Technician: Tore Christoffersen

Date: 20-03-2014

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UltraGas Happy Bird 20-03-2014Electrical Inspection

The Vessel has a new Vsat unit installed; the old unit has not been removed because one of the switches being used by the new Vsat is powered through the old Unit.All cables for the antenna have been disconnected; the only wires left are power, and a few old network cables.

The power bar powering the old Vsat and the network switches is a clutter of wires.The unused power cables should be removed, and an extra power bar installed, so that the equipment still in use, has a professional power installation.

The antenna cables, and Network cables to the new Vsat, needs to be correctly marked, to insure they are identifiable in the future. At the moment they are marked with writing on the cables.

The wiring in the Watch keeper control unit on bridge, those not show great workmanship. Improper terminals have been used to divide the power inside the unit. The wiring should be fixed, and the lid, for the watch keeper should be mounted to protect the wiring and the IP class.The unit is placed in the chart table cupboard in front of the steering wheel.

The Inmarsat LRIT has logon issues, and is because of this issue at current date not being used. I recommend thats this be look into in order to have the system up and running again.

Several places have been found, where the concrete penetrations have been opened without correctly sealing them again.These issues need to be attended, in order to prevent fires from spreading.The locations in the pictures are as follows:1. Radio stand where AIS is located. Stb of the wheel house.2. Middle chart table cupboard facing the wheel house.3. Penetration going up to main Vsat Antenna.4. Penetration in ECC5. Locker E captains deck.6. Locker D captains Deck.7. CCR Switchboard

Two Roxtec Penetrations have been found on the sun deck above the bridge.One is in need of new blocks to seal correctly.The other has been poorly assembled and needs to be redone otherwise it will not be up to standard.Extra blocks for the penetrations should be brought, and plenty of grease. The vessel, should keep a little onboard to insure future installations.I would also recommend to have some spare complete sets of penetrations, I hopes thats this would motivate crew/technicians to do proper penetrations instead of opening concrete penetration.Concrete penetrations will never be 100 % when once opened.

A terminal block was found in the chartable cupboard, this should be within a casing/JB protecting the wires, and insuring that the access to the terminal block is secured.

Within the Gyro control boxes, to wires were found using the same terminals.These terminals are for the NMEA output.I would recommend installing a NMEA splitter, to insure they each get their own terminals and this way decrease the risk of loose connections.

Wiring for the viper control panel on bring need to be checked, wires have been removed and others have been added, by none fixated using terminals.

I would also like to point out that several cables have been found above the ceilings, which are not correctly tied and supported.

The battery pack for general equipment have been changed 1,5 years ago.But the Battery pack for the radio equipment seems to be very old, and in need to be changed.

The putty sealing the the JB C-JB-C in the hallway on the captains deck has come loose and need to be closed up again.

Within the CCR switch board I found several issues.Its seem some new installation has been added to the system, the new cables have been pulled through a metal guard, without placing some rubber or other to protect the cables from the sharpe edges of the metal guard.This issue needs to be attended in order to prevent future issues with line break and low insulation.On the terminals 103 and 104 on terminal block TBB 45-120, a jumper has been found.The alarm bypassed was for UPS failure.The jumper has been removed and system is working.To cables were also found in the switch board that seem to have been disconnected. As to why would need further investigation.At terminal block TBB 1-4 a none fixated terminal was found, I suspect this was done because of a defective terminal. The terminal should be replaced in order to correctly reconnect the wires.

In the ECR, they had an issue with the ME safety system.There was a loop failure for the lube oil inlet to EXH. V/V actuator LP. gage.This was discovered to be a defective card in the unit.The card was replaced with a spare card on an unused channel before leaving Corpus Christi. I recommend the have a couple of spare cards onboard the vessel.Though the was still an issue with the pressure gage itself, a new gage new to be ordered to replace the defective on.

The revelation counter placed in the ECC is not working.It is always showing 43, regardless whether the ME is running or not.The issue needs further attention in order to determine the cause of the issue.

The Insulation monitoring for the shaft generator has been disconnected.Even though that at the moment the generator is not in us, this has to be address, to be sure it is reconnect when the shaft generator is operational again.

At the moment the shaft generator is not operational, the chief engineer believes it to be the clutch to the shaft, based on the opinion of a service technician for the shaft generator that attended the issue some time ago.I would recommend further investigation into this, when it is possible.

