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JANAGA
1.Hazardous Zone
Zone 0
An area in which an explosive gas atmosphere is present continuously or for long periods.)
Zone 1
An area in which an explosive gas atmosphere is likely to occur in normal operation.)
Zone 2
An area in which an explosive gas atmosphere is not likely to occur in normal operation and, if it occurs, will only
exist for a short time.)
An area not classified Zone 0, 1 or 2 is assumed to be a non-hazardous or safe area.)
2.Explosimeter-classification of lel
An explosimeter is a gas detector which is used to measure the amount of combustible gases present in a sample.
When a percentage of the lower explosive limit (LEL) of an atmosphere is exceeded, an alarm signal on the
instrument is activated.
One resistance (of a Wheatstone bridge with current supplied from a battery) is a hot filament in a
combustion chamber. An aspirator bulb and flexible tube are used to draw a gas sample into the chamber. The gas
will burn in the presence of the red-hot filament causing the temperature of the filament to rise. Rise of temperature
increases the resistance of the filament and this change of filament unbalances the bridge. The current flow
registers on the meter which is scaled in percentage of LFL.
Lower flammable limit (LFL)/Lower explosive limit (LEL)
Below the lower limit of the flammability range, known as the lower flammable limit (LFL), there is
insufficient flammable material in the mixture to support combustion. The LFL refers to the leanest mixture that
can sustain a flame.)
Upper flammable limit (UFL)/Upper explosive limit (UEL)
The upper flammable limit (UFL) refers to the point above which there is insufficient air to generate or
support combustion. The UFL gives the richest flammable mixture.)
3.Wattmeter
Working of Electrodynamometer Wattmeter
The Electrodynamometer Wattmeter has two types of coils; fixed and the moving coil. The fixed coil connects in
series with the circuit whose power consumption use to be measured. The supply voltage applies to the moving
coil. The resistor controls the current across the moving coil, and it is connected in series with it.
The pointer is fixed on the moving coil which is placed between the fixed coils. The current and voltage of the
fixed and moving coil generate the two magnetic fields. And the interaction of these two magnetic fields deflects
the pointer of the instrument. The deflection of the pointer is directly proportional to the power flows through it.
4.Earth fault monitoring system
Instrument applies a small DC voltage into the distribution system. The resulting current being measured to
indicate insulation resistance of the system.
Instrument permits a maximum earth monitoring current of only 1mA and indicates IR directly in KΩ. It gives both
visual and audible alarm.
5.Cycloconverter
While a synchroconverter is able to provide an output frequency range typically up to twice that of the mains input
(eg up to 120 Hz), a cycloconverter is restricted to a much lower range. This is limited to less than a third of the
supply frequency (eg up to 20 Hz), which is due to the way in which this type of converter produces the AC output
voltage waveform. Ship propulsion shaft speeds are typically in the range of 0-145 rev/min, which can easily be
achieved by the low frequency output range of a cycloconverter to a multi-pole synchronous motor. Power
regeneration from the motor back into the main power supply is available. A conventional three-phase converter
from AC to DC can be controlled so that the average output voltage can be increased and decreased from zero to
maximum within a half-cycle period of the sinusoidal AC input. By connecting two similar converters back to back
in each line, an AC output frequency is obtained. The switching pattern for the thyristors varies over the frequency
range which requires a complex computer program for converter control. Figure 8.16 shows a basic circuit
arrangement fora cycloconverter together with an approximate voltage waveform for the low frequency output. The
corresponding current waveform shape (not shown) will be more sinusoidal due to the smoothing effect of motor
and line inductance. The output voltage has a significant ripple content that gets larger (worse) as the output
frequency is raised, It is this feature that limits the maximum useful frequency.
6.LED
Definition: The LED is a PN-junction diode which emits light when an electric current passes through it in the
forward direction. In the LED, the recombination of charge carrier takes place. The electron from the N-side and
the hole from the P-side are combined and gives the energy in the form of heat and light. The LED is made
of semiconductor material which is colourless, and the light is radiated through the junction of the diode.
The LEDs are extensively used in segmental and dot matrix displays of numeric and alphanumeric character. The
several LEDs are used for making the single line segment while for making the decimal point single LED is used.
Working of LED
The working of the LED depends on the quantum theory. The quantum theory states that when the energy of
electrons decreases from the higher level to lower level, it emits energy in the form of photons. The energy of the
photons is equal to the gap between the higher and lower level.
The LED is connected in the forward biased, which allows the current to flows in the forward direction. The flow
of current is because of the movement of electrons in the opposite direction. The recombination shows that the
electrons move from the conduction band to
valence band and they emits electromagnetic
energy in the form of photons. The energy of
photons is equal to the gap between the
valence and the conduction band.
7.Zener barrier
A barrier consists of:
• Resistors to limit the current
• Zener diodes to limit the voltage
• Fuses to protect the components
• limiting the circuit conditions to less than 30V and 50mA
Exia: - the highest category based on a safety factor of 1.5 with two faults on the circuit.
Exib: - based on a safety factor of 1.5 with one fault on the circuit.
The metallic cable screens of intrinsically safe circuits should be earthed, at the powers supply end only, to prevent
circulating currents within the sheath.
Cable color is typically blue for Exi
Exi cable should be separated from power cables and the crossing over of such cables should be at 90 degrees (This
is to minimize electromagnetic interference from the power cables affecting the intrinsically safe circuits)
8.IBC Code
International Code for the Construction and Equipment of Ships carrying Dangerous Chemicals in Bulk (IBC
Code) contains the IMO regulations that govern international standard for the safe carriage in bulk by sea of
dangerous chemicals and noxious liquid substances listed in chapter 17 of the Code. To minimize the risks to
ships, their crews and the environment, the Code prescribes the design and construction standards of ships and the
equipment they should carry, with due regard to the nature of the products involved.
Carriage of chemicals in bulk is covered by regulations in SOLAS Chapter VII - Carriage of dangerous
goods and MARPOL Annex II - Regulations for the Control of Pollution by Noxious Liquid Substances in Bulk.
Ships subject to the Code shall be designed to one of the following standards:
A type 1 ship is a chemical tanker intended to transport chapter 17 products with very severe environmental
and safety hazards which require maximum preventive measures to prevent an escape of such cargo.
A type 2 ship is a chemical tanker intended to transport chapter 17 products with appreciably severe
environmental and safety hazards which require significant preventive measures to prevent an escape of such cargo.
A type 3 ship is a chemical tanker intended to transport chapter 17 products with sufficiently severe
environmental and safety hazards which require a moderate degree of containment to increase survival capability in
a damaged condition.
9.What is SCR?
Silicon Controlled Rectifier (SCR) is a unidirectional semiconductor device made up of silicon. This device in the
solid-state equivalent of thyratron & hence it is also referred to as thyristor or thyroid transistor. In fact, SCR
(Silicon Controlled Rectifier) is a trade name given to the thyristor by the General Electric Company. Generally,
SCR is a three-terminal, four-layer semiconductor device consisting of the alternate layers of p-type & n-type
material. Hence it has 3 pn junctions J1, J2 & J3. The figure below shows an SCR with the layers p-n-p-n. The
device has terminals Anode(A), Cathode(K) & the Gate(G). The Gate terminal(G) is attached to the p-layer nearer
to the Cathode(K) terminal.
It is seen that a single SCR is the combination of one pnp transistor (Q1) and one npn transistor (Q2). Here, the
emitter of Q1 acts as the anode terminal of the SCR while the emitter of Q2 is its cathode. Further, the base of Q1
is connected to the collector of Q2 and the collector of Q1 is connected to the base of Q2. The gate terminal of the
SCR is connected to the base of Q2,
10.How generator rpm indicating?

Engine speed is measured by a toothed wheel fitted at the flywheel. The proximity probe detects the number
of teeth per second and sends this signal as the Measured RPM to the comparator.
The comparator compares the measured and desired values and its output signal is sent to the fuel actuator to
minimise this deviation.
Proximity switches are the sensors to detect the presence of an object without having physical contact. There are
several types of proximity sensors/switches and these are named after the technique what the sensor is employed to
detect the presence of nearby objects. The main proximity sensors are as follows.
1. Inductive proximity sensors: These types of sensors utilising the change in inductance to detect when a
Ferromagnetic type object come closure to the sensor.
11.Draw OWS and ODMC’s
OWS consists of mainly three segments:

Separator unit
 This unit consists of catch plates which are inside a coarse separating compartment and an oil collecting
chamber.
 Here the oil having a density which is lower than that of the water, which makes the former rise into the oil
collecting compartment and the rest of the non-flowing oil mixture settle down into fine settling compartment after
passing between the catch plates.
 After a period of time more oil will separate and collect in the oil collecting chamber. The oil content of water
which passes through this unit is around 100 parts per million of oil.
 A control valve (pneumatic or electronic) releases the separated oil in to the designated OWS sludge tank.
 Heater may be incorporated in this unit for smooth flow and separation of oil and water.
 First stage helps in removing some physical impurities to achieve fine filtration in the later stage.
The Filter unit

 This is a separate unit whose input comes from the discharge of the first unit. This unit consists of three stages
– filter stage, coalescer stage and collecting chamber.
 The impurities and particles are separated by the filter and are settled at the bottom for removal.
 In second stage, coalescer induces coalescence process in which oil droplets are joined to increase the size by
breaking down the surface tension between oil droplets in the mixture.
 These large oil molecules rise above the mixture in the collecting chamber and are removed when required.
 The output from this unit should be less than 15 ppm to fulfil legal discharge criteria.
 If the oil content in water is more than 15 ppm then maintenance work such as filter cleaning or renewal of filters
is to be done as required.
Oil Content Monitor and Control Unit

 This unit functions together in two parts – monitoring and controlling.
 The ppm of oil is continuously monitored by Oil Content Monitor (OCM); if the ppm is high it will give alarm
and feed data to the control unit.
 The control unit continuously monitors the output signal of OCM and if alarm arises, it will not allow the oily
water to go overboard by means of operating 3-way solenoid valve.
 There are normally 3 solenoid valves commanded by control unit. These are located in the first unit oil collecting
chamber, second unit oil collecting chamber and one in discharge side of the oily water separator which is a 3-way
valve.
 The 3-way valve inlet is from the OWS discharge, where one outlet is to overboard and second outlet is to OWS
sludge tank.
 When OCM gives alarm, 3-way valve discharges oily mixture in the sludge tank.
ODMC:
Now if ODME need to measure IRD, it surely need values for oil content in PPM and Flow rate. Speed connection
is usually given either from log or GPS.
All these values are fed to the computing unit of the ODME. Computing unit does all the mathematical
calculations to get the required values. Most of the times you will find the computing unit in Cargo control room.
Now lets see how and from where the computing unit gets these values
ODME computing unit gets the flow rate from flow meter.
Sample pump draws the sample from the discharge line before the discharge valves. This sample is sent to the
measuring cell (in analysing unit) for measuring the oil content and then sent back into the same discharge line.
If the IRD is less than 30 L/NM, it gives the command to solenoid valve assembly to open the overboard valve and
close slop recirculation valve. When the IRD becomes more than 30 L/NM, it closes the overboard valve
12.Why 4-20mA is producing why not other values?
 It can be run over long distances with minimal signal losses compared to voltage type signals
 A varying current loop load impedance or supply voltage will not significantly affect the signal as long as it
does not exceed recommended component limits
 Rugged signal with low electromagnetic susceptibility
 Saves on cable wire because it only needs 2 wires to function
 Live zero reading verifies sensor is electrically functional
 4-20 mA is a standard range used to indicate measured values for any process. The reason that 4ma is
chosen instead of 0 mA is for fail safe operation. For example: A pressure instrument gives output 4mA to indicate
0 psi up to 20 mA to indicate 100 psi or full scale. Due to any problem in instrument (i.e) broken wire, its output
reduces to 0 mA. So if range is 0-20 mA then we can differentiate whether it is due to broken wire or due to 0 psi
13.Why neutral earthing is not fitting in generator?

If a single earth fault occurs in the line of an earthed neutral system, then it would be equivalent to a short circuit
fault. The reason being, the earthed neutral creates a closed path for the earth current to flow through the hull of
the vessel. Since this path has a minimal resistance, the earth current can increase to a very large extent.
Onboard ship, if the earth current increases beyond the current rating of the generator, the entire system may
collapse causing irreparable damage. To limit this earth current, a Neutral Earthing Resistor is connected to the
earthed neutral of the source. This resistor is of sufficient ohmic value to limit the earth current within rating of
the generator. However, the magnitude of earth current is sufficiently large to operate the tripping mechanism of
the faulted equipment immediately isolating it from supply and rendering it safe.
14.What is CCA? COLD CRANKING AMPS
CCA is a rating used in the battery industry to define a battery's ability to start an engine in cold temperatures.
Generally speaking, it is easier to start an engine in a warm environment than in a cold one. The rating refers to the
number of amps a 12-volt battery can deliver at 0°F for 30 seconds while maintaining a voltage of at least 7.2 volts.
The higher the CCA rating, the greater the starting power of the battery.
15. MARPOL equipment in oil tanker?

All ships:
1. Oil filtering equipment.
2. 15 PPM alarm arrangements.
3. Standard discharge connection.
Tanker specific:
1. Oil/ water interface detector
2. Crude oil washing system, if fitted
3. Oil discharge monitoring and control
4. Cargo and ballast pumping, piping and discharge arrangements.
5. Engine room/ bilge holding tank to slop tank pumping and piping arrangement.
16.Difference b/w Fuse and OCR?
An Over current relay is a switch which will energise when there is current beyond the acceptable current rating
and through its changed over contacts will trip the supply to the device and may also initiate an alarm. A fuse is a
fault protection device. If a short circuit develops, large currents will flow, and the fuse link will melt, causing the
circuit to open.
An Overcurrent relay can be reset after the fault is cleared. But the fuse has to be replaced
There are also protective relays, which are devices that sense fault, or other undesirable conditions, and are used to
send trip commands to breakers
17.Working of current and voltage transformer?

Current Transformers (CT):
Current transformers are generally used to measure currents of high magnitude. These transformers step down the
current to be measured, so that it can be measured with a normal range ammeter. A Current transformer has only
one or very few numbers of primary turns. The primary winding may be just a conductor or a bus bar placed in a
hollow core (as shown in the figure). The secondary winding has large number turns accurately wound for a
specific turn’s ratio. Thus, the current transformer steps up (increases) the voltage while stepping down (lowering)
the current.
Now, the secondary current is measured with the help of an AC ammeter.
The turns ratio of a transformer is NP / NS = IS / IP
One of the common application of a current transformer is in a 'Digital Clamp Meter'.
Generally, current transformers are expressed in their primary to secondary current ratio. A 100:5 CT would mean
the secondary current of 5 amperes when primary current is 100 amperes. The secondary current rating is generally
5 amperes or 1 ampere, which is compatible with standard measuring instruments.
Potential Transformer (PT)

Potential transformers are also known as voltage transformers and they are basically step-down transformers with
extremely accurate turns ratio. Potential transformers step down the voltage of high magnitude to a lower voltage
which can be measured with standard measuring instrument. These transformers have large number of primary
turns and smaller number of secondary turns.
A potential transformer is typically expressed in primary to secondary voltage ratio. For example, a 600:120 PT
would mean the voltage across secondary is 120 volts when primary voltage is 600 volts.
18.Regarding OWS, especially a photoelectric cell, rules and regulation, how will you show to surveys
The procedures for testing the monitor are detailed in the manufactures technical manual. The OWSs I have
experience utilize a photo sensor that measures the amount of light hitting it. When oil or sediment travels between
the light and the photo sensor, it reduces the amount of light hitting the sensor and causes the monitor to display a
PPM of contaminate in the water. On the OWSs I have seen, the manufacture provides plastic test trips that have
been gauged to simulate oily water contamination. This test trip is placed between the light and the photo-sensor
through an inline access point. The monitor should display the predetermined reading when this test is conducted.
Ships also send these sensors out to be tested and calibrated on a scheduled basis.
19. ESB Blackout what equipment power remains.
Only bridge equipments supplied by ups and 24v supply from battery connected equipments.
20.Alternator overhauling
-Shut down the generator prime mover and lock off the starting system.
-Lock off the circuit breaker and isolated the alternator electric heater. Tag the label on the switchboard.
-Inspect the tightness of terminal connection and insulation.
-Check the bearing oil level and condition.
-Clean the cooling air intake filter and exhaust opening.
-Clean the rotor and stator windings by means of vacuum cleaner with rubber hose and nozzle.
-If the oil is deposited on the surface of winding, open the drain plug and then removed by special degreasing
liquids. (Electro cleaner)
-Measure the air gap clearance between rotor and stator. (Carefully at lower part)
-Baking the alternator with lamp. Keep a temp not more than 43°C
-Disconnect the neutral point from the terminal box.
-Measure insulation resistance between – rotor to earth, phase to earth, stator to earth, phase to phase
-It is must at least one mega-ohm, if mega reading has reasonable value, the windings are to be covered with high
quality air drying insulation varnish.
-After maintenance work
-Reassemble all necessary parts.
-Check no load running, the synchronizing and loading.
-On load, practically check for excessive temperature rises and load sharing stability when running in parallel.
21. Portable Extinguisher capacity
The following capacities may be taken as equivalents:

 9 litre fluid extinguishers (water or foam).
 5 kg dry powder.
 5 kg carbon dioxide.
22. Water inside the motor what will you do?
1. Machine is disconnected from power sources and dismantled

2. All salt deposits washed out with freshwater
3. If deposited with oily bilge water, wash out with Electro Cleaner
4. Should be heated with lamp, and enclosed or covered up to retain the heat
5. Moisture should be escaped, by lifting the cover continuously or periodically
6. Hottest part of the machine shall not exceed 90°C, while heating
7. IR readings and temperatures taken regularly, until constant value reach about 1 mega ohms
8. Then spray the machine with insulation varnish
9. Assemble and out in service with low load, if possible
23. What are the trips in deck crane, Jib limit switch connection
Deck crane safeties
Hoisting upper limit
Hoisting lower limit
Luffing upper limit 82-85 deg
Luffing lower limit 25 deg
Anti-collision limit switch or differential switch -to avoid collision between hoisting block and JIB
Hoist wire rope slack switch
Oil tank level
High temperature for main motor
Emergency stop
Load limiter
Motor safeties
Short Circuit trip.
o Overload trip.
o Reverse power trip.
o Reverse current trip
o Fuse
This switch contact arrangement is sometimes referred to as a form-C contact set, since it incorporates both a
form-A contact (normally-open) as well as a form-B contact (normally-closed).
A close-up view of several limit switches (used on a drum sequencer) shows the arrangement of connection
terminals for form-C contacts. Each limit switch has its own “NO” (normally-open), “NC” (normally-closed), and
“C” (common) screw terminal for wires to attach
24. Emergency generator how it starts when blackout?
-Normally emergency generator cut in automatically when main power fails

-Starting is initiated by start-up relay
-Falling of frequency or voltage of Main power, cause the start-up relay to operate generator starting equipment
-If this system fails, after switching the MODE selector to Manual (Local) position, generator can be started
manually by means of Back up starting equipment within 30 minutes of transitional emergency power battery
lighting.
25. Emergency generator rules and regulation

It should be located outside the main and auxiliary machinery space and not forward of the collusion bulkhead.
must be installed in position such that they are unlikely to be damaged or affected by any incident, which has
caused to main power.
 Have own switchboard near vicinity.
 Be provided with independent means of automatically starting (by air or battery) to ensure immediate run up
following a main power failure and repeated starts of at least 3 times, and further attempt can be made within
the 30 minutes.
 Adequate and independent supply of fuel with a flash point of not less than 43 °C
 Must be able to be started in cold condition up to zero (0 °C)
 Emergency generator shall be automatically started and connected within 45 sec
 should be capable of operating with a list of up to 22 ½ ° and a trim of up to 10 °
 Capable of supplying simultaneously at least the following services for the period of 36 hours(Passenger ships)
and 18 hours (Cargo ships)
1) Emergency lightening (at alley way, stairways and exits, muster and embarkation stations, machinery space,
control room, main and emergency switchboard, firemen‘s outfits storage positions, steering gear room)
2) Fire detecting and alarming system
3) Internal communication equipment
4) Daylight signalling lamp and ship‘s whistle
5) Navigation equipment
6) Navigation lights
7) Radio installations, (VHF, MF, MF/HF)
8) One of the fire pumps, emergency bilge pump
26.Emergency generator battery test &cross question

Every week: Check the voltage across the battery.
Check the charging of the battery.
Start the emergency generator in the battery mode on no load condition.
27.MLC
Maritime Labour Convention (MLC), according to the ILO or International Labour Organisation, provides a broad
perspective to the seafarer’s rights and fortification at work. The maritime regulation will finally enter into force on
August 20th, 2013. Nearly 1.2 million seafarers will be affected by the terms and conditions of this human rights
act, which will lay down a set of regulations for protection at work, living conditions, employment, health, social
security and similar related issues.
On the basis of Maritime Labour Convention (MLC), the Seafarer’s Employment Contracts will be implemented
and mandated against nullifying the present employment contracts. MLC will be similar to the other statutory
certifications such as ISM and ISPS onboard ships and the certificate will have 5 years of validity with interim,
initial and intermediate surveys. It is imperative for all seafarers to understand the importance of Maritime Labour
Convention (MLC), 2006.
Under MLC, 2006, the ship owners are required to submit a DMLC or Declaration of Maritime Labour
Compliance to their respective flag states which form a party to the convention. The flag states will accordingly
issue the MLC Certificate to the fleet flying their flag following, surveys, inspections, paperwork and approvals.
The certificate would be then required to be posted at a conspicuous position onboard.
Contents of MLC,2006
1. Minimum Requirements for seafarers to work on ships
 Minimum age
 Medical certificate
 Training and certifications
 Recruitment and placement
2. Conditions of Employment
 Seafarer’s Employment Agreement

 Wages
 Hours of rest and hours of work
 Entitlement to leave
 Repatriation
 Seafarer compensation for ship’s loss or foundering
 Manning levels
 Career and skill development and opportunities for seafarer’s employment
3. Accommodation, Recreation, Food and Catering
 Accommodation and recreational facilities

 Food and catering
4. Health Protection, Medical Care, Welfare and Social Security Protection
 Medical care on board and ashore

 Ship owner’s liability
 Health and safety protection and accident prevention
 Access to shore based welfare facilities
 Social Security
5. Compliance and Enforcement
 Flag state responsibility

 Authorization of recognized organizations
 Maritime labour certificate and declaration of maritime labour compliance
 Inspection and enforcement
 On board compliance procedures
 Port State Responsibilities
 Marine Casualties
 Labour Supplying responsibilities
28.If you receive a motor what are things to check.

