Installs power supply wiring for newly installed machines and equipment following electrical codes and blueprints
Connects power supply wires to machines and equipment and connects cables and wires between machines and equipment following manuals, schematic diagrams, and blueprints

Diagnoses malfunctioning apparatus, such as transformers, motors, and lighting fixtures using test equipment

Test malfunctioning machinery and discusses malfunction with other maintenance workers to diagnose the problem
Replaces faulty electrical components of machines, such as relays, switches, and motors, and positions sensing devices
Responsible for maintenance and repairs to vessel electrical equipment within a good marine standard

Cleans electric motors and areas housing motors with solvent, broom, or vacuum cleaner regularly
Assists other department personnel as required and directed by Chief Electrician or Chief Engineer
Follows a continuous improvement process that includes familiarization with vessel systems and equipment, and taking advantage of any company-offered craft training

Adheres to company health, safety, and environmental programs
Adheres to company objectives, policies, programs, and procedures
Performs other duties as assigned by their Supervisor
Minimum Qualifications and Experience:
High School Graduate
Vocational Training or equivalent experience in electrical maintenance
Subsea construction experience

Physical Demands:

Lift up to 50 lbs. without assistance and up to 100 lbs. with assistance.
Specific vision abilities required by this job include Close vision, Distance vision, Peripheral vision, Depth perception and Ability to adjust focus.
Must be able to hear audio warning signals.
Must be able to swing on a swing rope to board offshore structures/vessels.
Regularly required to stand; walk; use hands to finger, handle, or feel; reach with hands and arms and talk or hear.
Frequently required to climb or balance and stoop, kneel, crouch, or crawl.
Occasionally required to sit.
Capable of wearing personal protective equipment, including hearing protection, and safety glasses.
Requires working long strenuous hours.
Must be able to work rotating day and night shifts with a minimum of 12-hour duration, and shift schedules of 28 and 14 days.
Reasonable accommodations may be made to enable individuals with disabilities to perform the essential functions of this job.
Work Environment:
Regularly exposed to wet or humid conditions (non-weather).
May work near moving mechanical parts.
Work in high, precarious places.
Outdoor weather conditions: extreme cold (non-weather); extreme heat (non-weather) and vibration.
Frequently exposed to work with explosives.
Occasionally exposed to fumes or airborne particles
Risk of electrical shock.
The noise level in the work environment is usually loud.
Job Types: Full-time, Temporary
Required experience:
Marine Electrical: 3 years

The post All about Marine Electrician Offshore job appeared first on Electro-technical Officer (ETO).

The Assistant Electro Technical is responsible for the maintenance and repair of the electrical plant and associated electrical systems as designated by the Chief Electro Technical Officer and Chief Engineer.

Specific Areas of Responsibility include but are not limited to the following:

o Onboard Lighting Maintenance.
o Onboard Passenger and Crew Cabin Electrical Systems.
o Onboard Passenger and Crew Launderettes Equipment.

• Under the instruction and guidance of the Chief Electro Technical Officer, assist in the maintenance and repair of the Vessel’s Electrical generation/distribution and Propulsion Plants.
• Under the instruction of the Chief Electro Technical Officer, assist in the maintenance and repair of the Vessel’s Galley Equipment.
• Under the instruction of the Chief Electro Technical Officer, be available to assist with the Vessel’s Engine Room Electrical Systems.

Education and Experience

• 1 year relevant experience in electrical systems.

The post Job of Assistant Electro Technical Officer on ship appeared first on Electro-technical Officer (ETO).

In day-time engineers can execute planned maintenance and repairs or replacement of defective parts. Because engine-rooms are usually warm, damp and noisy, an un-manned engine-room is advantageous.

For ships with simple electrical installations it may be feasible to design a manned engine-room and delete the expensive and complicated automation for remote control, alarm and monitoring systems, fire-detection systems, fuel leakage detection, etc.

Automatic starting of a stand-by generator set, automatic closing of a dead bus bar after failure of the running set and automatic starting of all essential electric consumers is a SOLAS requirement for all ships, including those with a manned engine-room.

Unmanned (UMS) notation

On ships with notation UMS there is no need for a person permanent on watch in the engine-rom. These ships (UMS) are required to have additional warning systems such as:

Fire-detection system
- automatic safety systems and remote-control systems for machinery

Automatic control systems for air compressors alarm and monitoring system

Automatic starting of stand-by pumps for propulsion auxiliaries  on ship such as:

• seawater pumps
• freshwater pumps
• lubricating-oil pumps
• fuel-oil pumps
• propeller hydraulic pumps 
when not directly engine- driven

These systems have to be arranged in such a way that under normal operating conditions no manual intervention by engineers is required. Alarm and monitoring functions must be independent from safety systems.