Three loose cables were found in the DG2 switch board, these cables are not connected in one end, but they are in the other. They are only running with the DG2 switch board and can be easily disconnected, as they should.

The cover for the motor operated control box, beneath the breaker of DG3. was not fitted this is unwise and the cover has been refitted.

I have checked the breaker and the bus lines for dust.It has been very hard to tell how much dust has settled on the bus lines. But judging from the breaker I would say that there is a fine layer of dust all through the MSB.It would be wise to have the MSB cleaned to insure there are no accidents caused by the statically charged dust.When you have big installation with a lot of consumers and starter panels, it will always be wise to once in while have the switchboard photographed thermally. This can often revile accidents about to happen, such as loose connection and areas with too high a load.

I discovered a terminal block In the ECC where the terminals are coming of the DIN rail. These should be re fitted.But it would be wise not to do tis whilst the vessel is in voyage, I case of loose connections.It would be prudent to tighten the terminals after re fitting the terminals.

I wire was fund to be disconnected, at the CCP load control panel in the ECC.I recommend this to be further investigated to insure that everything is working as it should.

One of the heaters has been disconnected for the Calorifier.The wires powering the relay have been removed and the heater wires disconnected.The reason for this is uncertain, and should be investigated further.

A jumper has been found in the incinerator control panel, between the terminals D3 and D4.The reason for this jumper needs to be further investigated.

I discovered three wires which are disconnected in a junction box for the cargo monitoring system.Seeing as this system is crucial for the vessel I highly recommend this to be looked in to as soon as possible.In the solenoid V/V cabinet for the v/v remote control system a none fixated terminal was found, I suspect this was done because of a defective terminal. The terminal should be replaced in order to correctly reconnect the wires.

The 400VA 440 to 20 V transformer for the control circuit of the cargo cooling/ballast pump, is in very poor condition and needs to be replaced with a new one

The relays for no. 1 and 2 F.W. hyd. Unit are not correctly secured in the starter panel. This needs to be attended in order to prevent future loose connections.

One of the timers for the no 2 main air compressors has been removed. There is no obvious reason as to why, and I recommend this to be looked in to and sorted out.

The installation at this breaker is of poor standard. The cable should be correct fastened and placed so that the vibration of the vessel will not damage it.

Several poor connections have been found in the purifier control panels.None fixated terminals have been used to complete some circuits.Either the wires should be changed in order to complete the circuits correctly; else wise the wires should be connected in fixated terminal to secure against loose connections.

In the picture on the left hand side, two wires are interconnected with none fixated terminal. I suspect that this is to jump a signal, and recommend that it be further investigated.

The motor cable for main SW pump no 1, and ME L/O pump no 1 needs a couple of cable ties to secure the cable and protect the cable from damage due to vibration.

There was a loose jumper in the JB, JME-3.This jumper has been removed.

A suspicious connection has been found in the bosun store.This needs further investigation, and removed or rectified using correct workmanship.

In the steering gear room fan starter panel, I discovered at cable which was not connected. It seems to have been used as a supply for the lights above the starter panel, or the other way around. The cable needs to be removed, to discourage any one from powering the equipment in a wrong fashion.

One of the breakers in the emergency generator room is showing signs of dust. It should be considered to have it cleaned, and the bus lines along with it, to lower the risk of static up build in the dust.

Some low insulation is seen on the insulation monitor on the 220V emergency switchboard.The consumers with low insulation should be identified as to keep the continuity to ground as high as possible.Though this is not too high, it is always good to be aware were the trouble spots are.

Both batteries for the emergency generator have recently been changed.

Small wear on insulation of the power cables was found in the em generator.The cables have gotten e few cables to prevent vibration, and some rubber has been laid in to protect the cables.The wiring and the rest of the generator seem all in all to be in ok condition.Some wear and tear and corrosion is to be fund.

The wiring on D/G 1, 2 and 3 is in a very poor condition. None fixated terminals are found several places on each generator.None fixated terminal do not belong on a generator and will be in high risk of loose connection.Several of the wires on the also show to be in very poor insulation condition, and other places the wires seem to be on the edge of breaking.It should be very much considered to change the wiring on the generator, to insure running stability.

The power cables from D/G 2 have insulation issues.The vibration of the generator has been rubbing the wires against each other.I have lain in some rubber between the cables to prevent it from getting any worse. This issue should be attended, and the cables should be repaired before it gets any worse.Other than above mentioned issues D/G 2 seems to be in good condition.