Check name plate details matching with order.
Then, size of the motor as it is specified in order.
Check insulation resistance.
Ganapathy
1.Marpol Regulation
Annex I: Regulations for the Prevention of Pollution by Oil (entered into force 2 October 1983)
Covers prevention of pollution by oil from operational measures as well as from accidental discharges; the 1992
amendments to Annex I made it mandatory for new oil tankers to have double hulls and brought in a phase-in
schedule for existing tankers to fit double hulls, which was subsequently revised in 2001 and 2003.
Annex II: Regulations for the Control of Pollution by Noxious Liquid Substances in Bulk (entered into force 2 April
1987)
Details the discharge criteria and measures for the control of pollution by noxious liquid substances carried in
bulk; some 250 substances were evaluated and included in the list appended to the Convention; the discharge of
their residues is allowed only to reception facilities until certain concentrations and conditions (which vary with
the category of substances) are complied with.
In any case, no discharge of residues containing noxious substances is permitted within 12 miles of the nearest
land.
Annex III: Prevention of Pollution by Harmful Substances Carried by Sea in Packaged Form (entered into force 1
July 1992)
Contains general requirements for the issuing of detailed standards on packing, marking, labelling,
documentation, stowage, quantity limitations, exceptions and notifications.
For the purpose of this Annex, “harmful substances” are those substances which are identified as marine
pollutants in the International Maritime Dangerous Goods Code (IMDG Code) or which meet the criteria in the
Appendix of Annex III.
Annex IV: Prevention of Pollution by Sewage from Ships (entered into force 27 September 2003)
Contains requirements to control pollution of the sea by sewage; the discharge of sewage into the sea is
prohibited, except when the ship has in operation an approved sewage treatment plant or when the ship is
discharging comminuted and disinfected sewage using an approved system at a distance of more than three
nautical miles from the nearest land; sewage which is not comminuted or disinfected has to be discharged at a
distance of more than 12 nautical miles from the nearest land.
Annex V: Prevention of Pollution by Garbage from Ships (entered into force 31 December 1988)
Deals with different types of garbage and specifies the distances from land and the manner in which they may be
disposed of; the most important feature of the Annex is the complete ban imposed on the disposal into the sea of
all forms of plastics.
Annex VI: Prevention of Air Pollution from Ships (entered into force 19 May 2005)
Sets limits on sulphur oxide and nitrogen oxide emissions from ship exhausts and prohibits deliberate emissions
of ozone depleting substances; designated emission control areas set more stringent standards for SOx, NOx and
particulate matter. A chapter adopted in 2011 covers mandatory technical and operational energy efficiency
measures aimed at reducing greenhouse gas emissions from ships.

2.Maintenance of gyro compass.
EACH WATCH
Check repeaters with Master Compass to be sure repeater system is functioning properly. If supply fails for any
reason be sure to check and, if necessary, synchronize repeaters as soon as supply is restored. Check Compass by
azimuth observation if possible. The speed and latitude corrector and auxiliary latitude corrector should be
properly reset whenever changes of speed and latitude make resetting necessary under OPERATION. Inspect
Compass to guard against any abnormal condition of operation.
EACH WEEK
Check alarm unit by turning switch on alarm unit and noting that buzzer sounds. Check all electrical connections
to make sure they are tight, clean and free from oil. Clean and oil parts as indicated on charts
EACH MONTH
Polish the glass over the repeater card. Clean the repeater stand if it is in an exposed position. Check alignment of
azimuth motor brushes as described. Clean and oil parts as indicated on charts
3.How do you come to know all emergency equipment having emergency supply?
-It is a switchboard which distributes emergency load that power is supplied from emergency generator during
the main power source failure.
-It has two sections- one for 440V and another is 220V.
-Under normal condition, 440 V supply is taken from E/R Main Switchboard, through a Circuit Breaker
-When main power is lost, this Circuit breaker is tripped (opened)
-Emergency generator comes into action, and supplies power through another circuit breaker
-An interlock is provided, to prevent simultaneous closing of both breaker (both main and emergency generator
may be running, simultaneously)
4.Equipments connected in ESB

It is called emergency load:
-Emergency lightening to alley way /boat deck / engine room.
-Navigation system
-Steering gear
-Emergency fire pump
-Emergency air compressor
-Battery charging
-Fire detecting and alarming system
-Radio equipments (Communication equipment)
-Daylight signalling lamp and ship’s whistle
-Navigation Aids
-General Alarm
-Manual fire alarm
-Watertight doors
5.Solas regulation regarding emergency supply

It should be located outside the main and auxiliary machinery space and not forward of the collision bulkhead.
following a main power failure and repeated starts of at least 3 times, and further attempt can be made within the 30
minutes.
 Capable of supplying simultaneously at least the following services for the period of 36 hours(Passenger ships)
4) Daylight signaling lamp and ship‘s whistle
6.What is annex 6 regulation, what are related to eto?

Annex VI of MARPOL 73/78 - Regulations for the Prevention of Air Pollution from Ships
Regulation 12 - Ozone-depleting substances
(1) Subject to the provisions of regulation 3, any deliberate emissions of ozone-depleting substances shall be
prohibited. Deliberate emissions include emissions occurring in the course of maintaining, servicing, repairing or
disposing of systems or equipment, except that deliberate emissions do not include minimal releases associated
with the recapture or recycling of an ozone-depleting substance. Emissions arising from leaks of an ozone-
depleting substance, whether or not the leaks are deliberate, may be regulated by Parties to the Protocol of 1997.
(2) New installations which contain ozone-depleting substances shall be prohibited on all ships, except that new
installations containing hydrochlorofluorocarbons (HCFCs) are permitted until 1 January 2020.
(3) The substances referred to in this regulation, and equipment containing such substances, shall be delivered to
appropriate reception facilities when removed from ships.
7. SOLAS Regulation for electrical installation

Chapter II-1 Part D (Electrical installations)
Regulation 40 General: Electrical installations shall be such that:
 all electrical auxiliary services necessary for maintaining the ship in normal operational and habitable conditions
will be ensured without recourse to the emergency source of electrical power;
 electrical services essential for safety will be ensured under various emergency conditions; and the safety of
passengers, crew and ship from electrical hazards will be ensured.
Regulation 41 Main source of electrical power and lighting systems
Regulation 42 Emergency source of electrical power in passenger ships
Regulation 43 - Emergency source of electrical power in cargo ships
Regulation 44: Starting arrangements for emergency generating sets
Regulation 45 - Precautions against shock, fire and other hazards of electrical origin
8.Annex v and related things to eto

Annex V of MARPOL 73/78 - Regulations for the Prevention of Pollution by Garbage from
Ships
1.6.2 E-waste means electrical and electronic equipment used for the normal operation of the ship or in the
accommodation spaces, including all components, subassemblies and consumables, which are part of the
equipment at the time of discarding, with the presence of material potentially hazardous to human health and/or
the environment.
9.What is your action if you see electrical fire.
-Firstly, raise alarm.

-Inform the bridge.
-Isolate the power of that machine or equipments.
-If fire is small try to extinguish using portable DCP or CO2 extinguisher.
-If fire is big and not able extinguish, proceed to muster station.
-Close all ventilation, fire and watertight doors.
-Muster all crew- take a head count. Emergency fire p/p running.
-Isolate all electrical units. Commence boundary cooling.
-Fight fire by conventional means.
-Main fire party to be properly equipped. Back up party ready at all times.
-C/O not to enter as he monitors progress and communication with the bridge. Proper communication between
bridge and engine room. Keep bridge informed accordingly of sequence of events.
-At all times fire fighters to be well equipped with breathing apparatus and fireman suit. Checks on apparatus
must be carried out prior to entering space.
10.Preparation to do for electrical survey.
The electrical equipment aboard ship is inspected and tested during the complete engine survey which occurs every
four years. Such a survey is prescribed under the Rules and Regulations for the Classification of the Ship.
All Classification societies have their own rules which should be consulted prior to an electrical survey.
Electrical equipment inspected and tested, during complete engine survey, at 4 years interval. Such a survey is
prescribed, under the rules and regulations for the classification of ship. Following survey items generally apply to
all ships:
1. Generators and governors. 2. Circuit breakers 3. Switchboard and fittings (main and emergency switchboard,
distributor switchboard). 4. Cables 5. Insulation resistance 6. Motors and Starters 7. Emergency power equipment
8. Parts of steering gear 9. Navigation light indicator
For UMS operation: 1. Alarms associated with ME, AE, lubricating and cooling, tested for correct operation. 2.
Electrical circuits from various sensors such as pressure stat, flow switch, level switch, temperature switch, tested.
3. Action of auto-shut down for ME and AE, auto-starting up of stand-by units, tested. 4. Auto-starting of
emergency generator, demonstrated. 5. UMS requirements demand that a stand-by main generator should be
automatically started on loss of duty generator within 45 sec. 6. Bilge level alarm together with automatic bilge
pumping, proved to correct action. 7. Main and stand-by electric power supply to overall alarms and monitoring
system inspected and tested. 8. Complete inspection and test of fire detection and alarm system. 9. ME control will
function correctly and tested from bridge position, main control room and emergency position alongside the engine.
For Tankers / Gas Carrier: – Electrical equipment in hazardous area is surveyed every year, during each Docking
Survey and Annual Survey.
Alternator Survey: Required conditions for Surveyor:
 Main and emergency generators are cleaned.  Show stable operation when run in parallel with other generator.
 Generator windings on stator and rotor must be free of dust, rust, oil and moisture.  Visual check made for any
obvious deterioration, abrasion, and cracking of insulation around winding coils in stator.  The insulation test to
earth and between stator phase windings is done while the machine is still hot after running on load.  Air gap
between stator and rotor checked to ensure that pedestal bearings are in good condition.
Switchboard Survey: 1. Thorough cleaning internally and externally at switchboard, when all generators are
stopped and their prime movers locked off. 2. Main bus bar and their connections checked for tightness. 3. Bus bar
supports, checked for damage due to insulation material. 4. Overheating signs at connection junctions, due to loose
joint. 5. Internal wiring securely fixed. 6. Cable entries at switchboard bottom, sealed with non-flammable material.
7. Earth bar, securely bonded to both frame and to the ship‘s hull. 8. Hinged panel door bonded with an earth strap
to main switchboard frame. 9. Insulation resistance of each terminal measured. 10. Voltmeters, Watt meters and
Ammeters calibrated and tested. 11. All trips tested [Safety devices]. 12. Synchronising test [load sharing]
demonstrated. 13. Earth lamps checked. 14. Automatic circuit breaker (ACB) and Automatic voltage regulator
(AVR) tested.
Emergency Power and Associated Equipment Survey:
1. Emergency generator started manually and automatically. 2. Electrical supplies from emergency switchboard,
checked for their proper voltage, ampere and frequency. 3. Correct functioning of emergency lighting, fire pump,
and other electrical equipment. 4. Electrical interlocking arrangement between main and emergency switchboard
checked. 5. Emergency battery installation and its charging rectifier checked. 6. Keep battery environment dry and
well ventilated, battery tops cleaned, electrolyte at proper level and have correct value of specific gravity by
checking with hydrometer. 7. Battery charging equipment checked for dirt, overheating, loose connection and
correct functioning of indicator instruments. 8. Battery locker ventilation arrangements should be checked.
Insulation Resistance Survey: 1. Survey will require a list, which shows the results of recent insulation tests on all
440V and 220V main circuits. 2. The list should also indicate the test date, weather condition, hot or humid etc.
together with any comment relevant to the test conditions such as machine is hot or cold.
Navigation light indicator survey: 1. Surveyor will ensure that Navigation light indicator operates correctly and has
appropriate alarm. 2. Broken wire or lamp can be simulated by pulling appropriate fuse. 3. Power source for
navigation lights must be duplicated [usually alternate power supply being used from Emergency Switchboard]. 4.
Changeover facility for power source, to be checked. 5. Although the actual light fitting for Navigation is part of
Safety Equipment Survey, the Electrical Survey will naturally include a check on the supply cables to the
Navigation lights.
12.How to do insulation test for alternator.

 First of all, disconnect the power supply to the high voltage (HV) equipment by opening circuit breaker and
opening isolator.
 In addition, confirm that all the phases are dead using an approved live line tester. Also make sure to check
the live line tester for proper functioning using the testing tool provided along with the same.
 Close the earthing switch now and make sure all the conductors are earthed.
 Disconnect AVR.
 Short rotating diodes.
 Now connect the insulation resistance (IR) tester to the conductor, with safety earth connection ON. This is
to ensure that the operator is not in contact with any unearthed conductor during insulation resistance (IR)
measurement.
 After connecting insulation resistance (IR) tester to the circuit, safety earth is to be disconnected.
 Now insulation resistance (IR) test is applied and recorded.
 After completion of the testing, safety earth is to be reconnected.
 Now disconnect the insulation resistance (IR) tester from the circuit.
 This safety measure to be followed for each separate IR test.
13. Transformer windings
Cylindrical Windings
These windings are layered type and uses rectangular or round conductor shown in Fig.(a) and (b). The
conductors are wound on flat sides shown in Fig.(c) and wound on the rib side in Fig.(d).
Uses of Cylindrical Windings

Cylindrical windings are low voltage windings used up to 6.6 kV for kVA up to 600-750, and current rating
between 10 to 600 A.
We often use cylindrical windings in its multi-layer forms. We use rectangular conductors in two-layered type
because it is easy to secure the lead-out ends. Oil ducts separate the layers of the windings this arrangement
facilitates the cooling through oil circulation in the winding.
Helical Windings
We use helical windings low voltage, high capacity transformers, where current is higher, at the same time
windings turns are lesser. The output of transformer varies from 160 – 1000 kVA from 0.23-15 kV. To secure
adequate mechanical strength the cross-sectional area of the strip not made less than 75-100 mm square. The
maximum number of strips used in parallel to make up a conductor is 16.
14.Solas chapter 2,5,9.
CHAPTER II-1- Construction – Structure, subdivision and stability, Machinery and electrical installations
CHAPTER II-2 - Construction – Fire protection, fire detection and fire extinction
CHAPTER V - Safety of navigation
CHAPTER IX - Management for the safe operation of ships
15.VFD
Variable frequency drives applied to AC motors are by far the most common. Their basic design consists of four
elements:
· Rectifier: the working principle of rectifier is changing the incoming alternating current (AC) supply to direct
current (DC). Different designs are available and these are selected according to the performance required of the
variable frequency drive. The rectifier design will influence the extent to which electrical harmonics are induced
on the incoming supply. It can also control the direction of power flow.
· Intermediate circuit: the rectified DC supply is then conditioned in the intermediate circuit, normally by a
combination of inductors and capacitors. The majority of VFDs currently in the marketplace use a fixed-voltage DC
link.
· Inverter: the inverter converts the rectified and conditioned DC back into an AC supply of variable frequency
and voltage. This is normally achieved by generating a high frequency pulse width modulated signal of variable
frequency and effective voltage. Semiconductor switches are used to create the output; different types are
available, the most common being the Insulated Gate Bipolar Transistor (IGBT).
· Control unit: the control unit controls the whole operation of the variable frequency drive; it monitors and
controls the rectifier, the intermediate circuit and the inverter to deliver the correct output in response to an
external control signal.
16.Battery charging method.

There are three common methods of charging a battery; constant voltage, constant current and a combination of
constant voltage/constant current with or without a smart charging circuit.
Constant voltage allows the full current of the charger to flow into the battery until the power supply reaches its
pre-set voltage. The current will then taper down to a minimum value once that voltage level is reached. The
battery can be left connected to the charger until ready for use and will remain at that “float voltage”, trickle
charging to compensate for normal battery self-discharge.
Constant current is a simple form of charging batteries, with the current level set at approximately 10% of the
maximum battery rating. Charge times are relatively long with the disadvantage that the battery may overheat if it
is over-charged, leading to premature battery replacement. This method is suitable for Ni-MH type of
batteries. The battery must be disconnected, or a timer function used once charged.
Constant voltage / constant current (CVCC) is a combination of the above two methods. The charger limits the
amount of current to a pre-set level until the battery reaches a pre-set voltage level. The current then reduces as the
battery becomes fully charged. The lead acid battery uses the constant current constant voltage (CC/CV) charge
method. A regulated current raises the terminal voltage until the upper charge voltage limit is reached, at which
point the current drops due to saturation.
17.AVR types
 Carbon pile regulator
 Vibrating contact regulator
 Static A.V. R.
 Rotating sector
 Multi contact
 Magnetic amplifier
 Electronic amplifier
Venugopal
1.Power factor and cross questions.
True Power-The actual amount of power being dissipated or performs the useful work in the circuit is called as
active or true or real power. It is measured in watts, practically measured in KW(kilowatts) & MW(megawatts) in
power systems. It is denoted by the letter P (capital) and it is equal to the average value of P = VI cos ϕ. It is the
required outcome of an electrical system which drives the circuit or the load.
P = VI cos ϕ
Reactive Power – The average value of the second term in the above derived expression is zero, so the power
given by this term is zero. The component, which is proportional to the VI sin ϕ is called as reactive power,
symbolized by the letter Q. Even though it is a power, but not measured in watts as it is a non active power &
hence, it is measured in Volt-Amperes- Reactive(VAR). The value of this reactive power can be negative or positive
depends on the load power factor. This is because inductive load consumes the reactive power while capacitive
load generates the reactive power.
Q = VI sin ϕ
Apparent Power – The complex combination of true or active power & reactive power is called apparent power.
Without reference to any phase angle, the product of voltage & current gives the apparent power. The apparent
power is very useful for rating the power equipment. It can also be expressed as the square of the current
multiplied by the circuit’s impedance. It is denoted by the letter S & measured in Volt-Amperes (VA), practical
units include KVA (Kilo volt-amperes) & MVA (mega volt-amperes).
Apparent power, S = V × I
S = V I cos ϕ + jV I sin ϕ
S = P + jQ
The power factor is the cosine angle between the voltage & current. The power factor can be expressed in terms
of the above discussed power forms. Power factor defines the efficiency of the circuit.
Power factor (PF) = (Active power in watts) / (Apparent power in volt amps)
PF = VI cos ϕ / VI
PF = cos ϕ
Power Triangle and Power Factor

Electrical power consumed in an AC circuit can be represented by the three sides of a right angled triangle,
known as a power triangle.
2.How to test preferential trip in front of surveyor?