Alarms that are not acknowledged in the space within a predetermined time must be automatically relayed to the engineer on duty via the engineer’s call system .

When the engineer on duty fails to act within a predetermined time the alarms will be relayed to other engineers.

When on patrol in the unmanned engine-room the duty engineer will activate the operator fitness system. This system consists of start/ stop panels at the entrances to the engine-room and timer-reset panels in the engine-room.

When the timer, normally set at 30 minutes, runs out and is not reset, an alarm will be given on the bridge and in the accommodation.

The post Modern automation systems in engine room appeared first on Electro-technical Officer (ETO).

Simple lamp replacement becomes the most obvious maintenance task. When a luminaire fails to light-up when switched on, it is natural to suspect lamp failure. If this does not solve the problem, checks on the lamp control equipment and power supply must follow.

An incandescent lamp may be checked (out of circuit) for low-ohm continuity using a multimeter. If the lamp appears intact then the fault must lie in the supply or its connections.

Voltage and continuity checks of the supply, fuse/ MCB and ballast circuit must be applied.

Remember that a single earth fault on an insulated two-wire lighting supply will not blow a fuse.

However, a similar earth fault on an earthed supply system (as used for a 110V transformer supply to deck sockets for portable tools and hand lamps) will blow a fuse.

The single E/F completes a low resistance path back to the neutral or centre point of the supply with a resulting large fault current to rupture the fuse.

Maintenance check list for ship’s lightning system:

Remember that it is good practice to replace both fuses after clearing a fault which has ruptured only one of them.

When replacing a lamp, ensure that the circuit is dead and isolated while removing the old lamp and inserting the new one. The glass bulb or tube of an old and corroded fitting may break loose from its end-cap while attempting to remove the lamp. If the supply is still connected, it is relatively easy to cause an accidental short- circuit during the removal process and the corresponding arc flash may cause blindness, burns and fire.

Always replace a lamp with the correct size, voltage and power rating for the fitting it is housed in. Overheating and fire can easily result by using a higher powered incandescent lamp than the fitting was designed for. Check the lamp holder wire connections behind the lamp holder for signs of overheating (hard, brittle insulation on the wires) and replace if necessary.

Take care when disposing of lamps, particularly discharge tubes, which should be broken (outdoors) into a container (e.g. a strong plastic bag) to avoid handling the debris.

Remember that in a fluorescent lamp circuit the capacitor may remain charged for a while after switch off unless fitted with a discharge resistor.

Play safe, discharge the capacitor with a screwdriver blade before touching its terminals.

Cleaning of the lamp glass and reflectors is essential for safety and necessary to maintain the luminous efficiency of the luminaire.

Particular care should be paid to the maintenance of the watertight integrity of exposed luminaires (navigation, signal and deck lighting) at their flanged joints and cable gland entry.

Similarly, a regular inspection of all portable hand lamps and portable cargo light fittings, together with their flexible cables and supply plugs, should be undertaken.

The post Maintenance of Lightning System on ship appeared first on Electro-technical Officer (ETO).

Enclosure protection for electrical equipment is defined in terms of its opposition to the ingress of solid particles and liquids.
The enclosure protection is defined by the Ingress Protection (lP) Code where a two figure number is used to indicate the degree of protection against the ingress of solids and liquids.

Drip-proof open ventilated motors are used where the risk of liquids leaking from overhead pipes and valves may be a problem.
Air is drawn into the machine by an internal fan to provide cooling.
The ventilation ducts are fitted with mesh screens to prevent any objects from entering the motor and causing damage.
These screens must always be kept clean and free from dust otherwise the motor will overheat due to inadequate ventilation.

When a greater degree of protection is required the enclosure is made totally Enclosed Fan Ventilated (TEFY) and jet-proof.
No external at is allowed inside the motor.
To improve heat transfer the motor casing is finned to increase the surface area, and airflow across the fins is achieved by means of an external fan and cowl arrangement.

Motors located outside on weather decks have deck watertight enclosures but the external fan is omitted because of the possibility of ice formation.

Deck watertight motors (IP56) have sealed bearings and a watertight terminal box.
They can be completely immersed in shallow water for short periods.
Sealing washers are fitted under all screws and a coat of special corrosion resisting paint is generally applied to all external and internal surfaces.

Deck motors for tankers must have a flameproof (Exd) enclosure if they are within 3m (4.5m for some ships) of an oil tank outlet.

