IAMI’s Revision

IAMI’s Electrical

Switchboard & Safety

1.

a) An insulated distribution system is one in which main generators neutral point is kept away from
the ships hull. Insulated neutral systems are preferred on low voltage ships operating at 440V AC.
b) Earth faults can be located by the process of elimination. Power is switched off to a certain area in
a pre-determined order – personnel in the area must be alerted before doing so – and someone
keeps an eye on the fault monitor until it clears. Once the general location has been found, go
there and conduct an insulated resistance test to locate the exact location.
c) Risk assessment must be conducted by the competent person to put in place control
measures.
Electrical circuits to be investigated will be safely isolate.
Safe isolation means switching off the power, locking it in place with a safety lock and
posting appropriate notices; caution if dead and danger if live work.
2.
a)Reverse power trip relay.
Overload trip relay.
Preferential trip relay.
Under/Over frequency trip relays.
Under/Over voltage trip relays.
Short circuit protection.
b) An earth fault is when electrical current flows to the ships hull. This is due to a weakness in insulation
whereby insulation can no longer contain the electrical current. When two earth faults occur, it can lead
to a short circuit which may lead to fire and explosions.
3.
a) Risk assessment must be conducted by the competent person to put in place control measures.
Appropriate PPE worn.
Electrical circuits to be investigated will be safely isolate.
Safe isolation means switching off the power, locking it in place with a safety lock and posting appropriate
notices. Caution if dead and danger if live work. Equipment is proved dead.
b) Appropriate barriers put in place. Rubber mats under feet. Another competent engineer is present.
4.
a) The fuel tank level.
Check the batteries.
Check the lubricating oil level.
Check cooling water level.
Check turbocharger oil level.
Check for any general leaks.
b) Start emergency generator and allow it to run up.
Check the generator for any abnormal behaviour such as leaks, vibrations and noise.
Check the running parameters for the prime mover and alternator.
Simulate a black out to check the generator I connected with the emergency switchboard in no more than 45
seconds.
A portion of emergency load (say 50%) is put on the generator and is allowed to run for a given period (30
mins) to see if the generators running parameters are holding up.
5.
a) Overloading, Insulation failure, Misuse
b) You decide whether it is possible to make the equipment dead.
If not possible, do a risk assessment to put in place appropriate control measures to identify hazards.
Appropriate PPE must be used.
A competent engineer must be present with the person working.
Safety barriers must be put in place.
Rubber mats are put in place.
Appropriate notices are placed to warn other personnel.
A permit to work must be issued before work can begin.
6.
a) When current flows to earth, which on ship is the hull.
b) Excessive damage, Water entering motor, Insulation damage, Surface dirt.
c) The ships structure has become “live” risking the potential for a dead-short between multiple phases
leading to a potential black-out situation.
High Oscillating currents throughout the ships structure, may cause over- heating and sparking very dangerous
on ships with dangerous cargos.
Reduced effectiveness of over-current protective devices, due to a reduced potential difference
d) Earth faults can be located by the process of elimination. Power is switched off to a certain area in a pre-
determined order – personnel in the area must be alerted before doing so – and someone keeps an eye on the
fault monitor until it clears. Once the general location has been found, go there and conduct an insulated
resistance test to locate the exact location.
7.
i) Reverse power trip: is fitted to avoid the loss of electrical power and possibly damage to the
generating set. Reverse power – also known as motoring – occurs when generator instead generating
power consumes power. In case of a generator motoring, the healthy generator will not be able to cope
with the electrical load of the motoring generator AND ship’s electrical load and therefore due to
overload healthy generator will tend to trip.
ii) Under voltage: protection is fitted to prevent the circuit breaker of a dead generator to be closed
on to a live bus bar. Closing a dead generator on a live bus bar will be equal to a three-phase short
circuit fault.
iii) Main circuit breaker overcurrent: protection is fitter to prevent the generator from damages
of overcurrent – current above full current rating of the generator.
iv) Preference trip: protection is fitted to prevent generator from overloading by shedding the
generator off electrical non-essential load in a predefined manner. In case of an overload, after a time
delay, preference trip relay will switch off predetermined set of non-essential loads.

