1

Technician: Tore Christoffersen

Date: 20-03-2014

UltraGas Happy Bird 20-03-2014

Electrical 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

not show great workmanship. Improper
used to divide the power inside the unit.

unit on bridge, those

terminals have been

The wiring should be fixed, and the lid,

should be mounted to protect the wiring

for the watch keeper

and the IP class.

The unit is placed in the chart table

the steering wheel.

cupboard in front of

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Technician:
Christoffersen
TheTore
Inmarsat
LRIT has logon issues, and is because
Date: 20-03-2014
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
4. Penetration in ECC
5. Locker E captains deck.
6. Locker D captains Deck.
7. CCR Switchboard

main Vsat Antenna.

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Technician: Tore Christoffersen

Date: 20-03-2014
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.
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Technician: Tore Christoffersen

Date: 20-03-2014
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.

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Technician:
Christoffersen
TheTore
putty
sealing the the JB C-JB-C
Date: 20-03-2014
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.

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Technician:
Torewas
Christoffersen
There
a loop failure for the
Date: 20-03-2014
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.

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Technician:
Toreloose
Christoffersen
Three
cables were found in the DG2 switch board, these
Date: 20-03-2014
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.

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Technician:
Tore Christoffersen
I discovered
a terminal
Date: 20-03-2014
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.

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Technician:
Tore Christoffersen
A jumper
has been
Date: 20-03-2014
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

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10

Technician: Tore Christoffersen

Date: 20-03-2014
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.

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11

Technician:
Tore Christoffersen
Several
poor
Date: 20-03-2014
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.

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12

Technician:
Christoffersen
TheTore
motor
cable for
Date: 20-03-2014
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.

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13

Technician:
Tore Christoffersen
It seems
to have
Date: 20-03-2014
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.

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14

Technician:
Torewear
Christoffersen
Small
on
Date: 20-03-2014
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.

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15

Technician:
Christoffersen
TheTore
power
cables
Date: 20-03-2014
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.

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16

Technician:
ToreofChristoffersen
Some
the flange for the D/G 3 connection box
Date: 20-03-2014
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.

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17

Technician:
Christoffersen
TheTore
connection
box for
Date: 20-03-2014
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.

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18

Technician: Tore Christoffersen

Date: 20-03-2014
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.

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19

Technician: Tore Christoffersen

Date: 20-03-2014
The radio antenna for the bridge radio should be considered relocated.
The smoke and
out onto the
the antenna.

heat from the incinerator is blasting

antenna, and could in time damage

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
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.
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to

20

Technician: Tore Christoffersen

Date: 20-03-2014
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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21

Technician:
Tore
Christoffersen
Chief
Engineers
signature
Date: 20-03-2014
Date

Date

Technician signature

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