HAND OVER NOTE

VESSEL : M.T. SEA XXXXXXXXXX

PLACE : FUJAIRAH
DATE : AUGUST 2017
TO : INCOMING ELECTRICIAN

Good day! Instead of giving you the “working satisfactory” comments, I will give you
the actual situation on board. Hope these notes will help you.

AUTO TELEPHONE:

Records and my experience here pointed out that this equipment is the most problematic on board. I used
to juggle telephone numbers to serve the more important lines. Last July 3, 2017, we replaced the 4th SLC card
from the right, with a new spare provided in dry-dock - as 4 of the 8 lines kept on ringing. After that, all 8
telephone lines on the replaced SLC card functioned correctly – but only for some time. After some days, plenty
troubles came up including the one on the ECR which rings all the time. I just disconnected the power to the
magnetic contactor MC5 just to prevent the loud noise on the engine room. The next day, the ECR telephone just
restored back to normal – with nothing done on it. I just reconnected MC5.
As of the next day July 4, 2017 - 5 of the 8 lines on the SLC card, which is SECOND from the right, are
always ringing. Eventually all lines on this SLC card kept on ringing. These lines temporarily disconnected
either at the Telephone Exchange or by simply pulling out the cord on the Cabins.
There is a spare phone inside the Auto Telephone Panel located at the back of the Bridge. I used this to
test the channel/line by simply connecting it to the channel number, lift the handset and dial the channel number
itself. A musical note should be heard. WHEN THE HANDSET IS PUT BACK TO THE CRADLE, THE
TELEPHONE SHOULD RING - after about a two or three second delay.
I have observed that this problem of lines which kept on ringing seemed to stem from a change of
temperature. From Fujairah to Yemen and back, temperature change occurs causing some lines to keep on
ringing. Once the temperature is relatively constant, ringing telephones are minimized and may even be
completely gone. I have already made a report on this and was submitted to the office but still no reply came yet.
You may have to order some cards once advice comes or exact cause of problem is established. Lastly, during hot
or warm climates, slightly opening the door to the telephone room will somehow improve ventilation and will
diminish the problem.

MAIN GENERATORS:

Only generator #3 was checked at dry-dock. Minor cleaning was done on the rotor/stator assembly and air
gap was measured. When the air gap was found to be relatively normal, job orders for the other alternators were
cancelled. Every two months or so, I replaced the air filters. Last replacement was on August 26, 2017 except
Gen. #2 which is always loaded.
A recent problem on Gen. #3 which cannot be stop on remote is now under investigation by the Chief
Engineer and me. I have already investigated the stop solenoid and clean it well. It is working normally. But the
mechanical actuator cannot stop the engine even if outside control air is supplied to it.
Latest update on Gen. #3 is that we were able to fix this problem just August 25, 2017. The Chief
Engineer just adjusted the Actuator to properly trigger the fuel rack to stop.

POWER MANAGEMENT SYSTEM (PMS)

The generator control circuit most especially load sharing had not been improved. This is primarily due to
under performance of the Diesel Prime Movers. Problem on the PMS which I am about to discuss can also be
attributed to this. The Electrical Superintendent brought some used modules with him during dry-dock but he did
not fit these in. He just reset some alarms on the Modules by pulling out both power supplies. I had kept these
modules in one of the lockers in the engine changing room. So until now load sharing is manual as the generators
cannot load equally due to some issues in the Diesel Engines. Also, two generators must always run in parallel at
any time.
About a month ago, an abnormal alarm for the PMS is intermittently coming on and off. Eventually this
was always present. The NO CAN COMM error/alarm refers to the non-communication of the main control unit
(PM MODULE UNIT S6600) to the module units (IO/P MODULE and S/LS MODULE) that are assigned to
each generator . It was probably because all S/LS modules had an alarm. As previously stated, the Electrical
Superintendent showed me how to remove this alarm at dry-dock. I have also done this some of the times, but the
alarm kept on coming back.
So here’s what I did last August 22, 2017 in the presence of the Chief Engineer and the Second Engineer,
to remove the existing alarms on all S/LS Modules. First I loaded all generators. Then I remove both primary
and backup power to the S/LS Module. Put it back again. This was followed by removing also the primary and
backup power to the IO/P Module. And put it back again. The Alarm LED on S/LS Module was gone. I did this
to all generator Modules. I pushed the RESET button in front but nothing happened. The NO CAN COMM still
existed.
However on the next day August 23, 2017 the NO CAN COMM error on PM MODULE UNIT S6600 and
the PMS Abnormal alarm on the MSB were gone – with nothing done on it. This problem may probably come
again in your time. So you should take note of this.

EMERGENCY GENERATOR:

We do not have much problem with this genset except when the cooling water pump develops a leak
sometime June 2017. We fitted a whole new pump when it arrived lately. The Batteries were just replaced
summer of last year. I periodically replenish the oil and the water cooling system. One 5 Liter container for
cooling water is on standby nearby for this purpose. As vessel’s trading is mostly conducted in Pirate infested
areas, the emergency generator is normally set to MANUAL mode to prevent it from starting during intentional
blackout – in the event that pirates will come on board.
There will be plenty condensation on the floor that you must remove some of the times. This is due to
warm air making contact with the cold metal on the deck head overhead which serves as the floor of the AHU
located just above the Emergency Generator room.