Batteries

1.

a) Code of Safe Working Practices.

b) Adequate positive pressure ventilation must be present.
No smoking, spark, hot works, naked lights or non-approved electrical tools.
All PPE must be worn especially when handling acids.
Care should be taken of exposed battery terminals; electrical burns are likely.
Metal tools should never be used within the battery space; all metal jewellery should be
removed.
Battery cell caps should be securely fastened.
Do not mix battery acid in non-approved containers.
2.
a) Lead-acid and nickel cadmium batteries.
b) Emergency generator start up.
Emergency lighting.
Radio/ communication system.
Navigational aids batteries.
c) Keeping the batteries and their vicinity clean.
Regular testing of the electrolyte’s specific gravity – and tipping up with distil make-up water as and when
required.
Keeping the terminal connections tight and clean. Smeared with petroleum jelly to prevent against
corrosion.
Regularly testing the state-of-charge of the battery system.
Ensuring correct operation of the ventilation system.
Ensuring the light fixings are in order and of approved type.
Ensuring batteries are stowed securely.

Generators

1.

 Ensure that no persons are working on the machine, all covers and guards are in place.
 Ensure sufficient lubrication oil level within the sump.
 Ensure that starting and control air is on, fuel supply is available and the cooling system is
operational.
 Start the lube oil priming pump, check the engine for leaks and that the pressure has risen.
 Open all indicator cocks, with the fuel supply closed turn the engine on turning gear ensuring all
cylinders purge now close indicator cocks.
 Disengage turning gear, open fuel supply and start the engine. Ensure the priming pump has stopped
and check the machine for leakage.
 Set the frequency of the incoming machine to that just higher of the bus bar; ensure the correct
voltage and phase rotation is correct.
 Bring the machine into synchronism and close the circuit breaker, using the governor controls reduce
the outgoing machine and increase the incoming machine. Ensuring that voltage and frequency
remain constant whilst balancing out the load.
2.

 Voltages of both incoming and running generators must be the same. This is achieved by observing
the voltmeter and any adjustments required are made through AVR.
 Frequencies of both incoming and running generators must be the same. This is achieved by
observing the frequency meter, any adjustments required are made through governor control
provided on the main switchboard.
 Voltages of both incoming and running generators must be in phase. This is achieved by observing the
synchroscope, any adjustments required are made through governor control provided on the main
switchboard.
3.

a) Voltages of both incoming and running generators must be the same. Frequencies of both incoming
and running generators must be the same. Voltages of both incoming and running generators must be
in phase.
b)
i) Observe the voltmeter.
Observe the frequency meter.
Observer the synchroscope.
ii) Any adjustments required are made through AVR.
Any adjustments required are made through governor control provided on the main switchboard.
Any adjustments required are made through governor control provided on the main switchboard.
4.

 On the switchboard check the voltage to see if the incoming voltage is same as busbar, if
not adjust through AVR.
 On the switchboard, check the frequency to see if the incoming frequency is same as busbar,
if not adjust through governor control.
 Turn on the synchroscope.
 Synchroscope must run in clockwise direction, if not adjust through governor
control. Allow synchroscope to steadily run at a rate of 4-5 seconds per revolution.
 Close the main circuit breaker when synchroscope is at 5 to
12. Switch off the synchroscope.
 Allow generators to run steadily.
 With the aid of governor control, increase the fuel if incoming slightly and decrease the fuel
of running slightly. This adjustment, will add kW to incoming and decrease kW load from
running. Keep adjusting kW load sharing until evenly balanced.
5.
a) Before the generator is off loaded for maintenance, a standby generator is started, synchronised
and loaded. When it is safe to off load the generator following procedure is adopted to off load
this generator making it ready for maintenance. (No.1 maintenance and No.2 being put on)
Gradually shift the load from No.1 to No.2.
When No.2 is fully loaded, open circuit breaker of No.1 Now
No.1 is safe to be shut down.
b) For safe maintenance both the alternator and the prime mover will require to be isolated. Prime
Mover Isolation:
 Stop or shutdown the generator and post
notices. Change to manual/ local control.
 Close and lock off fuel valve and post notices.
 Close and lock off starting air valve and post
notices. Remove the turning bar to engage the
interlock.
 Isolate the lub. oil and jacket water system.

Alternator Isolation:
 Rack out the main circuit breaker, lock in position and post notices.
Motors

1a)

 Make sure motor is tightly secured and is free from vibration.