D/G 1 has a lot of wear and tear on the power cables.The cables have been temporarily repaired and rubber has been laid in between the cables to prevent further damage.This issue needs to be attended with a permanent repair.And the cables secured so this wont happen again.The heater for D/G 1 doesnt work either and needs to be changed.We have power to where it is connected; the heater just needs to be replaced. The remaining parts of the generator seem to be in good working condition.

Some of the flange for the D/G 3 connection box has been cut away; this leaves a gap at the length of the box.This should be repaired for safety reason, as dirt and on knowing hands can gain access to the connections inside through the gap.

The power cables seem to be in ok condition at first glance, though it seems some repairs have been made, and of the quality that should only be temporary.My recommendation is to insure the places are correctly repaired.

Rest remaining of the D/G 3 seems to be in ok condition.Though as well as D/G 1 the space heater doesnt work on D/G 3 and needs to be replaced.

The connection box for and the wires inside, are in good condition on the shaft generator.Also the space heater is working fine.

The ECC main server alarm monitor is not working.And has not worked for the last three months I am told.They suspect it is one of the cards in the alarm monitoring rack.And this seem as the most likely reason, further investigation into the system is needed to draw a precise conclusion.The backup batteries for the alarm rack are to be changed with in a short time, new batteries are onboard the vessel.

The ME FO supply pump no. 2 is not getting a standby signal when running in auto mode, and will therefore not start if the no 1 pump stops. This should be further investigated and solved as soon as possible.The standby unit is a Heem-2 from Hyundai, and it has a manual with a flow chart that is very helpful when trouble shooting the unit, though there is not one onboard the vessel. No 1 lube oil pump also has a standby issue, thouh it is a bit different from the fuel oil pumps. The L.O. pump gets a standby signal and starts when the no. 2 pump is stopped. Though it will only run 1 second and then stop. There seems to be problem the self-holding circuit when starting has a standby pump, this needs to be further investigated and rectified as soon as possible.

During black out test it was discovered that the PMS may not working correctly. When we trip the breaker of the running generator, the standby generator does not start up.Depending of the setup of the PMS this could be a crucial error, and I recommend further investigation.The emergency generator starts, within the 30 sec, as it should.

In the 24V DC distribution board on the bridge, two fuses have been discovered to be disconnected.Its labeled to be for the power unit for the fire alarm, though no jumpers or missing power is to be found in the power unit. I recommend this to be further investigated, so we know where these cable are connected.

On the sun deck above the bridge there is one cable running from the penetration above the battery room which is not secured. Cable brackets needs for be welded, in order to have something to secure the cable to.

The radio antenna for the bridge radio should be considered relocated.The smoke and heat from the incinerator is blasting out onto the antenna, and could in time damage the antenna.

On the sun deck there was also on cable for radio equipment thats needs to be tied a secured.

On deck there are 6 level switches for tanks.The cables for these switches have been known to be damaged be the waves crashing on deck.I would propose, that a box be fitted the length of the cable to protect it against the waves. Though it should still be removable, in order to gain access to the tank, the switch and the cable if need be.

The installation for the new Vsat requires having the cables for the antennas tied with metal ties preferably coated ties. Unfortunately no ties were available in Corpus Christi.

On deck the condition of the electrical equipment and installation was good.All the cargo level alarms have been tested and found working.The chief officer has informed me that they have issues with the stb side flood light illuminating the deck; they have to change the light bulb very often. I suspect it is due to vibrations, this light is shaking more than the others and I recommend extra measures be taken to secure it.While examining the floodlights I have not been able to find ex marking on the lamp, maker is Mercury and the type is PF40M. On their website I have found newer models, where they say the can be placed in industrial and chemical areas but I havent found any type approval. This needs to be further investigated.At the PS and STBS cargo manifolds there are a warning light, the cables for this light is not correctly secured and needs to be fastened with some cable ties.At the forward vapor sample station theres is a penetration which is showing some cracks, nothing serious yet, but I advise keeping an eye on the penetration.In the compressor room at in the forepeak there are two JB, which have two unused glands each. These glands have to be replaced with blinders to uphold the IP class of the JB. The vessel has also had a lot of issues with the 4 fuel oil level switches; the position of the installation makes the installation woundable to the waves. A way of protecting the cable and connection needs to be implemented.

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