and ensure high availability – especially in fleet operation.

10. What is the most important conclusion for engineers?

Those who develop systems based on the load profile, prioritize thermal and BMS as safety-critical and take the standards and transport regime into account at an early stage will achieve safe, efficient and sustainable solutions – from peak power in trains to zero emissions in ports.

11) Conclusion

Lithium-ion batteries have a wide range of applications outside of road transportation: Hybridized or hybrid-like diesel-electric drives in rail and shipping, low-emission port/airport logistics and buffer functions in non-electrified sections. What they have in common is a power- and thermal-driven design with a robust BMS – but with different levels of maturity in terms of standards: while electric road vehicles have mature IEC/ISO test catalogs, the marine, aviation and aerospace sectors still need to establish dedicated standards and ensure project-specific compliance. Those who consistently think about their design in terms of the load profile, prioritize thermal/BMS and plan the approval/transport regime at an early stage will achieve safe, efficient systems – and use precisely those strengths that made Li-ion possible in these domains in the first place.

Note on the source basis: The statements summarized here are based on the sections on “Fields of application/other areas of application” (incl. port/rail/airport) and the overview of standards, which lists a catalog of standards yet to be established for shipping/aviation/space travel.

Anyone who works with (ev) high voltage systems bears responsibility for the safety of people, the environment and operations. Solid training – such as battery diagnostics and the specialist high voltage ( ev ) at TCS – is the first step.

PS: Our recommendation: Our free(REALLY free, even WITHOUT having to provide an email address!) paper “6 things you need to know in advance about the high-voltage qualification of your employees” is available here (click).

BB, BFK, BE: The requirements of OEMs and major customers when dealing with (ev) high voltage batteries seem to be growing for many partners along with their spread in vehicles and industrial applications, as does the responsibility of those who work with these energy storage systems: Whether in production, development assembly or logistics. Terms such as battery assessor (BB), battery specialist (BFK) and battery expert (BE) are cropping up more and more frequently – but what exactly distinguishes them from one another?

Battery diagnostics – the basis for battery specialists

Battery diagnostics is a one-day course that forms the basis for all further qualifications in the battery sector. It covers the thermal and thermochemical hazards of a battery in detail – in other words, those aspects that go beyond purely electrical safety.

Participants learn to assess batteries professionally, particularly with regard to transportability and possible risks following mechanical damage. This makes battery assessment the essential basis for working as a battery specialist later on. The content is in the name: it is about the diagnosis, i.e. the professional assessment of the battery’s condition.

Battery specialist – decision-making competence in handling batteries

Anyone wishing to qualify as a battery specialist completes an additional day of training. Together with battery diagnostics, this results in a two-day course that builds on sound prior knowledge – either directly as a two-day battery specialist course or as a single training day on top.

Another prerequisite is a level 2E SHV qualification in accordance with DGUV Information 209-093 (Specialist high voltage (ev) ev). Only with this pre-qualification can a person become a battery specialist.

The battery specialist then has the expertise and competence to safely assess batteries – in particular to decide whether a battery is OK (OK) or not OK (not OK). Battery specialists are therefore required for the professional and proper handling of HV (ev) batteries in logistics alone. They therefore form the crucial link between technical analysis and operational decision-making.

Battery expert – the highest level of expertise

The battery expert goes one step further. He or she can not only assess the battery to determine whether it is in order (OK and not OK), but also how to proceed with a defective or abnormal battery.

This role requires an adequate understanding of not only electrical hazards (by the SHV) but also chemical and thermal hazards (by the BFK and the BE). In particular, this involves safety-related contexts and practical experience in dealing with different types of batteries. Battery experts are therefore in many cases the central point of contact for questions regarding risk assessment, storage, disposal or reuse of batteries.

Why does the TCS catalog only include battery diagnostics, even though TCS offers both battery diagnostics and battery specialist training?

Technology Consulting Solutions GmbH employs its own battery experts and also offers full training in battery expertise.

However, the public training catalog only includes battery diagnostics. The reason: To qualify as a battery specialist, detailed background knowledge of the respective battery is required – information that only the customer can and must provide.

In many cases, this knowledge is confidential and is only shared following confidentiality agreements (NDA). Some companies therefore take on the second part of the training internally or have it carried out by TCS after concluding appropriate agreements.

With the inclusion of battery diagnostics in the catalog, TCS remains true to its policy of only offering what can be implemented without restrictions and in the highest quality.

BB, BFK & BE competence allocation at a glance

Qualification	Level	Competence focus	Typical task
Battery diagnosis	Basis for diagnosis	Fundamentals, thermal and chemical risks	Preparation for assessing the battery for transportability and condition
Battery specialist	Practical findings	Decision-making competence, O.K./n. O.K. O. assessment	Assessment of the battery for transportability and condition and documentation of the battery condition
Battery expert	Decision	Further expertise and case-specific decision-making competence	Decision on further measures for defective batteries

Conclusion

The battery diagnosis forms the basis, the battery specialist the decisive authority – and the battery expert ultimately the highest level of competence in the battery sector.

Anyone who works in the field of (ev) high voltage systems bears responsibility for the safety of people, the environment and operations. Solid training – for example in battery diagnostics and as a specialist for (ev) high voltage at TCS – is the first step.

PS: Our recommendation: Our free(REALLY free, even WITHOUT having to provide an email address!) paper “6 things you need to know in advance about the high-voltage qualification of your employees” is available here (click).

Why internationally and globally operating OEMs and suppliers for the German market need DGUV I

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Access to the German market starts with compliance

Any international OEM or supplier that wants to supply components or systems for electric vehicles to German manufacturers must offer more than just technical excellence: They must meet the legal and safety requirements of the target market.
DGUV Information 209-093 is the authoritative standard in Germany for the safe handling of ( ev ) high voltage systems in development, production and service. Without the appropriate proof of qualification, employees are not permitted to carry out any work on HV (ev) systems – neither on prototypes nor on series production vehicles.

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What the DGUV I 209-093 regulates

DGUV I 209-093 defines the knowledge and skills that specialists must have in order to work safely on ev) high voltage systems. It describes the different qualification levels (Level 1E, 2E and 3E) and specifies which activities are permitted in each case.
For international companies that want to become active on the German or European market, this means that their engineers, technicians and production staff must be demonstrably trained and certified on the basis of this standard.

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Why this training is essential for global suppliers

German automotive manufacturers and system suppliers are increasingly checking compliance with DGUV I 209-093, ISO 6469-3 and UN-ECE R100 as part of their supplier approval process. Those who cannot demonstrate the required qualification risk project delays or even exclusion from audit procedures.
With HV (ev) training in accordance with DGUV I 209-093, international companies ensure the necessary compliance, increase their chances of market approval and strengthen the trust of potential clients.

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Training solution for international teams

Technology Consulting Solutions GmbH (TCS Engineering) offers a fully accredited training program for high voltage qualification according to DGUV I 209-093 – in English and German, online and available worldwide.
The training courses teach all safety-relevant content up to and including Level 3E (live line work in development & production) in a practical manner and conclude with a certified certificate that is recognized for both internal audits and external examinations.

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Conclusion

(ev) high voltage qualification in accordance with DGUV I 209-093 is not a national detail, but a decisive key to market access in Germany and Europe.
If you want to be successful as an international supplier or OEM in the long term, there is no way around this legally compliant qualification. For us, the topic of international issues is definitely part of the standard of high-quality (ev) high voltage training.

PS: Our recommendation: Our free(REALLY free, even WITHOUT having to provide an email address!) paper “6 things you need to know in advance about the high-voltage qualification of your employees” is available here (click).