Preferential trip is a kind of electrical arrangement on ship which is designed to disconnect the non-essential
circuit i.e. non-essential load from the main bus bar in case of partial failure or overload of the main supply
The non-essential circuits or loads on ships are air conditioning, exhaust and ventilation fans, and galley
equipments which can be disconnected momentarily and can be connected again after fault finding.
It can be tested by either by primary injection from a primary injection test set or by secondary injection from a
secondary injection test set.
If you want to actually test the whole system you would use a primary injection test or if you want to test the
relay(s) only use the secondary injection method. These tests should be done by a competent technician trained
and used to relay testing
3.Synchroscope and working principle

The synchroscope consists of a small motor with coils on the two poles connected across two phases. Let’s say it
is connected in red and yellow phases of the incoming machine and armature windings supplied from red and
yellow phases from the switchboard bus bars.
The bus bar circuit consists of an inductance and resistance connected in parallel.
The inductor circuit has the delaying current effect by 90 degrees relative to current in resistance.
These dual currents are fed into the synchroscope with the help of slip rings to the armature windings which
produces a rotating magnetic field.
The polarity of the poles will change alternatively in north/south direction with changes in red and yellow phases
of the incoming machine.
The rotating field will react with the poles by turning the rotor either in clockwise or anticlockwise direction.
If the rotor is moving in clockwise direction this means that the incoming machine is running faster than the bus
bar and slower when running in anticlockwise direction.
Generally, it is preferred to adjust the alternator speed slightly higher, which will move the pointer on
synchroscope is in clockwise direction.
The breaker is closed just before the pointer reaches 12 o clock position, at which the incoming machine is in
phase with the bus bar
4.Foam extinguisher
Foam extinguishers are used to extinguish Class B fires and are located near flammable liquids. There can be two
types of foam fire extinguisher depending upon its contents-
Chemical foam type fire extinguisher
Mechanical foam type fire extinguisher
Chemical foam extinguisher – The chemicals used in this foam type fire extinguisher are sodium bicarbonate and
aluminium sulphate. The main container is filled with sodium bicarbonate, whereas the inner container is filled
with aluminium sulphate.
Chemical foam extinguisher diagram:
The inner container has a cap at the top which is kept in place by a plunger.
The plunger is turned to release the cap and the extinguisher is then inverted for both the chemicals to mix.
Carbon dioxide is produced from the chemical reaction which pressurizes the container from inside and forces out
the foam.
This type of portable foam fire extinguisher chemical equation is shown below:
Al2 (SO4)3 + 6 NaHCO3 -> 2Al (OH) 3 + 3Na2SO4 + 6 Co2
Note: Chemical Foam Extinguishers are now banned on ships because of the poisonous effect which the gas can
create.
Mechanical foam – This extinguisher type also consists of two containers- the outer one is filled with water,
whereas the central one has carbon dioxide charge and foam solution. The mechanical foam fire extinguisher uses
a long hosepipe connected to the dip tube inside the internal structure of fire extinguisher which allows it to use
the foam portable fire extinguisher upright.
mechanical foam type fire extinguisher diagram showing different foam extinguisher parts:
The central container has a plunger mechanism at the top which when depressed releases the carbon dioxide and
allows foam and water to mix.
The foam and water come out of the nozzle, creating mechanical foam. This extinguisher is operated in an upright
position.
5.High voltage safety and apparatus

Arc rated fr clothing
HV Insulation Gloves with leather on top
Safety Goggles / glasses
Full sleeve HV boiler suits
Face shield with hood
HV Work Boots
Ear Protection
Apron
Insulation Mat WITH CERTIFICATE (IEC 61111 / SIRE 11.27 / SOLAS II-1/45. 2)
6.Annnex regarding garbage management

Annex V Prevention of Pollution by Garbage from Ships (entered into force 31 December 1988)
Deals with different types of garbage and specifies the distances from land and the manner in which they may be
disposed of; the most important feature of the Annex is the complete ban imposed on the disposal into the sea of
all forms of plastics.
Garbage means all kinds of victual, domestic and operational waste excluding fresh fish and parts thereof,
generated during the normal operation of the ship and liable to be disposed of continuously or periodically except
those substances which are defined or listed in other Annexes to the present Convention
However, the following is required under MARPOL:
Placards posted on board noting the discharge requirements2)
A Garbage Management Plan
A Garbage Record Book
Amendments to Regulation 4 and 6 of Annex V require the shipper to declare whether or not they are classed as
harmful to the marine environment. A new appendix provides criteria for the classification of solid bulk cargoes.
The Form of Garbage Record Book is updated. The Record of Garbage Discharges is divided into Part I for the use
of all ships and Part II, required for ships that carry solid bulk cargoes.
A new category of garbage “e-waste” is included. E-waste is defined in the 2017 Guidelines for implementation of
MARPOL Annex V as electrical and electronic equipment used for the normal operation of the ship or in the
accommodation spaces, including all components, subassemblies and consumables, which are part of the
equipment at the time of discarding, with the presence of material potentially hazardous to human health and/or
the environment.
7.Working principle of generator and motor

Working principle of generator:
Electric generator works on the principle of electromagnetic induction. Electricity is generated by rotating a coil
inside magnetic field.
When a conductor moves in a magnetic field, an emf is induced across the conductor. This is the only basis on
which each and every rotating electric generator works (such as portable generators).
Working Principle of Motor:
The principle of an electric motor is based on the current carrying conductor which produces magnetic field
around it. A current carrying conductor is placed perpendicular to the magnetic field so that it experiences a
force.
An electric motor is an electrical machine that converts electrical energy into mechanical energy. Most electric

motors operate through the interaction between the motor's magnetic field and electric current in a wire
winding to generate force in the form of torque applied on the motor's shaft. Electric motors can be powered
by direct current (DC) sources, such as from batteries, motor vehicles or rectifiers, or by alternating current (AC)
sources, such as a power grid, inverters or electrical generators
8.How is voltage is produced

The faradays law states that whenever a conductor is placed in a varying magnetic field, EMF is induced and this
induced EMF is equal to the rate of change of flux linkages. This EMF can be generated when there is either
relative space or relative time variation between the conductor and magnetic field.
9.Emergency generator SOLAS chapter

It should be located outside the main and auxiliary machinery space and not forward of the collusion bulkhead.
following a main power failure and repeated starts of at least 3 times, and further attempt can be made within
the 30 minutes.
 Capable of supplying simultaneously at least the following services for the period of 36 hours (Passenger ships)
4) Daylight signaling lamp and ship‘s whistle
10.If small fire is in boiler. What is your action

First check the condition of fire; it is small oil fire in the boiler.
Then raise the fire alarm signal.
Remove the combustible material near vicinity.
It is a small fire, extinguish by foam portable extinguisher.
Release the foam direct to the fire by deflecting it from another surface.
Foam is lower specific gravity than oil or water that it will flows across the surface of oil and cover.
The fire will stop by blanking with foam.
In case of Economizer fire:

 Inform to the bridge and chief engineer. Take the permission to stop main engine.
 Gradually slowdown the ME and then stop.
 If fire fighting equipment is fitted, it should be brought into operation.
 Shut off oil burners, draught fans, dampers & air register.
 Raise water level full and blow down continuously so as to maintain good flow of water.
 Reduce boiler pressure by easing gear.
 Cool down the economizer by means of boundary cooling. Spray water on the external casing of the uptake to
cool the affected area.
 A few times starting and stopping of main engine should be done to blow out collected soots at the uptake.
 Circulation pump must be run but, if large amount of water lost it must be stopped.
 Never do soot blow to economizer. It can cause hydrogen fire and melt down the coils stack. It can cause
deformation and tube bulking because intensive heat and high thermal stress formed at economizer coils.
11.lighting transformer
Lighting transformer is nothing but a 1:1 transformer or step-down transformer with step reduction of appx. 0 to
10 %, Which means the transformer comes with the adjustable tapping’s to reduce the output voltage of the
transformer.
Lighting Transformer circuit diagram
Main purpose of lighting transformer is

Power Save using lighting transformer:
The ultimate aim of the lighting transformer is to Reduce the voltage for the lighting loads. As we know the AC
power P= V* I * Cosθ. Here the voltage is directly proportional to the Power. Also the reduction of voltage may
elevate the current flow through the circuit, but in lighting load reduction of 10% of voltage increases only 5 % of
the current hence the net power consumption gets reduced.
Ensuring the Neutral availability:
In three phase delta secondary connected transformer do not have neutral point. Hence in order to use the
power supply we have to install lighting transformer with secondary star configuration (star have wide advantage
over delta connection).
Isolation of Lighting loads
The lighting loads should not be connected with the PCC or MCC panel. Because in Industry, lighting circuits may
or may not be organized, due to that we get frequent tripping of the lighting circuits. therefore, these small fault
may have chance of tripping of MCC or PCC circuit breakers. So that by providing separate lighting system, we can
create good relay co-ordination with the PCC for system stable operation.
Reduction of Voltage flickering:
In an Electrical PCC or MCC panel, voltage flickering will be created by large inductive loads. Voltage flickering may
reduce the lighting performance.
12.Working principle of transformer

Transformer – Working Principle
The main principle of operation of a transformer is mutual inductance between two circuits which is linked by a
common magnetic flux. A basic transformer consists of two coils that are electrically separate and inductive, but
are magnetically linked through a path of reluctance. The working principle of the transformer can be understood
from the figure below.
As shown above the electrical transformer has primary and secondary windings. The core laminations are joined
in the form of strips in between the strips you can see that there are some narrow gaps right through the cross-
section of the core. These staggered joints are said to be ‘imbricated’. Both the coils have high mutual inductance.
A mutual electro-motive force is induced in the transformer from the alternating flux that is set up in the
laminated core, due to the coil that is connected to a source of alternating voltage. Most of the alternating flux
developed by this coil is linked with the other coil and thus produces the mutual induced electro-motive force.
The so produced electro-motive force can be explained with the help of Faraday’s laws of Electromagnetic
Induction as
e=M*dI/dt
If the second coil circuit is closed, a current flows in it and thus electrical energy is transferred magnetically from
the first to the second coil.
The alternating current supply is given to the first coil and hence it can be called as the primary winding. The
energy is drawn out from the second coil and thus can be called as the secondary winding.
13.What are the electrical part of CO2 system

Electrical control box.
Time delay unit
Micro switch
14.Fuel oil transfer pump

The fuel oil system for a marine diesel engine - Internal combustion engine procedure
The fuel oil system for a marine diesel engine can be considered in two parts—the fuel supply and the fuel
injection systems. Fuel supply deals with the provision of fuel oil suitable for use by the injection system. Marine
Fuel oil system includes various piping systems provided for bunkering, storage, transfer, offloading and
treatment of fuel oils.
Fuel oil transfer system – This system receives and stores fuel and delivers it to settling tanks. Fuel oils are loaded
through deck fill connections that have sample connections provided to permit the fuel to be sampled as it is
taken aboard. HFO is loaded in storage tanks fitted with heating coils.
In preparation for use, HFO is transferred to the fuel oil settling tanks via FO transfer pumps which are equipped
with a suction strainer. Piping is so arranged that the pumps can transfer fuel between storage tanks and then to
the deck connections for offloading. Settling tanks are used to permit gross water and solids to settle on the
bottom.
Fuel tank overflow system : All tanks overflow to an overflow tank via a line with an observation glass. This line
also incorporates a flow alarm. Fitted in the overflow tank is a level alarm which will be activated when the tank is
a quarter full.
All tank vents are fitted so that oil cannot overflow onto deck or into machinery spaces which may lead to fires.
The vent from the overflow tank is led onto deck and fitted with wire gauze diaphragms.
Fuel oil supply for a two-stroke diesel engine: A slow-speed two-stroke diesel is usually arranged to operate
continuously on heavy fuel and have available a diesel oil supply for manoeuvring conditions.
In the system shown in Figure , the oil is stored in tanks in the double bottom from which it is pumped to a
settling tank and heated. After passing through centrifuges the cleaned, heated oil is pumped to a daily service
tank. From the daily service tank the oil flows through a three-way valve to a mixing tank. A flow meter is fitted
into the system to indicate fuel consumption. Booster pumps are used to pump the oil through heaters and a
viscosity regulator to the engine-driven fuel pumps. The fuel pumps will discharge high-pressure fuel to their
respective injectors.
The viscosity regulator controls the fuel oil temperature in order to provide the correct viscosity for combustion.
A pressure regulating valve ensures a constant-pressure supply to the engine-driven pumps, and a pre-warming
bypass is used to heat up the fuel before starting the engine.
A diesel oil daily service tank may be installed and is connected to the system via a three-way valve. The engine
can be started up and manoeuvred on diesel oil or even a blend of diesel and heavy fuel oil. The mixing tank is
used to collect recirculated oil and also acts as a buffer or reserve tank as it will supply fuel when the daily service
tank is empty.
15.Starting methods of boilers

Starting a Boiler
It is to note that the following steps may not apply to all types of boilers and each boiler requires some additional
steps to be followed as per its system design. However, the basic steps remain the same:
Ensure that the vent valve on the boiler is open and check there is no pressure in the boiler.
Check that the steam stop valve is closed.
Check that all the valves for fuel are open, and let the fuel circulate through the system until it comes to the
temperature required by the manufacturer recommendation.
Check and open the feed water valves to the boiler and fill the water inside the boiler drum to just above the low
water level. This is done because it is not possible to start the boiler below the low water level due to safety
feature which prevent boiler from starting. Also, the level is not filled much because if filled too much, the water
inside the boiler might expand and over pressurize the boiler.
Start the boiler in automatic mode. The burner fan will start the purging cycle which will remove any gases
present in the furnace by forcing it out through the funnel.
After the pre-set purge time the pilot burner will ignite. The pilot burner consists of two electrodes, through
which a large current is passed, via the transformer, producing the spark between the electrodes. The pilot burner
is supplied with diesel oil and when the oil passes over, the former ignites.
The main burner which is supplied by heavy oil catches fire with the help of pilot burner.
Check the combustion chamber from the sight glass to ensure the burner has lit and the flame is satisfactory.
Keep a close eye on the water level as the pressure increases and open the feed water when the level of water
inside the gauge glass is stable.
Close the vent valve after the steam starts coming outside.
Open the steam stop valve.
Once the working steam pressure is reached, blow down the gauge glass and float chambers to check for the
alarms.
Stopping a boiler
If the boiler is needed to be stopped for longer duration for maintenance or opened up for survey, change the
fuel to distillate fuel.
If separate heating arrangement for heavy oil is present then there’s is no need to change over to distillate fuel
and the oil is kept on circulation mode.
Stop the boiler automatic cycle.
Close the steam stop valves.
Close the boiler feed water valves.
When the boiler pressure is just reduced to over atmospheric pressure the vent valve is kept open to prevent
vacuum formation inside the boiler.
16.Droop and Voltage droop

Droop allows generators operating in parallel to share load in proportion to their capacity. Voltage droop is used
to provide reactive load sharing (kVAR), and frequency (speed) droop is used to provide real load (kW) sharing.
The concept of voltage droop: from a no-load voltage condition, as reactive load is added the terminal voltage of
the generator lowers due to the change in armature reaction. A voltage regulator causes the terminal voltage to
lower linearly by controlling the rotor excitation. Voltage droop is usually expressed as the percent change in
voltage from no-load terminal voltage as the reactive load varies over the full reactive load range.
The concept of frequency or speed droop: from a no-load frequency condition, as real load is added the prime
mover slows and the frequency lowers. A speed regulator causes the frequency to lower linearly by controlling
the prime mover speed (governing). Frequency droop is usually expressed as the percent change in frequency
from no-load frequency as the real load varies over the full load range.
The generators I've worked with usually had less than 5% droop, and were fairly linear over the full load ranges.
Regulation allows load sharing by: (assume regulators for G1 and G2 are set equally as an initial condition)
As G1's voltage regulator is raised and G2's is lowered, G1 picks up more of the system's reactive load and G2
sheds reactive load while keeping the system voltage constant.
As G1's speed regulator is raised and G2's is lowered, G1 picks up more of the system's real load and G2 sheds
real load while keeping the system frequency constant.
The load should be shared in proportion to the capacity of the generators. If G1's power rating is twice G2's, G1
should carry two-thirds of the system's real and reactive load. This minimizes heating effects in each machine
17.One cycle
When a waveform reaches a complete set of positive and negative value it is called one cycle., such as if a
sinusoidal wave, completes one set of positive and negative values, is called one cycle of sine wave cycle. One
cycle is corresponding to the angular measure of 360 deg.
Refer the Example sin wave:
18.ICCP& MGPS & Shaft earthing
Impressed current cathode protection systems in ship's consist of a number of anodes (lead or platinised
titanium) to the hull at selected places below the waterline, and control equipment which automatically regulates
the anode current to the required value. Direct current is supplied to the anodes, after transformation and recti
cation, from the ship's 440 V 60 Hz 3-phase a.c. distribution system. The control equipment comprises reference
electrodes, an amplifier assembly and one or more transformer rectifier units. Current control is usually regulated
by electronic thyristor controllers and the diagram outlines a typical scheme.
The control equipment automatically monitors the size of anode current required which will vary with conditions
as there are; sea water temperature, ship's speed, condition of the coating and salinity. The total impressed
current for a hull in good condition may be as low as 20A. Maximum controller outputs may be up to about 600 A
at 8 V
MGPS
IT PREVENTS MARINE GROWTH (AND PREVENTS CORROSION WHERE PROVIDED)
To Prevent formation of slimes in coolers/condensers
To prevent sea growth like mussels and clam in pipelines
ANODE OPERATION
There are two types known as the Marine Growth (MG) Anodes and Trap Corrosion Anodes (TC) or (FE) being
used depending on the material of the pipe work / condenser system.
MG Anodes are manufactured from copper. They release ions during electrolysis which combine with the sea
water to form an environment which discourages spat and any other minute organisms entering, and adhering in
areas where they grow and start breeding. They are, instead, carried straight through to discharge and, provided
that no untreated water is allowed to enter at point subsequent to the anodes, freedom from infestation is
assured.
TC Anodes are manufactured from aluminum for use in a system with predominantly steel pipes where
the reaction of the aluminum anode with seawater results in the formation of aluminum hydroxide. This disperses
down the pipe work positively charged, forming anti-corrosive barrier on the pipe work.
FE (Cast Iron) Anodes are used when the pipe work is mainly copper nickel or aluminum brass. Here, the reaction
of the cast iron anode with the seawater releases Iron into the water flow for corrosion protection.
The system produces anti-fouling ion using specially alloyed anodes. There are two types known as the
CU(copper) anodes and AL(aluminum) anodes.
CU Anodes are manufactured from copper as major part for system. The copper anode produces ions
which are transported by the seawater and carried into the pipe work system to prevent marine growth. They
release ions during electrolysis as following reactions;
Anodic reaction Cu → Cu2+ + 2e
Cathodic reaction 2H2O + 2e → H2 + 2OH-
AL Anodes are manufactured from aluminum as supplementary part for system. The slow dissolution of
the aluminum anode produces ions which spread throughout the system and produce an anti-corrosive layer on
the internal surface of sea water cooling lines. They release ions during electrolysis as following reactions;
Anodic reaction Al → Al3+ + 3e
Cathodic reaction 3H2O + 3e → 3/2H2 + 3OH-
Product of Al(OH)3 Al3+ + 3OH- → Al(OH)3
SHAFT EARTHING DEVICE
A turning propeller shaft on a ship becomes electrically insulated from the hull by the lubricating oil film
in the bearings and by the use of non-metallic bearing materials in the tail shaft. When the shaft is insulated in
this way an electrical potential can be measured between the shaft and the hull and this can accelerate corrosion
in the ship. If the ship has a system of cathodic protection, whether it is sacrificial anode or an impressed current
system, the shaft insulation will prevent the propeller and the boss from receiving protection. The electrical
potential between the shaft and the hull can also cause a heavy current to flow in bearings when the oil film
breaks down or is contaminated with seawater. This current can cause deep pitting of the bearing surface.
Excessive wear on the shaft bearings can often be traced to this cause. In addition it’s necessary to reduce the
spark erosion causing the excessive wear on main engine metal bearings and this shaft earthing is the most
appropriate method. All the troubles can be avoided and cathodic protection can be extended to the propeller if
the shaft is properly earthed with a propeller shaft slip ring. The effectiveness of the shaft earthing system using
HIGH DENSITY LOW RESISTANCE SILVER GRAPHITE BRUSH ensures a maximum contact resistance LESS THAN 0.01
ohms.
19.OWS and OCM

OCM:It utilizes a photo sensor that measures the amount of light hitting it. When oil or sediment travels between
the light and the photo sensor, it reduces the amount of light hitting the sensor and causes the monitor to display
a PPM of contaminate in the water.
Most instruments of this type depend on transmission of a beam of light. A sample of water leaving the OWS is
drawn off automatically and passed through a detector cell. A low power light shines a beam through a window in
the side of the detector. This is transmitted through the water sample and picked up by a detector on the far side
of the cell. Pure water will only have a slight attenuating effect on the beam, whereas, oil will absorb the light,
reducing the intensity reaching the detector and causing the OCM to sound the alarm. But soot, rust and other
non-oil contaminants of the bilge water will also have their affect on the light beam. As each solid particle acts as
a minute mirror such material may cause false alarms.
The degree to which a beam of light will be scattered (diffused) while passing through liquid containing a
concentration of finely divided particles, such as soot or rust. Oil tends to absorb light rather than scatter it. By
judicious design, the difference between light scatter by rust/soot and absorption by oil can be accounted for and
the OCM can be relied on to react to oil but not to solid contaminants.
Normally the un-attenuated light beam will pass directly to the transmit photocell. Oil droplets in the water will
absorb light and diminish the beam reaching the transmit photocell, thus sounding the alarm. But when the beam
is scattered by solid particles rather than absorbed by oil, light will simultaneously reach the occluded or scatter
photocell and be diminished at the transmit photocell. The alarm will not sound for this situation, except when
the software incorporated into the system detects the simultaneous presence of oil and solid particles because of
a mismatch between the degree to which light diminishes at the transmit cell and increases at the scatter cell.
20.SOLAS and MARPOL- SOLAS chapter 9