 Ensure regular insulation resistance readings are taken and values obtained recorded.
 Make sure that the motor shaft is turning freely.
 Make sure the bearings are greased regularly but not overly.
 Make sure motor body is kept clean; free from dust and moisture residues.
 Make sure motor is dissipating heat correctly and it is well ventilated.
 Make sure motor’s electrical connections are tightly secured and correct labels are
secured.
 Regularly check the state of motor windings for integrity.

b) Insulation Resistance Test: This test is carried with the aid of an appropriately rated IR Tester (Megger).
Before applying any electrical test, appropriate safety paperwork such as Risk Assessment and Permit to
Work is completed; this will ensure that the motor is isolated and it is safe for the test to be carried out.
To prove the basic operation of the tester, short the two probes together and press the ‘test’ button. The
display should read 0Ω. For an IR test on a three phase machine, measure and log the phase-to-phase
insulation resistance values. Three readings should be measured as U-V, V-W, W-U. Measure and log the
phase to earth insulation resistance values. Three readings should be measured as U-E, V-E, W-E.
Continuity Test: Appropriately rated multimeter set to ‘continuity’ is used, interconnections are removed
so we have both the ends of each winding. Test probes are applied, in turn, to each end such as U1 and
U2 and checking the multimeter to give continuity indication.
Balance Test: This test is carried out with the aid of an appropriately rated multimeter. Resistance
readings for each winding are obtained. A good motor will show that each winding resistance is similar to
other windings.
2.

a) The motor should be removed from its fixings and dismantled into rotor and stator. Both the rotor
and stator should then be bathed in fresh water to clean off the salts and other matter. They
should then be allowed to dry before re-varnishing the stator. Once the varnish has dried, electrical
tests should be carried out; a megger test, balance and continuity test. If all tests produce
acceptable results the motor can be reassembled with new bearings and commissioned for service.
b) Before conducting the test it is ensured that the motor has been safely isolated and that
certified and appropriately rated test instruments are being used.
On the terminal block of the motor each winding’s connections are separated. With the aid of a
megger (500V DC for 440V AC motor), two sets of readings are obtained; 3 between phases and
earth (UE, VE, WE). It is also ensured that obtained insulation resistance values are recorded for
trending purposes. This allows engineers to predict any maintenance requirements. Minimum
acceptable value is 1MΩ.
3.
a) 1MΩ.
b) A megger & 500V DC for a 440V AC motor.
c) Make sure motor is tightly secured and is free from vibration.
Ensure regular insulation resistance readings are taken and values obtained recorded.
Make sure that the motor shaft is turning freely.
Make sure the bearings are greased regularly but not overly.
Make sure motor body is kept clean; free from dust and moisture residues.
Make sure motor is dissipating heat correctly and it is well ventilated.
Make sure motor’s electrical connections are tightly secured and correct labels are secured.
Regularly check the state of motor windings for integrity.
4.
a) There may be two general reasons for non-starting of the motor; mechanical and electrical.
Mechanically, bearings may have become seized, or the gears may have been seized, in both the cases
motor will overheat rapidly producing unusual noise as it is trying to rotate the pump. Ensure that the
power supply is switched on and also is available at the motor terminals. This can tested with the aid of
an appropriately rated potential indicator. If the power supply is proved to be available at the terminal
block then this is indicating that the fault is inside the motor. Inside the motor, few electrical tests are
carried out such as continuity test to see if the phase windings are continuous (electrically) and are not
damaged. Once continuity of the windings has been proved, then other tests such as megger should be
carried out.
b) Prior to work being carried out, motor and its attached pump is safely isolated both mechanically
and electrically as per ship’s SMS requirements. Electrical isolation will involve switching off the power,
securing switch off so that it cannot re-energised even accidently, posting notices to let other engineers
know of the work being carried out. Ensure correct PPE, tools, sufficient lighting, appropriate and
certified lifting equipment are available. Motor is then uncoupled from the pump, safely stowed to a
designated storage space. Work area itself secured until the fitting of new motor to protect the pump.

5.
 First of all, I will call for help, for example letting the bridge know of the situation with
brief details of the situation and asking for assistance.
 I will quickly assess the situation to see if it is safe for me to approach the casualty; I
will approach with extreme caution.
 I will separate – with extreme caution – the casualty from the source of electric power.
 Depending on the situation, this could by switching off the power mains, if not possible, I
may also use insulating material such as wood to remove the casualty from the source of
electric power.
 Once, removed from the source of electric power, I will assess the condition of casualty
and provide necessary first aid that could be CPR procedure or even help with blood
circulation through casualty’s body.
 If conscious and breathing, I will put the casualty in recovery position and continue
monitoring his/ her condition.
 Use of defibrillator may be required.
 If required, we might call for shore-side medical assistance.
Ship construction

1.
a) It is a bulkhead which stretches the full breadth and from bottom plates to the main upper deck.
It prevents spread of water and fire whilst also providing strength to the vessel which stops
racking.
b) A stiffened plate that is welded to the outside hull plating. Acts as passive stabilising device which
reduces the severity of ships rolling.
c) The top line of ships side plating running adjacent to the weather deck. The plate is required to be
of higher strength, either thicker plate or higher tensile material.
d) A tank used to segregate and resist cross contamination of different liquids, or the engine room. A
cofferdam would be found between a fuel storage tank and a ballast water tank, if fuel tank were
to form a crack internally, it would leak into the cofferdam instead of contaminating the ballast
water.
2.