Motor Ratings on ship

The motor converts electrical energy taken from the electric power supply into rotational mechanical energy at the motor shaft.
Power losses occur during the energy conversion which results in the production of heat in the motor.
These losses in crease when the load on the motor increases because the motor takes more current from the supply.
The life of the insulating materials used on motor windings depends on the temperature at which it is operated.
Insulating materials are selected for marine practice based on an ambient temperature of 45 degree. An adequate life-span for the insulation is based on the assumption that the maximum temperature limit is not exceeded.

Ship’s Motor nameplate definitions:

Rated FuIl Load Current (FLC) of ship motor
This is the maximum value of current that the motor can continuously take from the supply without exceeding the temperature limit for the insulating materials used.

Rated Voltage of ship motor
The motor has been designed to operate successfully when connected to this value of supply voltage. If the rated voltage is not applied, overheating, stalling and burn-out can result.

Rated Frequency of ship motor
The motor speed is directly affected by the supply frequency so are the motor losses. If the motor is operated at other than rated frequency overheating can occur.

Power Rating of ship motor
This is the shaft power output of the motor when it is connected to rated voltage and frequency when drawing its rated current from the supply.

Rated Speed of ship motor
This is the full load speed of the motor when connected to rated voltage and frequency.

lP Number of ship motor
Indicates the degree of protection given by the motor enclosure.

Standard three-phase a.c. induction motors are manufactured in about 60 frame sizes with power ratings from about 0.37 kW to 500 kW.

A sample selection of output power ratings and their average full load current (FLC) for A-pole, 440 V motors are listed below:

The post All about ship’s induction motors appeared first on Electro-technical Officer (ETO).

Always ensure that the generator prime-mover is shut down and locked off before you begin any maintenance.
Also ensure that the generator circuit breaker is locked off, auto-start circuits are disabled and electric heaters are switched off and isolated.

All wiring to the generator should be inspected for damage or frayed insulation and tightness of terminal connections.
Particularly check for signs of oil and water contamination of cable insulation within terminal boxes.
Check that the cooling air intake and exhaust openings are not blocked and are free of dirt and dust.

Inspect and clean the ship generator rotor and stator windings by removing dust with a dry lint-free cloth.
Low pressure, dry compressed air may be used to dislodge heavier dirt but be careful not to drive the dirt deeper into the windings. An industrial type vacuum cleaner is very effective for removing dirt from the windings.

Use a rubber or plastic coated nozzle on the vacuum cleaner tube to prevent abrasive damage to the sensitive winding insulation.

Oil on the surface of winding insulation will reduce the insulation resistance and shorten its life.
The oily deposits can be removed by washing the windings with special degreasant liquids. Minor abrasions to winding insulation can be repaired, after cleaning, by the application of a suitable air-drying varnish.
Rotor slip rings must be checked for uniform (even) wear and that the carbon brushes have free movement in their boxes. Correct brush pressure can be checked using a pull-type spring balance and compared with the manufacturer’s instructions.
A pull of around 1-1.5 kg is usual.

If the brushes on ship generator become too short (below about 2 cm) the reduced spring pressure will cause sparking at the slip ring contact.
Replace brushes with the correct type and bed them to the curvature of the slip rings. This can be done by placing a thin strip of glass paper (not emery paper) over the slip ring with its cutting surface under the carbon brush. Pull the glass paper around the slip ring until the brush surface has the same contour as the ring.
The last few passes of the glass paper should be made in the same direction as the normal rotor direction.
Remove all traces of carbon dust with a vacuum cleaner.
Generator excitation transformers, AVR components and rotating diodes must be kept free of dirt, oil and dampness.
A special contact grease is used between the diode connections to prevent electrolytic action occurring between dissimilar metals.
Check such contacts for tightness but do not disturb them unnecessarily.

Measure the insulation of the stator and rotor windings to earth and between stator phases (assuming that the neutral point is available for disconnection at the terminal box).
Remember to disconnect or short-circuit any electronic circuit components which are likely to be damaged by u high voltage insulation test.
Consult the wiring diagrams and the manufacturer’s instructions before testing.
Record the IR values and note the prevailing temperature and humidity.
Compare with previous test results.
A minimum IR value is usually taken to be 1 MOhm but a lower value may be acceptable to a surveyor based on 1 kOhm / volt.
However, it is the historical trend of the machine IR values which will give a better picture of the insulation condition.
Generators with very low IR values (less than 0.5 MOhm) should be given a thorough cleaning then dried out.
If the IR has recovered to a reasonable value which has become steady during the drying period, its windings should be covered with high-quality air-drying insulating varnish.
Should the IR value remain low during a dry-out, the machine insulation needs to be completely reimpregnated or rewound (generally by a specialist contractor).