SOLAS
Chapter I – General Provisions
Surveying the various types of ships and certifying that they meet the requirements of the convention.[2]
Chapter II-1 – Construction – Subdivision and stability, machinery and electrical installations
The subdivision of passenger ships into watertight compartments so that after damage to its hull, a vessel will
remain afloat and stable.[2]
Chapter II-2 – Fire protection, fire detection and fire extinction
Fire safety provisions for all ships with detailed measures for passenger ships, cargo ships and tankers.[2]
Chapter III – Life-saving appliances and arrangements
Life-saving appliances and arrangements, including requirements for life boats, rescue boats and life jackets
according to type of ship.[2]
Chapter IV – Radio communications
The Global Maritime Distress Safety System (GMDSS) requires passenger and cargo ships on international voyages
to carry radio equipment, including satellite Emergency Position Indicating Radio Beacons (EPIRBs) and Search
and Rescue Transponders (SARTs).[2]
Chapter V – Safety of navigation
This chapter requires governments to ensure that all vessels are sufficiently and efficiently manned from a safety
point of view. It places requirements on all vessels regarding voyage and passage planning, expecting a careful
assessment of any proposed voyages by all who put to sea. Every mariner must take account of all potential
dangers to navigation, weather forecasts, tidal predictions, the competence of the crew, and all other relevant
factors.[15] It also adds an obligation for all vessels' masters to offer assistance to those in distress and controls
the use of lifesaving signals with specific requirements regarding danger and distress messages. It is different from
the other chapters, which apply to certain classes of commercial shipping, in that these requirements apply to all
vessels and their crews, including yachts and private craft, on all voyages and trips including local ones.[2]
Chapter VI – Carriage of Cargoes
Requirements for the stowage and securing of all types of cargo and cargo containers except liquids and gases in
bulk.[2]
Chapter VII – Carriage of dangerous goods
Requires the carriage of all kinds of dangerous goods to be in compliance with the International Maritime
Dangerous Goods Code (IMDG Code).[2]
Chaper VIII – Nuclear ships
Nuclear powered ships are required, particularly concerning radiation hazards, to conform to the Code of Safety
for Nuclear Merchant Ships.[2]
Chapter IX – Management for the Safe Operation of Ships
Requires every shipowner and any person or company that has assumed responsibility for a ship to comply with
the International Safety Management Code (ISM).[2]
Chapter X – Safety measures for high-speed craft
Makes mandatory the International Code of Safety for High-speed craft (HSC Code).
Chapter XI-1 – Special measures to enhance maritime safety
Requirements relating to organisations responsible for carrying out surveys and inspections, enhanced surveys,
the ship identification number scheme, and operational requirements.
Chapter XI-2 – Special measures to enhance maritime security
Includes the International Ship and Port Facility Security Code (ISPS Code). Confirms that the role of the Master in
maintaining the security of the ship is not, and cannot be, constrained by the Company, the charterer or any other
person. Port facilities must carry out security assessments and develop, implement and review port facility
security plans. Controls the delay, detention, restriction, or expulsion of a ship from a port. Requires that ships
must have a ship security alert system, as well as detailing other measures and requirements.[2]
Chapter XII – Additional safety measures for bulk carriers
Specific structural requirements for bulk carriers over 150 metres in length.[2]
Chapter XIII - Verification of compliance. Makes mandatory from 1 January 2016 the IMO Member State Audit
Scheme.
Chapter XIV - Safety measures for ships operating in polar waters. The chapter makes mandatory, from 1 January
2017, the Introduction and part I-A of the International Code for Ships Operating in Polar Waters (The Polar
Code).
MARPOL
Annex I: Regulation for prevention of pollution by oil (October 1983).
Annex II: Regulations for control of pollution by Noxious Liquid Substance in bulk (April 1987).
Annex III: Regulation for prevention of pollution by harmful substance carried at sea in packaged form (July 1992).
Annex IV: Regulation for prevention of pollution by sewage from ships (Sep 2003).
Annex V: Regulation for prevention of pollution by Garbage from ships (Dec 1998).
Annex VI: Regulation for prevention of Air pollution from ships (May 2005).
21.DCP and CO2 working

Dry chemical extinguishers are tanks of foam or dry powder with compressed nitrogen as the propellant. They
work by smothering the fire: when you put a layer of powder or foam on the fire, you cut the fuel off from the
oxygen around it, and the fire goes out.
Carbon dioxide (CO2) extinguishers contain a mixture of liquid and gaseous carbon dioxide (a non-flammable gas).
CO2 is normally a gas at room temperature and pressure. It has to be stored under high pressure to make it a
liquid. When you release the pressure, the gas expands enormously and makes a huge white jet. CO2 attacks the
fire triangle in two ways: it smothers the oxygen and, when it turns from a liquid back to a gas, it "sucks" in a
massive amount of heat from its surroundings (the latent heat of vaporization), which cools whatever you spray it
on by removing heat.
22.Alternator maintenance
-Before starting any maintenance work on the alternator, all safety precaution should be taken and the alternator
should be shut and locked down. Also, post notice and ply cards on relevant places and alternator heater to be
isolated.
-Clean the alternator ventilation passage and air filter.
-Check the Insulation resistance of stator and rotor winding.
-Air gap between stator and rotor to be checked and maintained between 1.5 to 2 mm.
-Slip rings to be checked for even wear down to be renewed if required.
-Carbon brushes to be clean and checked for free movement.
-The brush contacting pressure to be checked by spring balance.
-Automatic Voltage Regulator to be checked and cleaned off oil and dust.
-The lube oil level of pedestal bearing to be maintained and renewed as per planned maintenance.
-A vacuum cleaner can be used to remove dust accumulated in the inner parts of alternator.
-The terminal box cover gasket to be checked for proper oil and water tightness.
-All the connection in the terminal box to be tightened properly.
-Cable gland to be checked for integrity.
-Forced Ventilation around alternator must be maintained all the time.
-Check heater for proper operation.
-The foundation bolts of the alternator to be checked for tightness.
-After maintenance is performed, a no load test should be carried out and general condition such as noise,
temperature, voltage generated etc. of the alternator should be observed and noted.
23.Avr function& why 45 secs for starting.

Automatic voltage regulator on a generator stops fluctuation of voltage produced by it during various load
conditions. The principle of voltage generation requires a source of magnet which is in a relative motion with
conductors. When magnetic lines of forces cut the conductors, current is produced. The magnet here is not a
permanent magnet but an electro magnet which draws a small current from produced current which induces the
electromagnet. Greater the amount of current drawn from circuit , greater the electromagnetic power will be
produced, and so a greater voltage will be produced at the generator output. So something should pe responsible
for regulating the amount of current given to electromagnet to produce a particular set voltage, say 440 V. This
particular thing is known as AVR. As you switch on a heavier load say a motor, a voltage dip occurs (you can notice
this by watching light bulbs going dim for a short period, 1–4 seconds). The AVR senses this drop in voltage and
increases the feed current through an electronic circuit into the electromagnet present on the rotor of the
generator, so as to reach the set voltage i.e. 440V again and power is regulated.
Various types of AVR are present today. Modern AVRs based on auto transformer principle have produced better
results in reducing the recovery time (during drop of voltage) to less than 3 sec.
Under normal circumstances, the voltage is kept constant. If speed drops of more than 5% occur, the AVR unit will
automatically decrease the voltage proportional to the frequency (U/f-constant).
To obtain correct load sharing between parallel running alternators, the alternator voltage is made current
dependent. This is obtained by current transformer and a resistance network inside the AVR unit.
The main functions of an AVR are as follows.
It controls the voltage of the system and has the operation of the machine nearer to the steady state stability.
It divides the reactive load between the alternators operating in parallel.
The automatic voltage regulators reduce the overvoltages which occur because of the sudden loss of load on the
system.
It increases the excitation of the system under fault conditions so that the maximum synchronising power exists
at the time of clearance of the fault.
24.Form factor
The ratio of the root mean square value to the average value of an alternating quantity (current or voltage) is
called Form Factor. The average of all the instantaneous values of current and voltage over one complete cycle is
known as the average value of the alternating quantities.
Mathematically, it is expressed as:
Ir.m.s and Er.m.s are the roots mean square values of the current and the voltage respectively, and Iav and
Eav are the average values of the alternating current and the voltage respectively.
For the current varying sinusoidally, the Form Factor is given as:
The value of Form Factor is 1.11
25.MARVS(Maximum allowable relief valve setting)

MARVS or maximum allowable relief valve settings are required to be set in accordance to IGC code and 46 CFR
154. When MARVS are installed, they should be installed under the supervision of the captain and must be inured
in the vessel's log. After they’re installed, they have tamper seals that are in place and must remain intact. Many
times, marine inspectors find that these tamper seals or settings are incorrect.
At port-
At sea-
26.High voltage safeties.

-Making personal contact with any electric voltage is potentially dangerous. At high voltage (>1000 V) levels the
electric shock potential is lethal. Body resistance decreases with increased voltage level which enhances the
current flow. Remember that an electric shock current as low as 15 mA can be fatal. So, the risk to people working
in HV areas is greatly minimised by the diligent application of sensible general and company safety regulations
and procedures.
-Personnel who are required to routinely test and maintain HV equipment should be trained in the necessary
practical safety procedures and certified as qualified for this duty.
-Approved safety clothing, footwear, eye protection and hard hat should be used where danger may arise from
arcs, hot surfaces and high voltage etc.
-Safety equipment should be used by electrical workers includes insulated rubber gloves and mats. These protect
the user from electric shock.
-Safety equipment is tested regularly to ensure it is still protecting the user. Testing companies can test at up
300,000 volts and offer services from glove testing to Elevated Working Platform or EWP Truck testing.
-A insulated material or rubber mat can be used as a dead front of all electrical installations and equipments.
-The access to HV switchboards and equipment must be strictly controlled by using a permit-to-work scheme and
isolation procedures together with live-line tests and earthing-down before any work is started. The electrical
permit requirements and procedures are similar to permits used to control access in any hot-work
situation, e.g. welding, cutting, burning etc. in a potentially hazardous area.
-For the purposes of safety, HV equipment includes the LV field system for a propulsion motor as it is an
integrated part of the overall HV equipment. From the HV generators, the network supplies HV motors (for
propulsion, side thrusters and air conditioning compressors) and the main transformer feeders to the 440 V
switchboard. Further distribution links are made to interconnect with the emergency switchboard.
27.Last vessel draft in full load and no load.

Full load: 17m
No load: 9m
28.Freeboard full load and no load.
30.2m
29.What is single phasing.
For proper working of any 3 phase induction motor, it must be connected to a 3 phase alternating current (ac)
power supply of rated voltage and load. Once these three-phase motors are started, they will continue to run
even if one of the three-phase supply lines gets disconnected. The loss of current through one of these phase
supplies is described as single phasing.
The ship is fitted with hundreds of motors which are responsible for running different pumps, machinery, and
systems. The critical machinery such as steering gear, main engine, generator, boiler etc. have 3 phase motors
attached to them which run one or the other main or auxiliary system for them.
A 3 phase motor of 440V is, in general, the standard frame, squirrel cage induction type designed for AC 440v 3
phase of 60 Hz. Only small capacity motors of 0.4 KW or less, mainly used for lighting and other low power
systems, are single phase motor of 220V 60 Hz operation.
Causes of Single Phasing
Single phasing is a power supply-related electrical fault in case of an induction motor. It occurs when one of the 3
phase circuits in a three-phase motor is opened; hence the remaining circuits carry excess current. This condition
of Single Phasing is usually caused when:-
– One or more out of the three back up fuse blows (or fuse wire melts if the fuse is of wire type)
– The motor circuit has contactors which supply the current. One of the contactors is open circuited.
– A wrong or improper setting of any of the protection devices provided on the motor can also lead to single
phasing
– If contactor routines are not performed regularly, they might get covered or get coated with oxidation layer
leading to single phasing.
– The relay contacts for the motor is damaged or broken
– One of the wire for the motor circuit is broken
– Due to equipment failure of the supply system
– Due to the short circuit in one phase of the star-connected or delta-connected motor
– Feeder or transformer fuse blow-up
Effect of Single Phasing
As mentioned earlier, a three-phase motor is an AC motor which is built to operate on a three-phase power
source. The construction of both types of a motor is similar as they both have a stator and rotator. The single
phase motor does not have a rotating field, but one that reverses 180 degrees. Usually, single phase motors are
not self-starting. For that, they use additional provisions like switching out the start winding or a capacitor.
Single phasing problem on a 3 phase induction motor will have the following effects:
– If the motor is in a stopped condition, it cannot be started as a single phase motor cannot be a self-starter (as
explained above) and also due to the safety system provided in 3 phase motor to protect it from overheating
– If the single phasing faults occur while the motor is operating, it will continue to run (unless provided by
additional safety cut-out system) because of the torque produced by the remaining two phases which is produced
as per the demand by the load
– As the remaining two phase are doing additional work of the one default phase, they will be overheated which
might result in critical damage to the windings
– The single phasing will lead to increase in the current flow by 2.4 times the average current value in the
remaining two phases
– Single Phasing reduces the speed of the motor, and its rpm will fluctuate
– The noise and vibration from the motor will be abnormal. This is the result of uneven torque produced by the
remaining two phases
– Almost all the motor system in the ship has a standby arrangement. If the motor is selected for standby, with
single phasing problem – It will not start leading to failure of the related system
– If the problem is not addressed and motor operation is continued, windings will melt due to overheating and
can lead to short-circuiting or earthing
– In such condition, if the crew of a ship comes in contact with the motor, he will get an electrical shock which can
even be fatal. Overheating of winding is primarily due to the flow of negative sequence current.
– It may cause overloading of the power generation machine, i.e. auxiliary engine, and its alternator
30.What is electronic telemotor? How does it work.

Telemotor systems
The telemotor system consists of a transmitter on the bridge and a receiver fitted on the steering gear forming a
part of the hunting gear. The system may be electrical or hydraulic or a combination of the two.
Most modern vessels are fitted with electric or electro-hydraulic systems. Due to the increasing size of vessels
pipe runs have lengthen causing lags in the operation of the receiver in hydraulic systems. In addition hydraulic
only systems generally require more maintenance.
Electro-hydraulic type telemotor system
Shown is a very simple system capable of operating a steering hunting gear. A pressure relief valve would
normally be fitted after the valve and across the pump to prevent over pressurisation of the system.
The signal is derived from the action on the steering wheel, created by the autopilot or directly from the non-
follow up control levers.
Telemotor fluid should be a good quality mineral oil with the following properties;
low pour point
non sludge forming
non corrosive
good lubricating properties
high flash point
low viscosity
31.Follow up & Non-follow up

Follow Up Mode
This is the Principal mode of steering.
In this mode, the rudder Follows the wheel. If the rudder is put 10° to Starboard, the rudder will follow to 10° to
Stbd and remain there as long as wheel is kept to 10° to Stbd.
To bring the rudder to ‘Midship’, the wheel will have to be brought to ‘Midship’.
This mode is followed in the following methods of steering
The hand steering mode in which the steering wheel sets the rudder angle,
Auto-steering mode in which the wheel order is automatically generated depending upon the difference between
the ordered course and the actual course
Non-Follow Up Mode
This mode of steering is not done with a steering wheel but with a NFU Lever.
The NFU lever does not have any markings. As long as it is kept pressed, the rudder will continue turning and stop
the moment the lever is released.
This mode is used when ships telemotor system fails. In that case, the NFU lever sends rudder setting directly to
the Control Unit.
To return the rudder to the midship, the NFU lever will have to be pressed to the opposite side of the initial
movement and kept pressed till the rudder is amidship.
32 Garbage discharge criteria.

33.PMMC(Permanent magnet moving coil)
Several electrical machines and panels are fitted onboard so that the ship can sail from one port to another, safely
and efficiently. The electrical machinery and system require scheduled maintenance and checks to avoid any kind
of breakdown during sailing.
Different instruments are used onboard for measuring several electrical parameters to analyze and keep these
machines in proper running condition. A permanent magnet moving coil (PMMC) is one such instrument which is
popularly used onboard and has several applications. The other popular nomenclature of this instrument is
D’alvanometer and galvanometer.
Permanent Magnet Moving Coil: Principle of Working

When a current carrying conductor is placed in a magnetic field, it experiences a force and tends to move in the
direction as per Fleming’s left-hand rule.
Fleming left-hand rule: If the first and the second finger and the thumb of the left hand are held so that they are
at right angle to each other, then the thumb shows the direction of the force on the conductor, the first finger
points towards the direction of the magnetic field and the second finger shows the direction of the current in the
wire.
Construction
A coil of thin wire is mounted on an aluminium frame (spindle) positioned between the poles of a U shaped
permanent magnet which is made up of magnetic alloys like alnico.
The coil is pivoted on the jewelled bearing and thus the coil is free to rotate. The current is fed to the coil through
spiral springs which are two in numbers. The coil which carries a current, which is to be measured, moves in a
strong magnetic field produced by a permanent magnet and a pointer is attached to the spindle which shows the
measured value.
Working
When a current flow through the coil, it generates a magnetic field which is proportional to the current in case of
an ammeter. The deflecting torque is produced by the electromagnetic action of the current in the coil and the
magnetic field.
When the torques are balanced the moving coil will stop and its angular deflection represents the amount of
electrical current to be measured against a fixed reference, called a scale. If the permanent magnet field is
uniform and the spring linear, then the pointer deflection is also linear.
The controlling torque is provided by two phosphorous bronze flat coiled helical springs. These springs serve as a
flexible connection to the coil conductors.
Damping is caused by the eddy current set up in the aluminium coil which prevents the oscillation of the coil.
34.Reverse power relay and setting.

Generators Intended To Operate In Parallel Must Have Reverse Power Protection (RP).
A Reverse Power Relay Monitors The Direction Of Power Flowing Between The Generator And The Load. If A
Prime-mover Failure Occurred The Generator Would Act As A Motor. The Reverse Power Relay Detects This Fault
And Acts To Trip The Generator Circuit Breaker.
The Pick-up Power Level Setting And Time-delay Setting Are Adjustable And Are Pre-set To Suit The Prime Mover.
If The Prime Mover Is A Turbine, Very Little Power Is Absorbed When Motoring And A Reverse-power Pick-up
Setting Of 2-3% Is Usual. If The Prime Mover Is A Diesel Then A Setting Range Of 5-15% Is Usually Adopted. A Time
Delay Range Of About 0.5-3 S Is Usual.
The RP Relay Operation Is Easily Checked During A Generator Changeover. The Outgoing Generator Is Gradually
Throttled Down So That It Motors Causing The Reverse Power Relay To Trip Its Generator Circuit Breaker.
35.ISM and certificates related to it