A collision bulkhead is fitted to a vessels bow between 10 & 13 meter (or 5% to 7% of the ships overall
length) from the fore peak, it adds structural strength to the vessel and its main purpose being limiting
the damage of a head-on collision to the part of the bow forward to it. The plate floors help keep the
structural strength transversely of the vessel which prevents racking.
3.

 Breast hooks.
 Wash bulkhead at centre line.
 Painting beams.
 Painting stringers.
 Transverse straighteners.
 Longitudinal straighteners.
 Plate floors.
 Collision bulkhead.
 Transom plate.
 Deep floors
 Floor spacing is closer at bow, moves from 2m to around 0.8m between.
 Thicker plating in painting and pounding areas.
 Stern frame.

b) When fighting a fire you must ensure flood quantities of water are used, this is too ensure a large
mass of water doesn’t overflow the bilges. It is hard to know how much water has been used to
counteract with ballasting of the vessel.
Free surface effect increases the capsize moment.
It increases displacement of vessel in the water.
Could cause listing if mass of water remains at one side due to shift of centre of gravity.
Shift in vertical position of G which would decrease stability.
4.
b.

c) Watertight bulkheads can be tested by two ways, either by filling the compartment with water or
using a fire hose against the wall. Filling the compartment would only be possible if there was a
safe means of emptying the tank. With both methods, you ensure that no water passes through
the bulkhead.

5.

a) As with watertight bulkheads, the forward collision bulkhead is stronger and thicker than other
bulkheads to sustain against water pressure.
A number of large stakes are welded to the ships structure, tank tops, side shell and upper deck.
Thicker plates towards the base, with plate-work arranged horizontally. Stiffening and strength is
arranged vertically and uses vertical bulb plate stiffeners and/or toe angle bar.
b) To stop the spread of water throughout the vessel in the event of a frontal collision, maintaining the
stability and buoyancy of the ship.

c) A collision bulkhead is fitted to a vessels bow between 10 & 13 meter (or 5% to 7% of the ships overall
length) from the fore peak.
6.

A freeing port is an open hole cut into a bulk ward that allows rapid draining of green seas and
collected rain water from the weather deck. It can sometimes be sealed by a hinge plate that will
open when a weight of water acts on the inside surface. These can also be located on hull side
plating, such as on Ro-Ro ferries in order to drain the water from internal car decks.

b) The freeing port maintains stability by quickly allowing large volumes of water to drain away which
would otherwise be able to gather on the weather deck. The effect of this water would increase
the mass of the vessel which would increase displacement and draft and improve gravity a little.
Having this water collecting on the upper deck would raise the centre of gravity therefore
decreasing GM, consequently the righting lever GZ would decrease. This would adversely affect
stability. Free surface effect could further decrease stability due to the large volume of water
accumulating on deck, which could cause a permanent list.
7.

a) When a tank is partially filled, the liquid’s centre of gravity position will change as the ship is
inclined. Liquid in partially filled tank always decreases the initial metacentric height GM, righting
lever GZ, and angle of vanishing stability.
A partially filled tank is know as a “slack tank”. The reduction of stability caused by the liquids in
slack tanks is known as free-surface effect. This adverse effect on the stability is referred to as a
“loss in GM”.
The free-surface effect can endanger the ship or even lead to a negative metacentric height.
Therefore the number of partially filled tanks should be kept to a minimum. When ballasting the
vessel, only one transverse pair or a single centreline ballast tank should be filled up. At sea, as far
as possible, ballast tanks shall be 100% full or empty. When ballasted, wide double bottom tanks
must be always 100% full.
b) Free surface effect is important on Ro-Ro ferries due to the lack of bulkheads, this means large
open spaces such as car-decks can accumulate large bodies of water, and if not cleared quickly
increase the risk of a strong free surface effect. By adding 1 internal bulkhead it reduces the free
surface effect by 4 times. Adding 2 bulkheads reduce it by 9.
8.

a) The thrust of the propeller is transmitted axially through the shafting of a ship to a heavily
reinforced point on the ship’s hull, where either a separate/engine mounted thrust block will
transfer from the shaft to the hull. A thrust collar which rotates with the shaft is located between
bearing faces.
b)

9.