After maintenance, no-load running checks should precede synchronising and loading.

On load, particularly check for excess temperature rise and loadsharing stability when running in parallel.
Finally, if a generator is to be left idle or a long time, make sure that its windings are suitably heated to prevent internal condensation forming on its insulation.
As with all electrical equipment – dirt, overheating and dampness are the enemy!

The post How to maintenance a ship generator appeared first on Electro-technical Officer (ETO).

The instrument tongs are clipped round a single insulated conductor – the circuit is not interrupted.
The value of current is obtained from the magnetic flux strength around the conductor and is usually displayed on a digital display.
Direct current (d. c.) measurement is also available with clamp meters having a flux-voltage transducer known as a “Hall-effect” device.

Many modern clamp meters are virtually multimeters with the addition of facilities to measure voltage and resistance as well as measuring currents up to 1000A.

CARE must be taken when measuring the current in uninsulated conductors.

More advanced clamp-type meters can indicate power and power factor in single and three phase a.c. circuits by using additional connections to measure voltage.

What would a clamp meter indicate if clipped around a 3-core cable which is known to be carrying 100 A a.c. to a motor?

Zero.

This is because the clamp meter monitors the magnetic flux around the cable which is produced by the current.

In a balanced 3-core (or 2-core for that matter) cable, the net flux is zero – hence no indication.

This is why the clamp meter is only connected around a single conductor.

Fluke 302+ Digital Clamp Meter AC / DC Multimeter Tester

The post How to use current clamp meters on ship power system appeared first on Electro-technical Officer (ETO).

PROVE the correct instrument operation.

SWITCH the instrument to diode test. If the diode is still in circuit, turn off the power to the circuit,
Discharge all capacitors and remove fuses.

In this test the instrument drives a small d. c. current (a few mA)
through the diode/p-n junction while it also acts as a voltmeter to measure the volt-drop across it.

CONNECT the two probes across the diode.
READ the forward volt-drop across the diode.

This should be between 500 mV and 900 mV (0.5-0.8 V) for a healthy silicon diode or p-n junction.
REVERSE the probe connections and the display should indicate over-range.

If the display indicates over-range in both directions the diode is open- circuit faulted.

If the display indicates less than 1 V in both directions, the diode may be short-circuit faulted.

The associated diode circuitry may be giving false readings so the diode must be disconnected from the circuit then re-tested.

20Values x20 400pcs Zener Diode Assortment Electronic kit 1N4737~1N4748 With 2 storage Box

The Best Offer

The post How to test diode on ship electrical equipment appeared first on Electro-technical Officer (ETO).

Tags are also attached to the cables where penetration of the bulkhead is necessary. The tag code will start with the type of circuit it is.

Vessels use P to indicate power distribution panel cables, L for lighting distribution panel cables, and E for emergency distribution cables.

If there is a number preceding that letter, this identifies the cable in the distribution panel. The next numbers indicate the voltage carried in that cable, such as 400 or 200. Any additional numbers above the whole hundred value are used to distinguish the differences between two like voltage distribution panels.

For example, in the ship cable tag 3P-401

3 indicates the third wire in distribution panel P-401.

P indicates that this cable acts as a power-supplying cable or that it provides three-phase AC to its loads.

An L would indicate a lighting or single-phase AC supply panel cable.

4 with two additional digits means that there is 400 to 499 volts in that cable..

If there was only one additional digit, then the voltage in the cable would be what is actually printed. For example, 24 indicates 24 volts.

01 distinguishes the cable’s source.

This identifies the difference between the P-401 
distribution panel and the P-400 distribution panel.

50pcs 10x31mm 20x31mm 10x43mm 19.1x41mm Transparent Plastic Cable Name Ticket Label Sign Tag Holder Case

The Best Offer

The post Learn ships cable tags on ships electrical system appeared first on Electro-technical Officer (ETO).

If the fuse melts (blows) then there is an open circuit and no current can then flow – thus protecting the equipment by isolating it from the power supply.
The fuse must be able to carry slightly more than the normal operating current of the equipment to allow for tolerances and small current surges.

With some equipment there is a very large surge of current for a short time at switch on.
If a fuse is fitted to withstand this large current there would be no protection against faults which cause the current to rise slightly above the normal value.
Therefore special anti-surge fuses are fitted.

These can stand 10 times the rated current for 10 milliseconds. If the surge lasts longer than this the fuse will blow.

100pcs Ceramic Fuse 5mm x 20mm Slow Blow T 1A 2A 3A 4A 5A 6A 8A 10A 12A 15A 250V

The Best Offer

The post What is ship fuse? appeared first on Electro-technical Officer (ETO).