Known as the International Safety Management Code, the ISM Code is one of the aforementioned required
regulations in the marine industry. From the year 1994, it has been a very vital component of the SOLAS
Convention (Safety of Life at Sea). It was in this year that this code was formally adopted and integrated as a part
of the SOLAS Convention.
In other words, it can be also highlighted that the ISM Code Shipping is an intrinsic part of the International
Maritime Organisation (IMO) in its efforts to ensure, maintain and effectuate safety for the seafarers as well as
simultaneously providing a pollution-free zone for the sector entirely.
It can be said that the code focuses on bringing the aspect of marine safety to a common platform for vessels of
all nationalities. This eliminates any discrepancies that could arise about the maintenance of a much-needed
safety protocol.
According to the stipulations of the Code, it is mandatory that all ships follow this code. In order to execute its
appropriate functionality, the International Safety Management Code is supported by a Safety Management
System.
This system, abbreviated as SMS, details the various requirements that need to be followed like
– Establishment of a managerial committee to oversee the various proceedings
– Ensure that the managerial officers carry out their outlined duties appropriately
– Corroborate the differences between the outlined responsibilities and the actual performance to resolve
them
– Audit the vessel – both internally and externally so as to eliminate all possibilities of safety problems
The latter aspect comes under the ambit of the Planned Maintenance System. It is expected of every shipping
corporation that it carries out auditory analyses of its safety management system and enforces the same,
wherever lacking.
While the internal auditing is carried out by the company itself, the external auditing is carried out, every two to
three years, by the officials of the country where the vessel is registered to.
If the vessel has successfully incorporated all the safety requirements, then the officials issue it with a
Certification of Safety Management or the Safety Management Certificate which brings the entire chain of a
process to a fruitful completion.
Certificates as per ISM Code
There are two statutory certificates that are required as per ISM code.
Document of compliance for company
Safety management system certificate for ship
Document of compliance
DOC is issued to the company by the flag state or by the classification society on behalf of the flag state. The
certificate is valid for five years and it requires to be endorsed annually.
DOC is issued to the company after a successful audit to verify that company complies with the requirements of
ISM code.
A company may have multiple document of compliance from different flags and from different classification
societies.
For example, company may be managing ships of Singapore as well as Hong Kong flag. Some of these ships may
have DNV class and other have Class NK. Now the company will have following DOCs
DOC from DNV on behalf of Singapore flag
DOC from DNV on behalf of Hong Kong flag
DOC from Class NK on behalf of Singapore flag
DOC from Class NK on behalf of Hong Kong flag
From the ship’s point of view, we must ensure that we have correct DOC on board.
So if you are on a chemical tanker which has DNV as the classification society and Hong Kong flag, you know what
you need to check in the DOC.
Yes, you got it right !!! In this case the DOC should be issued by the DNV on behalf of Hong Kong flag.
We also need to check that the ship type appears on the DOC.
Safety Management Certificate
Safety management certificate is issued to the ship. The certificate is issued after verifying two elements required
as per ISM code
That the safety management system is in place and complies with the ISM code requirements
That the safety management system is being implemented and followed on board
This verification process is called “external audit” of the SMS and is usually done by the class on behalf of the flag
of the ship.
Safety management certificate is also issued by the flag of the ship or by its classification society on behalf of the
flag. The certificate is valid for five years and require intermediate (between 2-3 years from date of
issue) verification.
Safety management certificate co-exists with the DOC
We must understand that the issuance of safety management certificate is conditional to the validity of the DOC.
If for some reason the DOC is revoked or if it becomes invalid, the safety management certificate will also be
invalid.
36.What is ESP?
Enhanced survey programme is a guideline for shipping companies and owners to prepare their ships for special
surveys to maintain the safety of the vessel while at sea or at a port. A survey programme (a Planning document
for surveying and paperwork) is to be developed by the owner and is to be submitted to the recognised
authorities such as classification societies, 6 months before the survey.
What to check in ESP?
Ship’s structural damage or deformation
Corrosion
Condition of Hull
Pitting
Condition of Coating
Watertight Integrity of ship
After the survey, following reports are made by the inspector, whose copies are to be kept and maintained
onboard as part of necessary documentation:
Reports of structural surveys
Condition evaluation report
Thickness measurement reports
37.What is ISPS?
ISPS or the International Ship and Port Facility Security Code is an essential maritime regulation for the safety and
security of ships, ports, cargo and crew.
The biggest challenge the world is facing today is fighting terrorism. There have been many events in the history
lately involving terrorist attacks in different parts of the world in different forms. But the most gruesome of all –
September 11 terrorist attack on the twin towers (World Trade Centre) proved that the national and international
security was on stake.
The maritime security is a prevailing issue and several incidences have taken place even before the 9/11 attack
(for e.g. On 26th February 2000, bombs that were hidden inside two crowded buses in a Philippians’ ferry – Our
lady of Mediatrix, exploded and killed 45 passengers).
Before the ISPS code, the SOLAS primary focus was the safety of the ship at sea. As security and safety are entirely
different topics, new amendments were made in SOLAS and the Chapter XI, which contains measures to enhance
maritime safety, by renaming to Chapter XI-1 and a new Chapter XI-2 was added with additional focus on
maritime security.
This new chapter comprises of regulations known as International Code for the Security of Ships and of Port
Facilities with the abbreviated name “International Ship and Port Facility Security Code or the ISPS Code”.
Since the sea is one of the easiest ways to approach an international territory, International Maritime
Organisation (IMO) under SOLAS convention chapter XI-2 developed the International Ship and Port Facility
Security code – The ISPS code for the safety of ships, ports, seafarers and government agencies.
The ISPS code was implemented by IMO on July 1st 2004 as a comprehensive set of measurements for
international security by prescribing responsibilities to government authority, port authority, shipping companies
and seafarers.
It applies to the ships doing international voyages which include passenger ships & cargo ships of 500 GT and
above.
Main Aim of ISPS code In Shipping
The ISPS code mainly looks after the security aspects of the ship, seafarers, ports and port workers, to ensure
preventive measures can be taken if a security threat is determined. The main aim of the International Code for
the Security of Ships and of Port Facilities (ISPS) is as follows:
To monitor the activity of people and cargo operation
To detect the different security threats on board vessel and in port and implement measure as per the situation
To provide a security level to the ship and derive various duties and functions at the different security level
To establish the respective roles and responsibilities of the contracting governments, agencies, local
administrations and the shipping and port industries
To build and implement roles and responsibilities for port state officer and onboard officers to tackle maritime
security threat at the international level
To collect data from all over the maritime industry concerning security threats and implementing ways to tackle
the same
To ensure the exchange of collected security-related information data with worldwide port and ship owners
network
To provide a methodology for security assessments so as to have in place plans and procedures to react to
changing security levels
To find the shortcomings in the ship security and port security plan and measure to improve them
38.Difference between transformer and auto transformer.

1. Normal transformer consists of three pairs of winding used to transform a set of three-phase voltages from one
voltage level to another while auto-transformer consists of a single electric winding, which can be used as a step-
down or step-up device.
2. Primary and secondary winding are insulated electrically in Normal transformer while Primary and secondary
winding are not insulated electrically in auto-transformer.
3. Normal Transformer works on mutual induction while auto-transformer works on self-induction as there is only
ONE winding.
4. There can be multiple winding like primary, secondary, and tertiary in Normal Transformer while there is ONLY
one winding which serves as a primary as well as secondary in auto-transformer.
5. Normal Transformers are Large in size because of separate (multiple) winding while auto-transformers are
small as there is only ONE winding.
6. Normal transformers utilize more material in terms of winding while auto-transformers require less material for
winding.
7. Normal transformers are less economical because of bigger size and maintenance while auto-transformers are
much more economical as compared to their counter-part.
8. Cost for same VA rating is more in case of Normal transformers as compared to auto transformers.
9. Normal transformers transfers power through induction ONLY while auto transformers transfers power
through induction as well as direct electrical connection.
10. In Normal transformers Primary and secondary are coupled (connected) magnetically while in case of auto
transformers Primary and secondary are coupled (connected) magnetically as well as electrically.
11. Normal transformers possess high impedance while auto transformers have less impedance as compared to
conventional transformer.
12. Normal transformers are less efficient in terms of operation and maintenance while auto transformers are
much more efficient.
13. In normal transformers, more winding so more losses while in case of auto transformers losses are
significantly less.
14. In normal transformers, output voltage is constant (unless taps are employed) while in case of auto
transformers, output voltage is variable (can be changed if needed easily).
39.Which motor is used for turning gear?

The turning gear or turning engine is a reversible electric motor which drives a worm gear which can be
connected with the toothed flywheel to turn a large diesel. A slow-speed drive is thus provided to enable
positioning of the engine parts for overhaul purposes. The turning gear is also used to turn the engine one or two
revolutions prior to starting. This is a safety check to ensure that the engine is free to turn and that no water has
collected in the cylinders. The indicator cocks must always be open when the turning gear is operated.
40. SCR and IGBT.

Before we learn about difference between IGBT and SCR first let we check out the what is full form of
IGBT and what is full form of SCR. We all ready know that IGBT process is high input impedance like PMOSFET and
has low on state power loss as in a BJT, but in thyristor (SCRs) are usually chosen so that their break over voltage
is so far beyond the greatest voltage expected to be experienced from the power source, so that it can be turned
on only by an intentional voltage pulse applied to the gate terminal.
So here this article gives the information about difference between IGBT and Thyristor called (SCR) to know more
detail about IGBT and thyristor :
Meaning :
IGBT called as an Insulated gate bipolar transistor, While Thyristor also called SCR known as silicon controlled
rectifier.
Definition :
IGBT : IGBT has been developed by combining best qualities of both BJT called bipoloar junction transistor and
PMOSFET called power metal oxide field effect transistor. Thus does IGBT process is very high input impedance
like PMOSFET and has low on state power loss as in a BJT. Insulated gate bipolar transistor is totally free from
second breakdown problem present in BJT. All these merits have made it IGBT very popular among in all power
electronics engineers.
Thyristor :The terms thyristor called SCR denotes a family of semiconductor devices used for power control in dc
and ac systems. One of the oldest member of thyristor family, called SCR silicon control rectifier (SCR) is the most
widely used for device.
Terminals :
IGBT Has three terminal known as collector(C), emitter(E), and gate(G) whereas SCR (thyristor) has three
terminals known as gate(G), anode(A), and cathode(C).
Layers :
IGBT is a semiconductor device with four alternating layers called (P-N-P-N) and they are controlled by a metal-
oxide-semiconductor (MOS) gate structure where as SCR (thyristor) is three-terminal four layer device.
Junction :
IGBT has only one PN junction, while SCR (thyristor) consist of three PN junction.
Application :
IGBT are most commonly used medium power application such as dc and ac motor drive,UPS system , power
supplies, relays and contactors where SCR (Thyristor) is most commonly used to converter is used to convert an
alternating power into alternating power of different frequency and amplitude. Both device IGBT and SCR are
used in high power applications and control currents.
IGBT used for always needs a continuous supply of gate voltage whereas Gate of the SCR (thyristor) only needs a
pulse to change into conducting mode.
41.IEC standard.
The International Electrotechnical Commission is an international standards organization that prepares and
publishes international standards for all electrical, electronic and related technologies – collectively known as
"electrotechnology".
42.Diagram for PT and RTD sensor

43.Ward Leonard
As a very flexible, reliable means of motor speed control, the Ward Leonard Speed Control System is unmatched.
The system is made up of a driving motor which runs at almost constant speed and powers a dc generator as
shown in the diagram. The generator output is fed to a dc motor. By varying the generator field current, its output
voltage will change. The speed of the controlled motor thus can be varied smoothly from zero to full speed.
Since control is achieved through the generator shunt field current, the control equipment is required only for
small current values. A potentiometer or rheostat in the generator field circuit enables he variation of output
voltage from zero to the full value and also in either direction. The controlled motor has a constant excitation. Its
speed and direction are thus determined by the generator output.
Depending upon the particular duties of the controlled motor, series winding may be incorporated in the field of
the motor and also the generator. This may result in additional switching to reverse the controlled motor
depending upon the compounding arrangements.
The driving motor or prime motor for the Ward Leonard System can be a dc motor, an ac motor, a diesel engine,
etc. Any form of constant and almost constant speed drive can be used, since its function is only to drive the
generator.
Advantages of Ward Leonard Drives

The main advantages of the Ward Leonard drive are as follows:-
Smooth speed control of DC motor over a wide range in both the direction is possible.
It has an inherent braking capacity.
The lagging reactive volt-amperes are compensated by using an overexcited synchronous motor as the drive and
thus, the overall power factor improves.
When the load is intermittent as in rolling mills, the drive motor is an induction motor with a flywheel mounted to
smooth out the intermittent loading to a low value.
Drawbacks of Classical Ward Leonard System
The Ward Leonard system with rotating Motor Generator sets has following drawbacks.
The Initial cost of the system is high as there is a motor generator set installed, of the same rating as that of the
main DC motor.
Larger size and weight.
Requires large floor area
Costly foundation
Maintenance of the system is frequent.
Higher losses.
Lower efficiency.
The drive produces more noise.
Applications of Ward Leonard Drives
The Ward Leonard drives are used where a smooth speed control of the DC motors over a wide range in both the
directions is required. Some of the examples are as follows:-
Rolling mills
Elevators
Cranes
Paper mills
Diesel-electric locomotives
Mine hoists
44.Cyclo converter.
A cycloconverter (also known as a cycloinverter or CCV) converts a constant voltage, constant frequency AC
waveform to another AC waveform of a different frequency. A cycloconverter achieves this through synthesizing
the output waveform from segments of the AC supply (without an intermediate DC link).
The main forms of electrical energy commonly available are constant DC (Direct Current) and constant AC
(Alternating Current). Often though, we need to swap between AC and DC, change the frequency, or swap from
constant to variable power. For these conversion purposes, several converters like inverters, rectifiers, DC
choppers and cycloconverters are employed. The cycloconverters can in fact transfer AC power of a fixed
frequency to the AC power of a different frequency (see figure 1).
The cycloconverter converts AC to AC whilst changing only the frequency. Hence it is also known as a frequency
changer. Normally, the output frequency is less than the input frequency. There are no DC stages in between this
conversion process. The implementation of the control circuit is complicated due to a large number of SCRs
(Silicon Controlled Rectifiers). Microcontroller or DSP or microprocessor is used in control circuits.
45.PID
With the use of low cost simple ON-OFF controller only two control states are possible, like fully ON or fully OFF. It
is used for limited control application where these two control states are enough for control objective. However
oscillating nature of this control limits its usage and hence it is being replaced by PID controllers.
PID controller maintains the output such that there is zero error between process variable and set point/ desired
output by closed loop operations. PID uses three basic control behaviors that are explained below.
P- Controller:
P-controller
Proportional or P- controller gives output which is proportional to current error e (t). It compares desired or set
point with actual value or feedback process value. The resulting error is multiplied with proportional constant to
get the output. If the error value is zero, then this controller output is zero.
P-Controller Response
This controller requires biasing or manual reset when used alone. This is because it never reaches the steady state
condition. It provides stable operation but always maintains the steady state error. Speed of the response is
increased when the proportional constant Kc increases.
I-Controller
PI controller
Due to limitation of p-controller where there always exists an offset between the process variable and set point, I-
controller is needed, which provides necessary action to eliminate the steady state error. It integrates the error
over a period of time until error value reaches to zero. It holds the value to final control device at which error
becomes zero.
Integral control decreases its output when negative error takes place. It limits the speed of response and affects
stability of the system. Speed of the response is increased by decreasing integral gain Ki.
PI Controller Response
In above figure, as the gain of the I-controller decreases, steady state error also goes on decreasing. For most of
the cases, PI controller is used particularly where high speed response is not required.
While using the PI controller, I-controller output is limited to somewhat range to overcome the integral wind
up conditions where integral output goes on increasing even at zero error state, due to nonlinearities in the plant.
D-Controller
PID controller
I-controller doesn’t have the capability to predict the future behavior of error. So it reacts normally once the set
point is changed. D-controller overcomes this problem by anticipating future behavior of the error. Its output
depends on rate of change of error with respect to time, multiplied by derivative constant. It gives the kick start
for the output thereby increasing system response.
PID Controller Response

In the above figure response of D controller is more, compared to PI controller and also settling time of output is
decreased. It improves the stability of system by compensating phase lag caused by I-controller. Increasing the
derivative gain increases speed of response.
So finally we observed that by combining these three controllers, we can get the desired response for the system.
Different manufactures designs different PID algorithms.
46.PLC
PLC stands for “Programmable Logic Controller”. A PLC is a computer specially designed to operate reliably under
harsh industrial environments – such as extreme temperatures, wet, dry, and/or dusty conditions. It is used to
automate industrial processes such as a manufacturing plant’s assembly line, an ore processing plant, or a
wastewater treatment plant.
PLCs share many features of the personal computer you have at home. They both have a power supply, a CPU
(Central Processing Unit), inputs and outputs (I/O), memory, and operating software (although it’s a different
operating software). The biggest differences are that a PLC can perform discrete and continuous functions that a
PC cannot do, and a PLC is much better suited to rough industrial environments. A PLC can be thought of as a
‘ruggedized’ digital computer that manages the electromechanical processes of an industrial environment.
PLCs play a crucial role in the field of automation, using forming part of a larger SCADA system. A PLC can be
programmed according to the operational requirement of the process. In the manufacturing industry, there will
be a need for reprogramming due to the change in the nature of production. To overcome this difficulty, PLC-
based control systems were introduced. We’ll first discuss PLC basics before looking at various applications of
PLCs.
The working of a PLC can be easily understood as a cyclic scanning method known as the scan cycle.
Block Diagram of How A PLC Works
A PLC Scan Process includes the following steps

The operating system starts cycling and monitoring of time.
The CPU starts reading the data from the input module and checks the status of all the inputs.
The CPU starts executing the user or application program written in relay-ladder logic or any other PLC-
programming language.
Next, the CPU performs all the internal diagnosis and communication tasks.
According to the program results, it writes the data into the output module so that all outputs are updated.
This process continues as long as the PLC is in run mode.
Physical Structure of PLC
The structure of a PLC is almost similar to a computer’s architecture.
Programmable Logic Controllers continuously monitors the input values from various input sensing devices (e.g.
accelerometer, weight scale, hardwired signals, etc.) and produces corresponding output depending on the
nature of production and industry. A typical block diagram of PLC consists of five parts namely:
Rack or chassis
Power Supply Module
Central Processing Unit (CPU)
Input & Output Module
Communication Interface Module
Rack or Chassis
In all PLC systems, the PLC rack or chassis forms the most important module and acts as a backbone to the
system. PLCs are available in different shapes and sizes. When more complex control systems are involved, it
requires larger PLC racks. Small-sized PLC is equipped with a fixed I/O pin configuration. So, they have gone for
modular type rack PLC, which accepts different types of I/O modules with sliding and fit in concept. All I/O
modules will be residing inside this rack/chassis.
Breakdown of PLC Rack

Power Supply Module
This module is used to provide the required power to the whole PLC system. It converts the available AC power to
DC power which is required by the CPU and I/O module. PLC generally works on a 24V DC supply. Few PLC uses an
isolated power supply.
CPU Module and Memory
CPU module has a central processor, ROM & RAM memory. ROM memory includes an operating system, drivers,
and application programs. RAM memory is used to store programs and data. CPU is the brain of PLC with an octal
or hexagonal microprocessor. Being a microprocessor-based CPU, it replaces timers, relays, and counters. Two
types of processors as a single bit or word processor can be incorporated with a PLC. One bit processor is used to
perform logic functions. Whereas word processors are used for processing text, numerical data, controlling, and
recording data. CPU reads the input data from sensors, processes it, and finally sends the command to controlling
devices. DC power source, as mentioned in the previous discussion is required voltage signals. CPU also contains
other electrical parts to connect cables used by other units.
Input and Output Module
Have you ever thought about how to sense physical parameters like temperature, pressure, flow, etc? using PLC?
Of course, PLC has an exclusive module for interfacing inputs and output, which is called an input & output
module. Input devices can be either start and stop pushbuttons, switches, etc and output devices can be an
electric heater, valves, relays, etc. I/O module helps to interface input and output devices with a microprocessor.
The input module of PLC is explained in the below figure.
PLC Input Module
Circuit Diagram of PLC Input Module

The input module of PLC does four main functions.
Input module interface receives the signal from process devices at 220 V AC
Converts the input signal to 5 V DC that can be used by PLC
Isolator block is used to isolate/prevent PLC from undergoing fluctuation
After which the signal is sent to the output end i.e the PLC
There are two main sections in the input module namely the power section and the logical section. Both sections
are electrically isolated from each other. Initially push button is closed. So, 220 V AC supply is given to the bridge
circuit through the resistors R1 and R2. The bridge rectifier is used to convert the AC signal into DC and Zener
diode is used to provide low voltage supply to LED. When the light from LED falls on the phototransistor, it works
in the conduction region. Finally, a 5V DC supply is given to the processor.
The output module of PLC works similarly to the input module but in the reverse process. It interfaces the output
load and processor. So here the first section would be logic session and the power section comes next. The
working of the output module is shown in the below figure
PLC Output Module
So, here when the logic high signal is generated from the processor, LED will turn ON and allow the light to fall on
a phototransistor. When the transistor goes to the conduction region, it generates a pulse to the gate of the Triac.
The isolator block is used to isolate the logic section and control section.
Communication Interface Module
To transfer information between CPU and communication networks, intelligent I/O modules are used. These
communication modules help to connect with other PLCs and computers which are placed at a remote location.
47.Static cell
48.Battery charging type.
According to the condition of a battery, the following types of charges possibly given to a battery
Initial Charge: An extensive low-rate initial charge given to a brand new battery following the initial filling of
electrolyte, the voltage/current rate, and charging time stated by the maker.
Normal charge: the standard charge given as per manufacturer data during the usual cycle of operation
Float or Trickle Charge: The rate is set on by the battery voltage. A trickle charge manages to retain the battery at
full charge while the battery is idle or on light load and it is done by the low current. Kept the voltage of the
charging source is slightly higher than the battery voltage to obtain the preferred current
Quick Charge: Quick charge is given when a battery should be recharged within the shortest time duration, the
charge starts at a considerably higher rate than the usual rate. This type of charge is to be used only in an
emergency situation and a quick charge could damage the battery.
Equalizing or Special Charge: The special enhanced ordinary charge that is occasionally given as part of the
maintenance routine. It makes sure that all sulphate is moved from the plates and that all the cells are put back to
the greatest value of specific-gravity. The charge is continued until the Specific-gravity of all the cells show no vary
for a four-hour period
49.Why megger has 500V/1000V.