 Ensure that all bilge wells are emptied

sufficiently. Ensure that all watertight doors are
closed.
 Ensure that all heavy items are securely stowed and lashed.
 Ensure that any chemicals, noxious liquids, flammable or otherwise are stored correctly
and securely.
 Stop all maintenance work, stow all tools and parts
securely. Ensure all tanks are sufficiently full.
 Sufficient water within boiler and boiler system to compensate for
rolling. Sufficient lubricating oil within machinery sumps and service
tanks.
 All tank vents on deck covered with water-proof
hoods.
 Ensure that all external openings are securely closed.
 All non-essential over-side discharges stopped and valves closed.
10.

a) The wing tanks are higher than the double bottom tanks and are off-centre of the ship which
results in the centre of gravity being higher due to the weight of the oil in the wing tanks. This
has a destabilising effect on the ship as it decreases its GM. The situation would be made worse
if the oil from lower double bottom tanks was used fires due to the weight being taken from a
lower point of the ship which would increase destabilisation of the ship due to the increase in
GM. Therefore taking the oil from the wing tanks first would help to make the ship more stable.
b)
 Open correct valves.
 Check tank levels before and during operation.
 Check pump on starting suction and discharge
pressure.
 Test pump emergency stop.
 Check running amps of pump.
 Check fuel tank temperature before transfer.
 Inform bridge where transferring to so appropriate ballasting can be done – monitor stability.
 Test emergency stop.

11.

a) GM
b) GM is the distance between the centre of gravity and the metacentre of a vessel.
Depending on the size of GM would indicate ships stability, i.e. stable, neutral or
unstable.
c)
i) GM = KM – KG, and since in a stable vessel metacentre is above the centre of gravity
GM will be positive, therefore the ship will be stable as a righting lever will bring the
ship back to centreline.
ii) In a neutral vessel the metacentre and centre of gravity are the same location which
means the vessel is neither stable nor unstable, meaning it’ll stay at the same angle.
iii) In an unstable ship, the G is above M. This means the moment is acting to capsize
the vessel as there isn’t a righting lever.
12.

A bilge injection system uses largest seawater pump in the engine room which pumps overboard.
It will have a suction line that is taking suction from the lowest point in the engine room through
a strainer and is isolated by a screw down non return valve. The bore of suction line must be a
minimum of 2/3 the diameter of the main sea suction.
b) To remove large volumes of water inside the machinery space.
c) Bottom deck of the engine room.
13.

a) The purpose of ventilation is to let the potential explosive hydro-carbon fumes be released from
the tank. Also, to prevent over and under-pressure during filling/emptying of a fuel/lub. oil tank.
b) F.O. & L.O. tanks have vents on the freeboard deck which are fitted with closing devices in order
to prevent water entering the tank. In case of vent submersion due to green seas, a floating ball
inside will float it against a rubber neck, preventing sea water entering.
c) Mushroom vents are fitted with flame gauze for protection against fire.
d) An overflow pipe is equipped to guide the contents to another tank, usually an overflow tank.
Sounding tanks are there to allow you to measure the depth of the oil and only full tank as per
design to avoid slop over.
Flame proof mesh and a save-all is compulsory on deck vents.

14.

The wing tanks are higher than the double bottom tanks and are off-centre of the ship which results in
the centre of gravity being higher due to the weight of the oil in the wing tanks. This has a destabilising
effect on the ship as it decreases its GM. The situation would be made worse if the oil from lower
double bottom tanks was used fires due to the weight being taken from a lower point of the ship which
would increase destabilisation of the ship due to the increase in GM. Therefore, taking the oil from the
wing tanks first would help to make the ship more stable.
15.

A weather deck water tight door prevents the passage of water when exposed to a head of water. A
typical head of water could range from 3-10m. A watertight door is designed to be used on the ship
deck above the water line, where they can be subject to the adverse weather conditions experienced
offshore. Water tight doors are also designed to withstand brief submersion experienced from green
seas. Water tight doors are tested using a pressure tank where a hydrostatic pressure can be applied to
the door. The door is generally pressurised from the inside as this is the worst case scenario. A
watertight door is also tested with a high pressure hose, which is directed at the seal. In both cases no
leak can be present.