For very high resistances, Voltage must be high for current to flow. Thus a megger with DC gen is used
50.Welding transformer.
A welding transformer is a step down transformer that has thin primary winding with a large number of turns and
its secondary has more area of cross-section and less number of turns ensuring less voltage and very high current
in the secondary. The welding transformer reduces the voltage from the source voltage to a lower voltage that is
suitable for welding. Usually between 15 and 45 volts. The secondary current is quite high and it may be typically
200A to 600A, but it could be much higher. The secondary may have several taps for adjusting the secondary
voltage to control the welding current. The taps are typically connected to a several high-current plug receptacles
or to a high-current switch. One end of the secondary is connected to the welding electrode, whereas the other
end of the secondary is connected to the pieces to be welded .If any high current flows, heat is produced due to
the contact resistance between the electrode and the pieces to be welded. The generated heat melts a trip of the
electrode and the gap between the two pieces is filled.
The impedance of welding transformer may be higher than that of the impedance of a general purpose
transformer. The impedance of welding transformer may play a role in the process of establishing an arc and
controlling the current. Large welding transformers are most likely to be designed for three phase input. There
are many smaller transformers that are designed for single phase input.
DC welding transformer
For welding with direct current (DC) a rectifier is connected to the secondary of the transformer. There may also
be a filter choke or an inductor to smooth the DC current. the entire transformer and rectifier assembly may be
called a welding power supply. The winding used for the welding transformer is highly reactive. Otherwise, a
separate reactor may be added is series with the secondary winding.
Working of welding transformer:

1.As it is a step down transformer we have less voltage at secondary which is nearly 15 to 45 volts and has high
current values which is nearly 200 A to 600 A it can also be higher than this value.
2. For adjusting the voltage on secondary side there are tappings on secondary winding by this we can get
required amount of secondary current for welding.
3. These tappings are connected to several high current switches.
4. Now one end of secondary winding is connected to the welding electrode and the other end is connected to
the welding pieces as shown in fig 2.
5.When a high current flows a large amount of I2R heat is produced due to contact resistance between welding
pieces and electrode.
6.Because of this high heat the tip of electrode melts and fills the gap between the welding pieces.
51.Diagram for wattmeter.

The Electrodynamometer Wattmeter has two types of coils; fixed and the moving coil. The fixed coil connects in
series with the circuit whose power consumption use to be measured. The supply voltage applies to the moving
coil. The resistor controls the current across the moving coil, and it is connected in series with it.
The pointer is fixed on the moving coil which is placed between the fixed coils. The current and voltage of the
fixed and moving coil generate the two magnetic fields. And the interaction of these two magnetic fields deflects
the pointer of the instrument. The deflection of the pointer is directly proportional to the power flows through it.
52.Alternator maintenance, Negative phase sequence relay.

A relay which protects the electrical system from negative sequence component is called a negative sequence
relay or unbalance phase relay. The negative sequence relay protects the generator and motor from the
unbalanced load which mainly occurs because of the phase-to-phase faults.
The negative sequence relay has a filter circuit which operates only for the negative sequence components. The
relay always has a low current setting because the small magnitude overcurrent can cause dangerous situations.
The negative sequence relay has earthing which protects them from phase to earth fault but not from phase to
phase fault. The phase to phase fault mainly occurs because of the negative sequence components.
The construction of the negative sequence relay is shown in the figure below. The Z1, Z2, Z3, and Z4 are the four
impedance of the circuit which is connected in the form of the bridge. The impedance is energized by the current
transformers. The relay operating coil is connected to the midpoint of the circuit as shown in the figure below.
The Z1 and Z3 are purely resistive and the Z2 and Z4 are both resistive and inductive in nature. The impedance
Z2 and Z4 are adjusted in such a manner that the current flowing through them is always lagging by an angle of
60º than those current which is flowing through Z1 and Z3. The current flowing through the junction A is split into
two parts i.e. I1 and I4. The I4 lagging by an angle of 60º regards I1.
Similarly, current from phase B split at junction C into two equal components I3and I2, I2 lagging behind I3 by 60º.
The current I4 lags by an angle of 30º to the I1. Similarly, I2 lags by an angle of 30º concerning IB and I3 leads IB by
30º. The current passing through the junction B is equal to the sum of I1, I2, and IY.
The flow of Positive Sequence Current – The phasor diagram of positive sequence components is shown in the
figure below. When the load is in balanced conditions, then there is no negative sequence current. The current
flows through the relay is given by the equation
So the relay remains operative for a balanced system.

The flow of Negative Sequence Current – The figure above shows that the current I1 and I2 are equal. Thus, they
cancel each other. The current IY flows through the operating coils of the relay. The current setting value of the
relay is kept less than the normal full load rating current because the small overload current can cause the serious
conditions.
The flow of Zero Sequence Current – The current I1 and I2 are displaced from each other by an angle of 60º. The
resultant of the current is in phase with the current IY. The total current twice of the zero sequence current flows
through the operating coil of the relay. The relay can be inoperative by connecting the CTs in the delta. In delta
connection no zero sequence current flows through the relay.
Induction type Negative Sequence Relay

The construction of induction type negative phase sequence relay is similar as that of an induction type
overcurrent relay. This relay consists of a metallic disc usually made up of an aluminium coil, and this is rotating
between two electromagnets the upper and the lower electromagnets.
The upper electromagnet has two winding, the primary winding of the upper electromagnet is connected to the
secondary of the CT connected in the line to be protected. The secondary winding of the upper electromagnet is
connected in series with the windings on the lower electromagnet
The primary winding of the relay has three terminals because of the centre tapping. The phase R energized the
upper half of the relay by the help of CTs and auxiliary transformer while the lower half is energized by the phase
Y. The auxiliary transformer is so adjusted that their output is lagged by an angle of 120º instead of 180º.
The operation for Positive Sequence Currents – The current IR and IY flow through the primary windings of the
relay. The current flows in the opposite direction. The current I’R and I’Yare equal in magnitude. The balanced
current kept the relay inoperative.
The operation for Negative Sequence currents – The negative sequence current I flow in the primary winding of
the relay because of the fault current.
The relay starts operating when the magnitude of the fault current is more than that of the relay setting.
53.Boiler flame failure and ignition failure.

Causes:
Faulty flame eye
Proper air is not present for combustion
Improper electrode cable
Main fuel oil pump filter chocked
Oil may be cooled
Fuel oil pressure not there
Swirling action is not proper due to improper burner maintenance
Water in the fuel oil
Pilot burner fuel oil filter chocked
Improper pilot burner electrode distance
54.Pump room safety.

cargo pumps, ballast pumps and stripping pumps, installed in cargo pump-rooms and driven by shafts passing
through pump-room bulkheads shall be fitted with temperature sensing devices for bulkhead shaft glands,
bearings and pump casings. A continuous audible and visual alarm signal shall be automatically effected in the
cargo control room or the pump control station;
lighting in cargo pump-rooms, except emergency lighting, shall be interlocked with ventilation such that the
ventilation shall be in operation when switching on the lighting. Failure of the ventilation system shall not cause
the lighting to go out;
a system for continuous monitoring of the concentration of hydrocarbon gases shall be fitted. Sampling points or
detector heads shall be located in suitable positions in order that potentially dangerous leakages are readily
detected. When the hydrocarbon gas concentration reaches a pre-set level which shall not be higher than 10 % of
the lower flammable limit, a continuous audible and visual alarm signal shall be automatically effected in the
pump- room, engine control room, cargo control room and navigation bridge to alert personnel to the potential
hazard; and
all pump-rooms shall be provided with bilge level monitoring devices together with appropriately located alarms.
55.Why DC is used in IR?

DC alone is used because we need to measure only the resistance of the winding insulation. If we use AC to
conduct the insulation test, we will be measuring impedance instead of the resistance as the insulation has a
substantial capacitive reactance.
The health of the winding is best indicated by its resistance and not its impedance. This is why only DC is used to
measure the insulation resistance.
That means, the insulation resistance test measures the resistive component of the insulator. The capacitive
component is ignored. The equipment is only safe if at least a given insulation resistance (a value specified by a
standard) is maintained. The insulation resistance test is performed to check this resistance. If the insulation
resistance test is performed using an AC voltage, we end up measuring the impedance of the capacitive
component and prevents us from obtaining the required insulation resistance. This is the reason why the
insulation resistance test is performed using a DC voltage.
56.RADAR and Ultrasonic difference b/w two level sensor.
An ultrasonic level transmitter uses a piezoelectric sensor to emit mechanical waves. As a non-contact level
transmitter, it has a simple design compared to other level devices. Unfortunately, it also has a dead zone or
blocking distance, a specific length where the device won’t measure. And vapour and foam can cause it to work
incorrectly.
radars work with electromagnetic waves, also known as microwaves. If you need a non-contact solution, then you
can use a free space radar, whereas a guided radar has the antenna in constant contact with the product. Some
vendors say you can apply a radar level transmitter in products with foam and vapour and such, but your mileage
may vary on those.
Regardless, changing the working frequency will change the beam spread, making the installation easier in some
cases. And a radar measures everything inside the tank, unlike the ultrasonic that stops at the product’s surface.
As for the drawbacks? Well, most radar level transmitters cost more than ultrasonic
MATHEW
1. What is thermal imaging how it is done in drydock?
Thermal imaging cameras effectively translate heat - that is, thermal energy - into visible light to analyze
surroundings. This makes them very versatile. Living things and mechanical equipment put out heat, making
them visible to thermal devices even in the dark. These cameras can be very precise, requiring only a small
amount of heat to work effectively.
2. What procedures followed after cargo discharges?

As an ETO in container ship, need to check reefer cargoes weather all reefer have power supply, condition of
reefer.
3. Explain motor overhauling procedures. cross questions
Motor overhauling is an important maintenance operation onboard and need to be done with proper care
and planning. Motor overhauling is scheduled depending on the manufacturer’s recommendation depending on
running hour or condition-based monitoring. Normal overhauling interval is 24 months. The following steps
are involved in overhauling of a 10KW 440V 3Phase 60Hz Squirrel Cage Induction Motor;
 Plan the overhauling schedule during the “Tool Box Meeting” as per the Planned Maintenance System
(PMS)
 Brief the responsibility of individuals involved in the operation
 Muster and ensure the tools required for the overhaul like the bearing puller, keys, Insulation Resistance
tester, spanners, screw drivers and other tools are available and operational
 Refer the manual of the motor and store inventory and ensure the Bearing for the drive end (de) and non-
drive end (nde) is readily available.
 Ensure the motor is not in service and not required during the entire period of maintenance in consultation
with Chief Engineer / Second Engineer / Duty Engineer.
 Get the Work Permit / Isolation Permit issued after “Risk Assessment” and “Lockout / Tag out” procedure
is ensured as per the Ship Specific Manual Operating Procedure and ISM in practice as per SOLAS
Chapter IX.
 Open the terminal box on top of the motor casing and test to ensure the motor is dead using an approved
voltage tester / live line tester
 Mark the MOTOR terminals properly using permanent marker / paint marker
 Ensure the rotation of the motor from actual / marking on motor cover
 Disconnect and safely isolate and secure the incoming cables from the motor terminal
 Check the insulation of the motor stator winding and record it
 Mark motor base and coupling with pump / impeller as the case may be
 Unscrew and take out the motor from the base and keep it in a horizontal SURFACE
 Mark the fan cover with motor casing
 SAFELY REMOVE THE GREASING NIPPLE IF ANY
 Unscrew and open the fan cover from the NDE
 Safely remove the COOLING fan
 Remove the locking key from the rotor shaft safely from DE and NDE
 Mark the DE and NDE cover on motor casing
 Mark the DE and NDE on rotor shaft
 Safely remove the bearing grease covers ON nde AND de if any BY UNSCREWING THE RESPECTIVE
BOLTS one by one
 Unscrew and open the motor covers on DE and NDE one by one
 Safely remove the bearing holding cir-clips if any
 depending up on the type and size of the motor take out the rotor safely and place it on a clean horizontal
surface NOTE DOWN THE BEARING NUMBER OF nde AND de (TO AVOID INTERCHANGING IF
DIFFERENT)
 Remove the bearing on DE and NDE using bearing puller with-out damaging the rotor shaft
 Safely remove the bearing holding cir-clips / bearing grease cover if any
 Clean the shaft on both ends and slightly lubricate
 heat the DE and NDE bearing up to 700C to avoid tight insertion of the bearing in the shaft
 CLEAN END COVERS AND ENSURE THE SPRING WASHER INSIDE THE END COVER IS IN
PLACE IF PROVIDED
 CLEAN THE ROTOR
 CLEAN THE STATOR WINDING AND INSPECT THE WINDING CONDITION TO BE
SATISFACTORY IN TERMS OF INSULATION VARNISH AND PHYSICAL CONDITION
 place the bearing holding cir-clips / bearing grease cover if any to the rotor shafts ON de AND Nde
 FILL THE DE AND NDE BEARINGS WITH A SLIGHT COAT OF APPROVED GREASE IF IT IS
OPEN TYPE BEARING
 safely insert the bearing to DE and NDE
 Wait for 20 minutes TO let the bearing cool down
 insert the MOTOR end cover with spring washer from nde
 THE RESPECTIVE BOLTS one by one DIAGONALLY using opposite tightening method
 SAFELY PLACE THE ROTOR INSIDE THE STATOR FROM THE NDE WITH OUT DAMAGING
THE STATOR AND ROTOR
 KEEPING THE ROTOR SHAFT LIFTED, SAFELY insert MOTOR end cover with spring washer from
de
 TIGHTEN UP the bearing grease cover ON de if any BY SCREWING THE RESPECTIVE BOLTS one
by one DIAGONALLY using opposite tightening method
 INSERT THE BOLTS IN TO THE RESPECTIVE SLOTS ON THE de COVER, ALIGN THE COVER
AS PER MARKING AND HAND TIGHT THE COVER SLOWLY
 SAFELY HAMMER SLOWLY USING A WOODEN HAMMER AND TIGHTEN UP the cover ON de
BY SCREWING THE RESPECTIVE BOLTS one by one DIAGONALLY using opposite tightening
method
 ENSURE THE ROTOR SHAFT IS FREE TO ROTATE ON THE BEARING HOUSING AND THERE IS
NO PLAY/ABNORMALITY IN ROTATION
 PLACE THE LOCKING KEY ON THE nde AND Insert the cooling fan
 VERIFY THE TIGHTNESS OF ALL THE BOLTS
 FIX THE FAN protection cover ENSURING THE MARKING
 FIX THE GREASING NIPPLE IF ANY
 FIX THE de LOCKING KEY IN PLACE
 FIX COUPLING ON THE DE AS PER THE MARKING
 place the motor BACK ON MOTOR BASE as per the marking and TIGHTEN THE WITH
RESPECTIVE NUT AND BOLTS ENSURING PROPER ALIGNMENT WITH THE DRIVING LOAD
 Check the insulation of the motor stator winding and record it
 SAFELY PLACE THE TERMINAL CONNECTIONS INSIDE THE MOTOR TERMINAL BOX AND
CONNECT ACCORDING TO THE MARKING
 ENSURE THE INSULATION OF THE CABLES ARE INTACT AND THE CABLE GLAND IS
SECURED TO ENSURE WATER TIGHT INTEGRITY OF THE MOTOR
 SECURE THE TERMINAL BOX ENSURING THE GASKET IS IN TACT
 SAFELY SECURE THE AREA OF WORK, TOOLS AND EQUIPMENTS
 GET THE WORK PERMIT / ISOLATION PERMIT CANCELLED BY THE AUTHORISED PERSON
(Chief engineer / chief eto)
 RE INSTATE all isolated equipments BACK TO NORMAL WORKING CONDITION
 take clearance from authorized person / duty engineer and Try out the motor
 Check direction of rotation and Ensure the rotation of the motor is correct as per the marking on motor
cover
 check the Amperage, Compare with rated amperage and amperage before overhaul.
4. You have an old motor in your store, what will you do to use it? Cross questions.
Firstly, check specification matches to motor in name plate details and check both are same size.
Check condition of motor, whether rotor rotating freely.
Check insulation.
If everything is ok, replace the motor.
 TIGHTEN UP the bearing grease cover ON nde if any BY SCREWING THE RESPECTIVE BOLTS one
by one DIAGONALLY using opposite tightening method
 INSERT THE BOLTS IN TO THE RESPECTIVE SLOTS ON THE Nde COVER , ALIGN THE COVER
AS PER MARKING AND HAND TIGHT THE COVER SLOWLY
SAFELY HAMMER SLOWLY USING A WOODEN HAMMER AND TIGHTEN UP the cover ON Nde BY
SCREWING
5. What are the motor protections? cross questions.
Overload protection
Short circuit protection
Over temperature protection
Under voltage protection
Phase failure or single phasing
6. Static electricity. Explain how to restrict in cargo tanks.

static electricity is a stationary electric charge, typically produced by friction, which causes sparks or crackling or
the attraction of dust or hair
Cargo hoses must be tested for continuity every 3 months. Maximum reading must be less than 0.75 ohms/meter
measured between end flange to end flange, beyond 0.75 ohms/meter the hose to be REPLACED.
Splashing and spraying of static accumulators should generally be avoided, as they lead to the formation of
charged mists or foams. A charged mist can be ignited even if the temperature does not reach the flash point: so
splash filling and spraying are a danger even with relatively high flash point cargoes.
Filling of a ship's tank should normally be through a pipeline which ends near the bottom of the tank so that, in
the early stages of loading, the liquid is gently laid on the bottom. When the rising liquid covers the pipeline
outlet, turbulence in the tank is considerably reduced and fewer static charges are generated.
A conductor having no electrical contact with earth can become charged and rise in voltage through
induction (without physical transfer of charges) and collection (with physical transfer). An unearthed conductor
floating on the surface of a charged liquid actually collects charges from it. A conductor located in a charged mist
becomes charged to approximately the same voltage as the mist, even though it cannot collect any charge.
In summary, a rise in voltage is possible without charge transfer to an unearthed conductor. If a spark then jumps
between the unearthed conductor and an earthed metal surface all the energy the former has accumulated flows
instantly into the spark, which therefore has a higher chance of being incendive.
7. Inerting how it is done. IG system cross questions.

The process of reducing the oxygen level in the cargo tank is called inerting.
Inerting by Dilution method
this method we reduce the oxygen content in the tank by diluting the air inside with inert gas containing lesser
oxygen (less than 5% by volume).
We supply the inert gas through IG line and we open the purge flap of the purge line to let the air inside the
tank escape.
The velocity of the inert gas entering the tank need to be more in this method.
Because we need to dilute the air inside. If the velocity of the inert gas is less, half of it may escape through the
purge pipe and the dilution of the air will not be to the maximum capacity.
This would take much longer time to reduce the oxygen level in the tank.
So if we need to inert say 10 tanks and if decide it to be done by dilution method, we cannot open all the 10 tanks at
one time.
If we start inerting all the 10 tanks with dilution method, the velocity of the inert gas entering the tanks will be too
low for dilution method.
So in this case, we can start with 2 tanks. Once these two tanks are inerted to less than 8% oxygen we can switch
over to the next set of 2 tanks.
Inerting by displacement method
In this method, we displace the air inside the tank with the inert gas.
With this method close to one air change is required to achieve less than 8% of oxygen from initial 21%. oxygen in
the tank.
In this method, the inert gas is introduced from the bottom of the tank. This is done by supplying the inert gas
through drop line of the tank.
To be able to do that, IG line need to connected to the cargo lines at the manifold.
If multiple tanks are to be inerted, these tanks can be connected to the common line and then IG line can be
connected to the common line.
We then need to set up the cargo lines just as we do for loading through drop line and start the IG.
Now the inert gas will enter the cargo tank from the bottom part of the tank (through drop line).
As the inert gas fills the bottom of the tank the existing air (with 20.9% oxygen) will keep on exiting through the
open purge pipe.
The idea is to gradually and slowly displace the air inside the cargo tank with the inert gas.
And one thing that we need to ensure during this is that the inert gas must not be mixed with the air exiting through
the purge pipe.
Otherwise it will take longer time to reduce the oxygen content of the tank.
And the only way to ensure that is to introduce the inert gas inside the tank at slow rate or speed.
As you would note that this rule is completely opposite to the dilution method where the inert gas was required to
enter the tank at high speed or rate.
So when inerting the tanks with displacement method, we need to keep at least 4-6 tanks open when IG is running
at full capacity.
8. Distance b/w bus bar regulations?
9. What are the courses you did for ETO?

Apart from Bachelor degree in electrical, I did 4 months pre-sea training in Eurotech maritime academy, all
STCW basic courses included inside the curriculum, after this had 12 months on board training (2 ships each
6months) after completing did advance STCW course with high voltage course management level before
appearing to COC.
10. What are the risks involved for overhauling ballast motor?
Put off breaker and remove fuse from motor starter box
Close suction and discharge valve
Remove suction and discharge pipe flange bolt & nut, coupling bolt of motor coupling
Remove pump foundation bolts & take out pump from motor
Remove impeller lock & nut & take out the impeller
Remove mechanical seal.
Remove bearing cover from other side & take out shaft with ball bearing
Renew mechanical seal and bearings if required.
Clean and inspect all parts and assemble.
11. How will you show reverse power trip to surveyor.

When two generators are running in parallel and one generator can carry the load, reverse power trip can be
tested by load shifting using governor control. When the load has shifted sufficiently and the off loaded
generator is carrying a small percentage of load, its breaker trips and fuel supply to its prime mover cuts off.
This means reverse power relay has operated. The relay can be tested by simulation (using the test push button
on the relay) to see if it initiates a trip signal.
12. ISM certificate.

As per ISM code under SOLAS chapter IX, a company shall be issued with Document of compliance (DOC)
and its ships are issued with Safety Management Certificates (SMC) only after ensuring that the company has a
Safety Management System (SMS) and all ships are operated as per the SMS
 The validity of DOC, after initial audit is 5 years from the next date of expiry and it is subjected to annual
audit.
 The validity of SMC, after initial audit is 5 years from the next date of expiry and it is subjected to
intermediate audit.
13. Electrical rules and regulations.

Regulation 40 General: Electrical installations shall be such that:
 all electrical auxiliary services necessary for maintaining the ship in normal operational and habitable
conditions will be ensured without recourse to the emergency source of electrical power;
 electrical services essential for safety will be ensured under various emergency conditions and the safety of
passengers, crew and ship from electrical hazards will be ensured.
Regulation 41 Main source of electrical power and lighting systems

Regulation 42 Emergency source of electrical power in passenger ships
Regulation 43 - Emergency source of electrical power in cargo ships
Regulation 44: Starting arrangements for emergency generating sets
Regulation 45 - Precautions against shock, fire and other hazards of electrical origin
14. What are the things to check while connecting shore supply?
Following things to be checked before connecting shore supply to ship in a drydock:
 Check the cable drawn to ship for providing shore supply is in excellent condition
 Check the insulation resistance of the cable provided for the shore supply
 Check the insulation resistance of the shore supply box
 Check the polarity of shore supply using a voltmeter
 Check and ensure the frequency and voltage of shore supply are matching with the specifications required
by the ship
 Check the phase sequence of the shore supply using phase sequence tester
 Check the tightness of the shore cable connector clamp to ensure they are not loose
 Ensure to display notice near the vicinity of ship’s receiving terminal box about high power cable in use
 Check and ensure the ship’s generators are disconnected from the Main Switch Board of the ship
 A responsible officer must check and record the energy meter reading provided on shoreside
 Ensure ship’s hull is earthed to the shore before supplying shore power to the ship
15. Foam extinguisher capacity.

Foam extinguisher have a capacity at least of 9ltr, mass of all portable fire extinguishers shall not exceed 23 kg
and this shall have a capability at least to that of 9 ltr fluid extinguisher.
Portable foam applicator unit shall consist of a foam nozzle (inductor type) connected to a fire main via fire
hose together with portable tank containing at least 20 ltr of foam forming liquid and one spare tank for foam
making liquid and the nozzle shall be capable of producing foam suitable for extinguishing an oil fire at the rate
at least 1.5 m3/min.
16. Fire detection system regulation.

Fire detection and Alarm system requirements Chapter II PART -C Regulations 7
The purpose of this regulation is to detect a fire in the space of origin and to provide for alarm for safe escape and
fire-fighting activity. For this purpose, the following functional requirements shall be met:
fixed fire detection and fire alarm system installations shall be suitable for the nature of the space, fire growth
potential and potential generation of smoke and gases;
manually operated call points shall be placed effectively to ensure a readily accessible means of notification; and
fire patrols shall provide an effective means of detecting and locating fires and alerting the navigation bridge and
fire teams.
17. Rescue boat requirements, Life boat regulations and life raft regulations.
Passenger ships of 500 gross tonnage and over shall carry at least one rescue boat on each side of the ship,
complying with the requirements of LSA code.
Passenger ships of less than 500 gross tonnage shall carry at least one rescue boat complying with the
requirements.
A lifeboat may be accepted as a rescue boat provided it also complies with the requirements for a rescue
boat.
Cargo ships shall carry at least one rescue boat complying with the requirements of section 5.1 of the LSA
Code.
LIFE BOAT
According to LSA Code, Chapter 3, Reg. 4.4
General requirements for lifeboat:
 All lifeboats shall be of sufficient strength to:
1. Enable them to safely launch when fully loaded with their full complement of person and
equipment.
2. Be capable of launched and towed when a ship is making headway at a speed of 5 knots in calm
water.
 Except for free fall, each other lifeboat to be launched by falls shall be of sufficient strength to withstand
when loaded with its full complement of person and equipment and with applicable skates or fenders in
position, a lateral impact against ship side at an impact velocity of atleast 3.5m/sec and also a drop into water
from a height of atleast 3 mtrs
 The size, number and the capacity of the lifeboat for a merchant vessel is decided by the type of the ship
and number of ship’s crew, but it should not be less than 7.3 m in length and minimum two lifeboats are
provided on both side of the ship (port and starboard).
 The requirement for lifeboat of a cargo ship with 20,000 GT is that the boat must be capable of launching
when the ship is heading with a speed of 5 knots.
 The ship must carry one rescue boat for rescue purpose along with other lifeboats. One lifeboat can be
designated as a rescue boat if more than one lifeboat is present onboard ship.
 The gravity davits must be hold and slide down the lifeboat even when the ship is heeled to an angle of 15
degree on either side. Ropes are used to hold the lifeboat in stowed position with cradle. These ropes are
called gripes.
 The wires which lift or lower the lifeboat are known as falls and the speed of the lifeboat descent should
not be more then 36m/ min which is controlled by means of centrifugal brakes.
 The hoisting time for the boat launching appliance should not be less than 0.3 m/sec with the boat loaded to
its full capacity.
 The Lifeboat must be painted in international bright orange colour with the ship’s call sign printed on it.
 A fully loaded lifeboat in calm water has an engine speed of atleast 6 knots and at least 2 knots when
towing a 25-person life-raft and enough fuel for 24 hours.
Life raft
General requirements for Liferafts
 Every liferaft shall be so constructed as to be capable of withstanding exposure for 30 days afloat in all sea
conditions.
 The liferaft shall be so constructed that when it is dropped into the water from a height of 18 m, the liferaft
and its equipment will operate satisfactorily. If the liferaft is to be stowed at a height of more than 18 m above
the waterline in the lightest seagoing condition, it shall be of a type which has been satisfactorily drop-tested
from at least that height.
 The floating liferaft shall be capable of withstanding repeated jumps on to it from a height of at least 4.5 m
above its floor both with and without the canopy erected.
 The liferaft and its fittings shall be so constructed as to enable it to be towed at a speed of 3 knots in calm
water when loaded with its full complement of persons and equipment.
 when the Davit-launched liferaft is loaded with its full complement of persons and equipment, be capable
of withstanding a lateral impact against the ship’s side at an impact velocity of not less than 3.5 m/s and also a
drop into the water from a height of not less than 3 m without damage that will affect its function
 The liferaft shall have a canopy to protect the occupants from exposure, which is automatically set in place,
when the liferaft is launched and waterborne. It shall provide insulation against heat and cold by means of
either two layers of material separated by an air gap or other equally efficient means.
 It shall be provided with means to mount a survival craft radar transponder (SART) at a height of at least 1
m above the sea
 The total mass of the life raft with its container and its equipment shall not become more than 180 kg.
 The liferaft shall be fitted with an efficient painter of length equal to not less than 10 m plus the distance
from the stowed position to the waterline in the lightest seagoing condition or 15 m, whichever is the greater.
 A manually controlled lamp shall be fitted to the top of the liferaft canopy. The light shall be white and be
capable of operating continuously for at least 12 h
 Every davit-launched liferaft shall be so arranged that it can be boarded by its full complement of persons
in not more than 3 min from the time the instruction to board is given.
 The inflatable liferaft shall be capable of being inflated by one person. The liferaft shall be inflated with a
non-toxic gas. Inflation shall be completed within a period of 1 mm at an ambient temperature of between
18˚C and 20˚C and within a period of 3 mm at an ambient temperature of -30˚C.
 Breaking Strength of Painter:
 15 KN for more than 25 person life raft permitted to accommodate.
 10 KN for 9 to 24
 7.5 KN for any raft.
No liferaft shall be approved which has a carrying capacity of less than six persons.
18. Busbar distance in MSB.
19. How will you prepare MSB for external survey.

Thorough cleaning internally and externally at switchboard, when all generators are stopped and their
prime movers locked off.
Main bus bar and their connections checked for tightness.
Bus bar supports, checked for damage due to insulation material.
Overheating signs at connection junctions, due to loose joint.
Internal wiring securely fixed.
Cable entries at switchboard bottom, sealed with non-flammable material.
Earth bar, securely bonded to both frame and to the ship hull.
Hinged panel door bonded with an earth strap to main switchboard frame.
Insulation resistance of each terminal measured.
Voltmeters, Watt meters and Ammeters calibrated and tested.
All trips tested [Safety devices].
Synchronizing test [load sharing] demonstrated.
Earth lamps checked
Automatic circuit breakers (ACB) and Automatic voltage regulator (AVR) tested.
20. What is the classification society?

A non-governmental organisation in the shipping industry, a classification society establishes and
maintains technical standards for construction and operation of marine vessels and offshore structures.
The primary role of the society is to classify ships and validate that their design and calculations are in
accordance with the published standards. It also carries out periodical survey of ships to ensure that they
continue to meet the parameters of set standards. The society is also responsible for classification of all
offshore structures including platforms and submarines.
Flag states maintain a ship register in which all ships that sail under their flag need to be
registered. Classification societies are licensed by flag states to survey and classify ships and issue
certificates on their behalf. They classify and certify marine vessels and structures on the basis of their
structure, design and safety standards.
A classification society’s workforce comprises of ship surveyors, mechanical engineers, material
engineers, piping engineers, and electrical engineers. Surveyors employed by a classification
society inspect ships at all stages of their development and operations to make sure that their design,
components, and machinery are developed and maintained in accordance with the standards set for their
class. The process covers inspection of engines, shipboard pumps and other vital ship's machines. They
also inspect offshore structures such as oil rigs, submarines and other marine structures.
Today there are more than fifty classification societies in the world.
IRS 1975 Mumbai, India irclass.org

Indian Register of Shipping
21. What are the ISM certificate and validity period?

As per ISM code under SOLAS chapter IX, a company shall be issued with Document of compliance (DOC)
and its ships are issued with Safety Management Certificates (SMC) only after ensuring that the company has a
Safety Management System (SMS) and all ships are operated as per the SMS
 The validity of DOC, after initial audit is 5 years from the next date of expiry and it is subjected to annual
audit.
 The validity of SMC, after initial audit is 5 years from the next date of expiry and it is subjected to
intermediate audit.
22. Safeties of high voltage

1. Person should be trained and certified for the high voltage system job safely.
2: Access to high voltage system should be strictly controlled by ―Permit To Work‖ scheme.
Electrical Permit To Work (EPTW).
3: Live line test should be done.
4: Before any work starts, ―Earthing down‖ of the high voltage conductors should be done.
5: Always two persons should be there while working on high voltage equipment.
23. Regarding MARPOL 1, what are the equipments associated with MARPOL 1 in your ship.
All ships:
1. Oil filtering equipment.
2. 15 PPM alarm arrangements.
3. Standard discharge connection.
Tanker specific:
1. Oil/ water interface detector
2. Crude oil washing system, if fitted
3. Oil discharge monitoring and control
4. Cargo and ballast pumping, piping and discharge arrangements.
5. Engine room/ bilge holding tank to slop tank pumping and piping arrangement.
24. How will you prepare defect list for drydock?
25. ISM and SMS.

Known as the International Safety Management Code, the ISM Code is one of the aforementioned required
regulations in the marine industry. From the year 1994, it has been a very vital component of the SOLAS
Convention (Safety of Life at Sea). It was in this year that this code was formally adopted and integrated as
a part of the SOLAS Convention.
In other words, it can be also highlighted that the ISM Code Shipping is an intrinsic part of
the International Maritime Organisation (IMO) in its efforts to ensure, maintain and effectuate safety for
the seafarers as well as simultaneously providing a pollution-free zone for the sector entirely.
It can be said that the code focuses on bringing the aspect of marine safety to a common platform for
vessels of all nationalities. This eliminates any discrepancies that could arise about the maintenance of a
much-needed safety protocol.
According to the stipulations of the Code, it is mandatory that all ships follow this code. In order to execute
its appropriate functionality, the International Safety Management Code is supported by a Safety
Management System.
Safety Management Certificate:Safety management certificate is issued to the ship. The certificate is
issued after verifying two elements required as per ISM code
 That the safety management system is in place and complies with the ISM code requirements
 That the safety management system is being implemented and followed on board
This verification process is called “external audit” of the SMS and is usually done by the class on behalf of the flag
of the ship.
26. Types of AVR and explain.
Carbon pile regulator: Current flows through the exciters are controlled by Carbon Pile (a resistance made up of
carbon disk is packed into ceramic tubes). The resistance of the Carbon Disk file is varied by pressure change. The
pressure is applied by Spring on the piston and relieved by the magnetic field of an electromagnetic coil. Current
for the coil is supplied through a Transformer and Rectifier arrangement from the alternator output to the
switchboard. This is designed so that variation in the alternator voltage due to the load changes will affect the
strength of the electromagnetic coil and alter the completion and therefore the resistance of the carbon pile.
when alternator output voltage is increased above the specified voltage then current in electromagnetic coil also
increased corresponding to the increase in alternator voltage. As a result strength of magnetic field also increases
and it pulled the piston away from the pile against the pressure of the spring. Due to this resistance of the carbon
pile also increases which reduces the current in exciters and excitation in alternator and voltage come to the
specified limit and vice versa.
Vibrating contact regulator: It is supplied with a Transformed and Rectified current from the alternator output
and the field of the Electromagnet is used to attract an iron furniture from the spring. The spring acts as a voltage
reference and the strength of the Electromagnet is related to the alternator output voltage. The increase of output
voltage produces an increase in strength of the magnet and the effect is that the plunger and the lever are pulled up
together with the control contact. A drop in voltage and decrease of strength of the coil allow the plunger to be
pulled downwards by the spring so that the control contact move down also. The position of the control contact is
governed by the alternator voltage through the coil
While the control contract will move with the voltage variation, the vibrating contact is vibrating continuously by a
rotating cam at the rate of 120 times per second. The vibrating contact touches the other during the upper part of
each vibration and control contact is free to move up to the other being only in Spring contact with the plunger
level.
High alternator output voltage, through the coil, causes the control contact to be lifted so that the vibrating contact
all the search briefly. Low output voltage and weaker field in the coil allow the plunger to drop so that contact time
is longer.
the closing of contact has the effect of short-circuiting and resistance in series with the shunt field of the DC
exciter. Shunt current passes through the contacts in reference to passing through the resistor and larger circle
current increases flux and output of the exciter. This, in turn, provides extra citation and increases alternator output
voltage
Static A.V. R: The availability of a transformed and rectified power supply from the alternator output
makes possible the matching of it directly against an electronic reference in the static AVR.
The direct current obtained from the alternator output is applied to a bridge which has fixed resistance
on two arms and variable resistances on the other two.
The zener operates in the reverse breakdown mode, having been manufactured with a zener breakdown
voltage of very low value. Voltage remains constant once breakdown has occurred regardless of change
in current.
This implies change in applied voltage, while not affecting voltage across the diode, will cause a
change in resistance which permits change in current.
The imbalance of resistances in wheatstone bridge changes the flow pattern and produces in the voltage
measuring bridge an error signal.
The error signal can be amplified and used to control alternator excitation in a number of ways.
This it can control the firing angle of thyristors through a triggering circuit to give the desired voltage in
the brushless alternator.
It can be used in the statically excited alternator to connect small errors through a magnetic amplifier
arrangement. The error signal can also been amplified through transistors in series, for excitation
control.
Rotating sector
Multi contact
Magnetic amplifier: The amplifier uses the inductive element as a controlled switch. The coil is wound on a
core having square B-H characteristics which gives the core two modes of operation. When the core is
unsaturated, it causes the coil acts as high impedance that supports a large voltage with little or no current.
When saturated, the coil impedance drops to almost zero and allows current to flow with very little voltage
drop. The two modes thus enable the magnetic amplifier to act as an ideal switch with several benefits as
compared to the switching regulators.
Electronic amplifier
27. Maintenance in alternator and motor.

Alternator: Cleaning/renewal of air filters.
Megger testing.
Air gap inspection.
Inspection of terminals for their integrity.
NDE bearing oil renewal.
General cleaning inside alternator.
Checking the integrity of rotating diodes.
MOTOR: contact resistance low
Keep insulation resistance high and
Lubricate correctly and maintain uniform air gap
Ensure both the interior and exterior are always clean
28. How reverse power trip works?
The relay is made of a lightweight non-magnetic aluminum disc between two soft laminated iron core
electromagnets, and fixed on a spindle running on low friction bearings. The upper electromagnet is wound
with a voltage coil which is then supplied from one phase and an artificial neutral of the generator output.
The other magnet has a current coil from supplied from a current transformer connected to the same phase
as the voltage in the upper electromagnet.
The voltage coil has a high inductance, designed in a way that the voltage lags the current in the coil by
about 90 degrees. This lag ensures that the magnetic field generated from the current in the upper coil lags
the magnetic field produced by the current in the lower electromagnet.
The two magnetic fields which are out of phase, produces eddy current in the aluminium disc, and this
creates a torque that tries to rotate the disc.
Under normal condition when power is flowing as expected, the trip contacts of the relay are open, and the
disc is against a stop. If a reverse power starts to flow, the disc rotates in the opposite direction, moves
away from the stop and towards the trip contacts that activates the trip circuit.
Most of the reverse power relays have adjustable settings to allow the customer do the settings according to
the installed equipment. The trip point is usually adjustable to between 2 and 20 percent of the input
current while the time delay is adjustable from 0 to 20 seconds.
A 5 second time delay is often used to avoid tripping the circuit during synchronization. In most practical
applications, the reverse power settings are between 8 to 15 percent for diesel engines and between 2 and 6
percent for turbine power movers.
29. What is SOLAS chapter 9.
CHAPTER IX - Management for the safe operation of ships
30. Why navigation bulbs blow often? How many supplies are there.
It depends on weather condition. It is located in open space due to water ingress it blows often.
Usually 2 separate fixture will be there, one is main and other is standby.
Main and emergency both supplies are provided.
31. How emergency generator starts automatically and breaker closes.
There is a power link connection breaker between the main generator and the emergency generator. During
black out, this breaker trips. The emergency generator starts and its breaker closes and feeds only the
emergency loads. During restoration, the main generator is started again and its breaker is closed. As the link
breaker is still open, there is no paralleling between main and emergency generator.
32. What will you do if emergency generator doesn’t come on load but phase sequence, voltage and
frequency are ok.
Fault in the circuit breaker, circuit breaker may not be closing.
Maybe ACB required manual closing by charging spring manually.
33. What are PPE used in high voltages.
Arc rated fr clothing
HV Insulation Gloves with leather on top
Safety Goggles / glasses
Full sleeve HV boiler suits
Face shield with hood
HV Work Boots
Ear Protection
Apron
Insulation Mat WITH CERTIFICATE (IEC 61111 / SIRE 11.27 / SOLAS II-1/45. 2)
34. Explain about smoke, fire detector and regulations.

SOLAS requirements for fire detector onboard:
 Operated by heat, smoke, flame or any combination.
 Smoke detectors – stairways, corridors and escape routes in the accommodation.
 Smoke detectors to activate when smoke density exceeds 12.5% obscuration per m.
 Heat detectors to activate at 78deg but not until 54deg is the temperature rises at a rate less than 1deg per
min.
 Avoid placing near beams and ventilation ducts.
 Max distance between 2 smoke is 11m.
 Max distance between 2 heat is 9m.
SOLAS requirements for fixed fire detection and fire alarm system present on board:
 The system should not be used for any other purpose except for closing of fire doors etc.
 Zone address identification.
 First initiated fire alarm shall not prevent any other detector to initiate further alarms.
 Minimum 2 sources of power supply to the system.
 Activation of any detector or a manually operated call point shall initiate a visual and audible alarm at the
control panels.
 If the alarm on the alarm panel is not acknowledged in 2 mins then general alarm shall sound.
 Control panel to be placed on the bridge or the continuously manned control station.
 When the bridge is unmanned, the alarm shall sound in a place where a responsible member of the crew is
on duty.
 Manually activated call points. One at each exit and max distance between 2 to be 20m.
 Installed in periodically unmanned machinery spaces.
 Where the main propulsion and associated machinery is present despite of being manned.
35. What is phase sequence?

In a three-phase system, the order in which the voltages attain their maximum positive value is called Phase
Sequence. There are three voltages or EMFs in the three-phase system with the same magnitude, but the
frequency is displaced by an angle of 120 deg electrically.
Taking an example, if the phases of any coil are named as R, Y, B then the Positive phase sequence will be
RYB, and similarly the Negative phase sequence will be RBY
36. If you see smoke coming from MSBD, what is you action?
Raise alarm
Isolate the power doing blackout manually
Close all ventilation.
Close all door except one exit door.
Take CO2 portable extinguisher and fight the fire by staying up stream of air and distance about 3-4 feet from
fire.
Move back to exit door and leave extinguisher and close the exit door.
If the fire is uncontrollable move to muster station.
37. OWS regulation and how many knots required to pump bilge water overboard.
For a ship with 400 GT and above, discharge of oil mixture can be done under the following conditions:
The ship is en route;
The oily mixture is processed through an oil-water separator filter meeting the requirements of regulation 14 of this
Annex;
After passing the oil-water separator system, the oil content of the effluent without dilution does not exceed 15
parts per million;
The oily mixture does not originate from cargo pump-room bilges on oil tankers
In oil tanker ship, the oil-water mixture is not mixed with oil cargo residues
When the ship is plying in the Antarctic area, any discharge into the sea of oil or oily mixtures from any vessel
shall be prohibited.
38. STP plant and regulations?

Regulation 11 - Discharge of sewage
i)the ship is discharging comminuted and disinfected sewage using a system at a distance of more than 3 nautical
miles from the nearest land, or sewage which is not comminuted or disinfected at a distance of more than 12
nautical miles from the nearest land, provided that, in any case, the sewage that has been stored in holding tanks
shall not be discharged instantaneously but at a moderate rate when the ship is enroute and proceeding at not less
than 4 knots; the rate of discharge shall be approved by the Administration based upon standards developed by the
Organization; or
ii)the ship has in operation an approved sewage treatment plant which has been certified by the Administration to
meet the operational requirements
iii)the test results of the plant are laid down in the ship's International Sewage Pollution Prevention Certificate
iv)additionally, the effluent shall not produce visible floating solids nor cause discoloration of the surrounding
water
Biological Sewage Treatment utilizes bacteria to completely break down the sewage into an acceptable
substance for discharge into any waters. The extended aeration process provides a climate in which oxygen
loving bacteria multiply and digest the sewage, converting it into a sludge. These bacteria are known as aerobic
The treatment plant uses a tank which is divided into three watertight compartments; an aeration
compartment, a settling compartment and a chlorine contact compartment. The sewage enters the aeration
compartment where it is digested by aerobic bacteria and micro-organism, whose existence is aided by
atmospheric oxygen which is pumped in. The sewage then flows into the settling compartment where the
activated sludge is settled out. The clear liquid flows to the chlorinator and after treatment to kill any remaining
bacteria it is discharged. Tablets are placed in the chlorinator and require replacement when used up. The
activated sludge in the settling tank is continuously recycled and consequently it builds up, so that every two to
three months it must be partially removed. This sludge must be discharged only in decontrolled areas
39. Filters certificate.

For the purpose of regulation of Annex IV, a sewage treatment plant should satisfy the following effluent standards
when tested for its Certificate of Type Approval by the Administration:
1 Thermo tolerant Coli form Standard
The geometric mean of the thermo tolerant coli form count of the samples of effluent taken during the test period
should not exceed 100 thermo tolerant coli forms/100 ml as determined by membrane filter, multiple tube
fermentation or an equivalent analytical procedure.
2 Total Suspended Solids (TSS) Standard
The geometric mean of the total suspended solids content of the samples of effluent taken during the test period
shall not exceed 35 mg/l.
Where the sewage treatment plant is tested onboard ship, the maximum total suspended solids content of the
samples of effluent taken during the test period may be adjusted to take account of the total suspended solid content
of the flushing water. In allowing this adjustment in maximum TSS, Administrations shall ensure sufficient tests of
TSS are taken of the flushing water throughout the testing period to establish an accurate geometric mean to be
used as the adjustment figure. In no cases shall the maximum allowed TSS be greater than 35 plus x mg/l.
Method of testing should be by filtration of representative sample through a 0.45 µm filter membrane, drying at
105°C and weighing
3 Biochemical Oxygen Demand and Chemical Oxygen Demand
Administrations should satisfy themselves that the sewage treatment plant is designed to reduce both soluble and
insoluble organic substances to meet the requirement that, the geometric mean of 5-day Biochemical Oxygen
Demand (BOD5) of the samples of effluent taken during the test period does not exceed 25 mg/l and the Chemical
Oxygen Demand (COD) does not exceed 125 mg/l.
4 pH
The pH of the samples of effluent taken during the test period shall be between 6 and 8.5.
40. CO2 volume used for engine room and deck.

Capacity of CO2 in the system to be,
1) 30% of the gross volume of the largest protected cargo space,
2) 40% of the gross volume of machinery space excluding engine casings,
3) 35% of the gross volume of machinery space including engine casings for vessels GT < 20000. Total amount of
CO2 cylinders depends on the highest gross volume out of above 1,2,3 in a particular ship.
41. Electro-hydraulic steering gear.

Electro-hydraulic type telemotor system
Shown is a very simple system capable of operating a steering hunting gear. A pressure relief valve would normally
be fitted after the valve and across the pump to prevent over pressurisation of the system.
The signal is derived from the action on the steering wheel, created by the autopilot or directly from the non-follow
up control levers.
Telemotor fluid
should be a good quality mineral oil with the following properties;
1. low pour point
2. non sludge forming
3. non corrosive
4. good lubricating properties
5. high flash point
6. low viscosity
Hunting Gear
The steering gear system above consists of the telemotor which receives a signal from the bridge wheel. This acts
on the hunting gear.
The hunting gear moves displacing a control rod, this rod acts on the pump displacement control gear to alter the
delivery from the pump. The delivery from the pump causes the ram to move rotating the rudder stock and hence
the rudder. The other end of the hunting gear is mounted on the rudder stock.
The rotation of the rudder stock moves the hunting gear returning the operating rod for the pump to the neutral
position once the rudder has reached the correct angle.
Rudder Actuators
There are many different mechanisms by means of which hydraulic power can be converted into torque at the
rudder stock some of which are as follows;
Rapson Slide Actuators - Ram type
Steering gear incorporating the rapson slide principle are the most common in use on heavy duty applications.
The rapson slide acting on either a fork tiller or the more common round arm. The tiller drives the rudder stock by
means of a key or keys. The crosshead is free to slide along the circular arm of the tiller so that the straight line
effort of the rams is applied to the angular moving tiller. Each set of two cylinders in line are connected by a strong
steel girder usually called a "Joist" which stiffens the system and forms a "guide bar" for the crosshead guide
slippers to slide along. The joist is often designed to incorporate the steering engine stops.
An important consideration in all steering gears is the "wear down" of the rudder carrying bearing, this bearing
takes all the weight of the rudder.
Therefore there must be adequate clearance between the bottom of the tiller and the crosshead bearing, so as the
rudder bearing wears down in service the tiller and crosshead bearing do not touch, clearance when new can be 22
mm at bottom and 12 mm at top; the top clearance is a precaution to stop the tiller bumping up the steering rams in
the unlikely event of the rudder lifting in heavy weather. Should the bottom of the tiller and the crosshead bearing
touch, then the weight of the rudder will be transferred from the rudder bearing to the steering rams with disastrous
results such as leaking of working fluid from the cylinders and shearing of the rams.
In the case of forked tiller design, the thrust from the rams is transmitted to the tiller through swivel blocks. One
advantage of this arrangement is that the overall length of pairs of rams is reduced compared to the round arm tiller
design and this can be an important consideration in some cases. A disadvantage is that where as any slight
misalignment in the case of the round arm tiller is not vitally important, it could lead to uneven loading of the
swivel blocks in the forked tiller design and it is essential that the line of the rams be exactly at right angles to the
rudder stock centre line if this is to be avoided.
With the Rapson Slide the torque reaction from the rudder is taken on the tiller by a force which is balanced by an
equal and opposite force having two components one of which is produced by the ram and acts in the line of the
ram, whilst the other is at right angles to the line of the ram and is produced by the guide reaction.
42. O2 analyser circuit diagram.
As you can see in the sketch there are two platinum resistance wires which are exposed to two different chambers.
In the first chamber there is the air in which the oxygen content needs to be monitored plus there is an artificially
created magnetic field, while the second chamber there is the same air but there is no magnetic field present in this
chamber. The wires form a part of the Wheatstone bridge circuit and if you remember from your study of physics,
the Wheatstone bridge is used to measure an unknown resistance by obtaining a balance between two legs of the
circuit.
The air whose content has to be noted is supplied at one end and is filtered by passing it through a diffuser and goes
on to the two chambers as shown in the picture. Hence while one chamber of the meter attracts oxygen the
reference chamber attracts only air. This causes a difference in the temperature of the two wire sets because of the
difference in thermal conductivity of oxygen with respect to air. This causes imbalance in the resistance of the
bridge legs and the degree of this imbalance is in proportion to the oxygen content in the sample to be measured.
43. D.P electrical diagram

A differential pressure switch is designed to sense a difference in pressure between two pressure sources in the
plant for control purposes. When the pressures from two different sources in a process are connected across the
sensing diaphragm, metallic or elastomeric as the case may be, the pressure difference creates a force which then
overcomes that of a pre-tensioned spring and in the process moves a balancing arm or mechanism to effect the
minimal movement required to actuate the micro-switch(es) of the switch.
High and low pressures are applied on either side of the specially contoured sensing diaphragm. This design feature
helps to eliminate errors due to a difference in area which is often a common problem present in twin element
pressure differential switches.
A particular design of the differential pressure switch is described below to illustrate the principle of operation.
Please note that there are various variants of the switch from different manufacturers but the basic principle of
operation remains the same.
44. General alarm and fire alarm.
General alarm: 7 short blast followed by a long blast
Fire alarm: Continuous ringing.
45. Firefighting on deck, explain step by step procedures
46. Fire fighting in purifier room. Explain step by step procedures

A small purifier fire can be easily stopped with the help of small fire extinguisher. In case of a bigger fire,
the following steps should be taken:
1) As soon as fire alarm is sounded, call the chief engineer and locate the fire.
2) Close the quick closing valves from which the oil is leaking.
3) Stop the transfer pump.
4) Both transfer and quick closing valves can be closed from remote location like ship control center or
from the engine control room.
5) Stop all the motors and electrical equipments which can be stopped from emergency stop button outside
the purifier room.
6) The fire can be stopped with the help of fire extinguisher.
7) In case of a big fire, close the air supply pump and exhaust from the purifier room.
8 ) The fire can be stopped by releasing water mist system if present on the ship.
9) Entry in the purifier room is made putting on the fire fighter suit, along with self-contained breathing
apparatus (SCBA) and fire hose.
10)The fire can be extinguished with the help of spraying water.
11) In case the fire is still not extinguished then the chief engineer will decide about using the carbon
dioxide bottles for fighting fire.
12) When these bottles are to be used, there should not be any person present inside the Purifier space as
Co2 can cause suffocation due to displacement of air and the person involved may die.
47. Regulation 42, GMDSS regulation No?

Regulation 42- the Emergency source of electrical power in Passenger Ship-
 The emergency generator shall be automatically started and connected within 45 sec
 Capable of supplying simultaneously at least the following services for the period of 36 hours
 Emergency lightening (at the alleyway, stairways, and exits, muster and embarkation stations, machinery
space, control room, main and emergency switchboard, firemen’s outfits storage positions, steering gear room)
 Fire detecting and alarming system
 Internal communication equipment
 Daylight signaling lamp and ship’s whistle
 Navigation equipment
 Radio installations, (VHF, MF, MF/HF)
 Watertight doors
 One of the fire pumps, emergency bilge pump
 The emergency generator shall be automatically started and connected within 45 sec
A set of automatically connected Emergency batteries must be capable of carrying certain essential services for the
period of 30 min
 Emergency Lighting
 Navigational Light
 Fire detecting and Alarm System
 Internal communication equipment
 Daylight signaling lamp and ship whistle
GMDSS: SOLAS Chapter IV, regulation 7
48. Navigation light electrical diagram.
-Five specially designed navigation running lights referred to as Foremast, Mainmast (or Aftmast), Port, Starboard,
and Stern.
-Two anchor lights, fitted forward and aft.
-The Sidelights are RED for PORT and GREEN for STARBOARD while the other lights are white.
-The typical power rating of 65 W but 60 W and 40 W ratings are also permitted in some cases.
-Two lamps and lamp holders within a special dual fitting.
-Each light is separately supplied, switched, fused and monitored from a Navigation lights Panel in the wheelhouse.
-The electric power is provided usually at 220 V a.c. with the main supply fed from the essential services section of
the main switchboard and an alternative standby power supply is fed from the emergency switchboard.
-A changeover switch on the Navigation lights Panel selects the main or standby power supply.
-The Navigation lights Panel has indicator lamps and an audible alarm to warn of any lamp or lamp-circuit failure.
-Each lamp circuit has an alarm relay which monitors the lamp current. The relay may be electromagnetic or
electronic. Various signal lights with red green, white and blue colors are arranged on the signal mast.
-These lights are switched to give particular combinations to signal states relating to various international and
national regulations. Pilotage requirements, health, dangerous cargo conditions, etc., are signaled with these lights.
-White Morse Code, Flashing lights may also be fitted on the signal mast.
-The NUC (Not under Command) state is two all-round red lights vertically mounted at least 2 m apart. Such
important lights are fed from the 24V d.c. emergency supply.
49. What is soft starter and what is IGBT

A motor soft starter is a device used with AC electrical motors to temporarily reduce the load and torque in the
power train and electric current surge of the motor during start-up. This reduces the mechanical stress on the motor
and shaft, as well as the electrodynamic stresses on the attached power cables and electrical distribution network,
extending the lifespan of the system.
Electrical soft starters can be any control system that reduces the torque by temporarily reducing the voltage or
current input, or a device that temporarily alters how the motor is connected in the electric circuit.
IGBT is the short form of Insulated Gate Bipolar Transistor. It is a three-terminal semiconductor switching
device that can be used for fast switching with high efficiency in many types of electronic devices. These devices
are mostly used in amplifiers for switching/processing complex wave patters with pulse width modulation (PWM).
The typical symbol of IGBT along with its image is shown below.

As mentioned earlier an IGBT is a fusion between a BJT and MOSFET. The symbol of the IGBT also represents
the same, as you can see the input side represents a MOSFET with a Gate terminal and the output side represents a
BJT with Collector and Emitter. The Collector and the Emitter are the conduction terminals and the gate is the
control terminal with which the switching operation is controlled.
50. How do you measure MSB temperature.

Infrared temperature gun
51. Difference b/w earthing and grounding.
Basis For
Grounding Earthing
Comparison
Definition The current carrying part is The body of the equipment is connected
connected to ground. to ground.
Location Between the neutral of the Between the equipment body and earth pit
equipment and ground which is placed under the earth surface.
Symbol
Zero Potential Does not have Have
Protection Protect the power system Protect the human from electric shock.
equipment.
Application Provide the return path to the It discharges the electrical energy to the
Basis For
Grounding Earthing
Comparison
current. earth.
Types Three (Solid, Resistance and Five (Pipe, Plate, Rod earthing, earthing
Reactance grounding) through tap and strip earthing)
Colour of wire Black Green
Use For balancing the unbalance load. For avoiding the electrical shock.
Examples Neutral of generator and power The enclosure of the transformer,

transformer is connected to ground. generator, motor etc. are connected to the
earth.
52. If water dropping on motor what will you do?

53. Difference b/w power and energy.
Basis for
Electrical Energy Electrical Power
Comparison
Basic It represents the overall work done Power defines the work done per unit
on an electrical circuit. time in an electrical circuit.
Denoted as E P
Given as E = VI*t ( or P*t) P = V*I
SI unit Joule Watt
54. Boiler combustion controller.

The four cycles in the lighting up sequence for the boiler burner are:
i)Purging cycle
ii)Ignition cycle
iii)Main burner cycle
iv)Post purge cycle
The boiler can be started either manually or steam pressure switch in automatic operation mode.
The boiler cut-in/cut-off, depending upon the pressure setting and its differential. If all the safety interlocks
are in place, then the purging cycle commence, starting the FD fan. The quantity of combustion air
supplied from the FD fan to boiler is adjusted by the position of the damper. The duration of purging cycle
is generally 120-150 secs. The air damper opens from minimum to maximum position so that maximum air
flows through the boiler and remove any flue gas or any other after burning material from the combustion
chamber. On completion of the purging cycle, the delay timer completes the supply for the ignition
transformer and the operation of the diesel oil valve for the pilot burner. The ignition transformer
secondary provides a high voltage around 6kv-10kv to supply the pilot burner electrodes.
The electrodes produce a spark and with the flow of diesel oil in the pilot burner, the flame is established.
The timer in the circuit will disconnect power supply, thus extinguishing the spark after a set time. A
photocell may be used to detect the pilot burner’s flame that facilitates operation of the main burner‘s three
way solenoid valve. This valve changes over fuel oil from its recirculation mode to supply fuel oil to the
boiler, starting the main burner cycle. If the main burner flame is established the boiler continues,
otherwise the flame detector activates failure relay and shuts down the 3- way safety solenoid valve thus
cutting off the fuel oil supply to boiler.
55. VFD
Variable frequency drives applied to AC motors are by far the most common. Their basic design consists of
four elements:
Rectifier: the working principle of rectifier is changing the incoming alternating current (AC) supply to direct
current (DC). Different designs are available and these are selected according to the performance required of the
variable frequency drive. The rectifier design will influence the extent to which electrical harmonics are induced on
the incoming supply. It can also control the direction of power flow.
· Intermediate circuit: the rectified DC supply is then conditioned in the intermediate circuit, normally by a
combination of inductors and capacitors. The majority of VFDs currently in the marketplace use a fixed-voltage
DC link.
· Inverter: the inverter converts the rectified and conditioned DC back into an AC supply of variable frequency and
voltage. This is normally achieved by generating a high frequency pulse width modulated signal of variable
frequency and effective voltage. Semiconductor switches are used to create the output; different types are available,
the most common being the Insulated Gate Bipolar Transistor (IGBT).
· Control unit: the control unit controls the whole operation of the variable frequency drive; it monitors and
controls the rectifier, the intermediate circuit and the inverter to deliver the correct output in response to an external
control signal.
56. OCM
It utilizes a photo sensor that measures the amount of light hitting it. When oil or sediment travels between the light
and the photo sensor, it reduces the amount of light hitting the sensor and causes the monitor to display a PPM of
contaminate in the water.
Most instruments of this type depend on transmission of a beam of light. A sample of water leaving the OWS is
drawn off automatically and passed through a detector cell. A low power light shines a beam through a window in
the side of the detector. This is transmitted through the water sample and picked up by a detector on the far side of
the cell. Pure water will only have a slight attenuating effect on the beam, whereas, oil will absorb the light,
reducing the intensity reaching the detector and causing the OCM to sound the alarm. But soot, rust and other non-
oil contaminants of the bilge water will also have their affect on the light beam. As each solid particle acts as a
minute mirror such material may cause false alarms.
The degree to which a beam of light will be scattered (diffused) while passing through liquid containing a
concentration of finely divided particles, such as soot or rust. Oil tends to absorb light rather than scatter it. By
judicious design, the difference between light scatter by rust/soot and absorption by oil can be accounted for and
the OCM can be relied on to react to oil but not to solid contaminants.
Normally the un-attenuated light beam will pass directly to the transmit photocell. Oil droplets in the water will
absorb light and diminish the beam reaching the transmit photocell, thus sounding the alarm. But when the beam is
scattered by solid particles rather than absorbed by oil, light will simultaneously reach the occluded or scatter
photocell and be diminished at the transmit photocell. The alarm will not sound for this situation, except when the
software incorporated into the system detects the simultaneous presence of oil and solid particles because of a
mismatch between the degree to which light diminishes at the transmit cell and increases at the scatter cell.
57. Rubber mat thickness.

Insulated rubber mats with a minimum thickness of 15 mm.
1)
2) W

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JANAGA

10.How generator rpm indicating?

11.Draw OWS and ODMC’s

OWS consists of mainly three segments:

The Filter unit

Oil Content Monitor and Control Unit

13.Why neutral earthing is not fitting in generator?

14.What is CCA? COLD CRANKING AMPS

15. MARPOL equipment in oil tanker?

16.Difference b/w Fuse and OCR?

17.Working of current and voltage transformer?

Potential Transformer (PT)

21. Portable Extinguisher capacity

The following capacities may be taken as equivalents:

22. Water inside the motor what will you do?

1. Machine is disconnected from power sources and dismantled

24. Emergency generator how it starts when blackout?

-Normally emergency generator cut in automatically when main power fails

25. Emergency generator rules and regulation

26.Emergency generator battery test &cross question

 Seafarer’s Employment Agreement

 Accommodation and recreational facilities

 Medical care on board and ashore

 Flag state responsibility

28.If you receive a motor what are things to check.

4.Equipments connected in ESB

5.Solas regulation regarding emergency supply

6.What is annex 6 regulation, what are related to eto?

7. SOLAS Regulation for electrical installation

8.Annex v and related things to eto

9.What is your action if you see electrical fire.

-Firstly, raise alarm.

10.Preparation to do for electrical survey.

Alternator Survey: Required conditions for Surveyor:

Emergency Power and Associated Equipment Survey:

12.How to do insulation test for alternator.

13. Transformer windings

Uses of Cylindrical Windings

14.Solas chapter 2,5,9.

CHAPTER V - Safety of navigation

CHAPTER IX - Management for the safe operation of ships

16.Battery charging method.

Power Triangle and Power Factor

2.How to test preferential trip in front of surveyor?

3.Synchroscope and working principle

5.High voltage safety and apparatus

6.Annnex regarding garbage management

7.Working principle of generator and motor

An electric motor is an electrical machine that converts electrical energy into mechanical energy. Most electric

8.How is voltage is produced

9.Emergency generator SOLAS chapter

10.If small fire is in boiler. What is your action

In case of Economizer fire:

Lighting Transformer circuit diagram

Main purpose of lighting transformer is

12.Working principle of transformer

13.What are the electrical part of CO2 system

14.Fuel oil transfer pump

15.Starting methods of boilers

16.Droop and Voltage droop

SHAFT EARTHING DEVICE

19.OWS and OCM

20.SOLAS and MARPOL- SOLAS chapter 9