MAIN and EMERGENCY SWITCBOARD:

The switchboards were properly cleaned during dry-dock. All ACBs had undergone preventive
maintenance and some settings like preferential trips were lowered for safety reasons.

AUXILLIARY BOILER:

Except for some major trouble caused by a defective timer, only minor trouble comes up in the Boiler.
Corrective maintenance rather than preventive maintenance is normally done on this. That is, we only clean
either the Pilot burner, Main burner, or the Swirler when the trouble comes. I would highly recommend testing
the high voltage spark in the workshop after any corrective maintenance is done on the Pilot Burner. For this
purpose, I kept one high voltage transformer in one of the lockers in the engine changing room.
Some troubles are caused outside of the system just like when the fuel oil tank had some significant
amount of water in it and/or the fuel oil temperature is too high. This will cause the Main Burner to misfire.
Periodic draining of the fuel oil service tank and lowering the temperature to its optimum value (ideally at 120°C)
should solve the problem.
The ideal value of the FO FLOW should be around 18%. At about 14%, the Boiler will likely misfire.
You need to turn the top handle CLOCKWISE on the FO FLOW valve at the local - to set it to about 18%.
When the Boiler is stopped for some time and re-fired again, most likely an overload alarm will come on
the Force Draft Fan. You only need to acknowledge this and re-fire again either in Manual or Auto. During
continuous firing of the Boiler, we normally set the Force Draft Fan to “Force Run” to prevent it from stopping
and starting.
 Sometimes the Boiler Computer inside the ECR hangs. The mouse will not move. You need to do a force
REBOOT by continuously pressing the power button for about 5 seconds. The computer will then lose power.
The same power button will have to be momentarily pressed again. You will have to wait as it takes some time
for the computer to load the Boiler Program.
After the Computer finished loading, you need to LEFT CLICK on the SMALL WINDOW named
ACCESS – located about top and middle of the screen. Having done that, another bigger window should appear.
LEFT CLICK on the icon REQUEST LOCK. Then you need to input first the USER which is SU – and
PASSWORD which is 3101. The ACCESS window will change its color from WHITE to GREEN. It signifies
that you can now completely control the Boiler from this computer!
When the boiler is fired on Diesel, the computer should be manned as the Fuel Oil pump motor will stop
when the steam pressure drops by 0.2 Bar - after the boiler stops at the set high pressure. The FO pump won’t
start again. You need to re-start it immediately after it had stopped. Otherwise, you will have problems that are
difficult to address – like a diminished FO FLOW which is sometimes hard to re-establish!
During the next preventive maintenance on the Pilot Burner, please improve on the electrical current
leaking on the high voltage prods. This is partly due to the burned high voltage caps on the top connectors and
the excessive use of washers resulting to the exposed conducting metal on the prods. You might have to remove
these excess washers and replace the high voltage caps which I kept on the Electrical workshop. Right now, this
electrical current leak is prevented to jump by simply inserting a rubber insulator between the prod connectors.
The Auxiliary Boiler spares are kept on the Port Store.

LIFEBOAT

Weekly routines are done on lifeboat engines. About 3rd week of May, one of the chargers in the module
was found to be defective. I replaced it with the received spares just lately. I also replaced the start switch with a
new one. I also kept a five liter container with cooling water inside the lifeboat.

AIR CONDITION and AHU SYSTEMS

When I arrived last December 23, 2016 the main air condition compressor for accommodation was not
working. I replaced the main magnetic contactor. This was working for some time until the lube oil differential
press switch developed trouble. We replace it with new spare. I have not adjusted the original settings on the new
differential pressure switch.
Every month or so, the filters in the AHU room will have to be replaced. I had it replaced last August 26,
2017. Please save on the filters as we do not have much of this. I just used the leftover ones made by the Second
Engineer for the Main Engine. You have to cut these in sizes to fit the holder. A bunch of filters is kept just on
top of the Evaporator. I improved on the external screen filter for outside air. When this vessel was trading in
colder areas like South African ports, we used only one evaporator coil. As this is trading now in warm climates,
we used two evaporators. Setting is done on the temperature controller on the fan panel at the AHU room.
There is much condensation that occurs in the AHU room. Every day, you need to check the strainer on
the aft port side drain. See to it that this is clean and unblock. Otherwise, you will have plenty of water to
evacuate on the whole AHU floor afterwards.
Due to lack of maintenance, the ECR AC package had deteriorated evaporator coils. I just do the best I
can to maintain the system. During passage at pirate infested areas, the door leading to the engine room is
removed and the main iron Citadel door is normally kept open. This creates vacuum in the vicinity that prevents
the ECR door from fully closing – resulting to warming of the ECR. During these times, both doors on the ECR
must then be properly closed. You will have to clean the washable filters every now and then to remove the clog.
The present setting of the thermostat now is observed to be the best to prevent icing on the evaporators. The
Chief Engineer had it marked. But you might need to adjust these some of the times when significant climactic
changes of temperatures occur.
Sometimes just lately, we have heard some abnormal sounds emanating from the compressor when it
changes from half to full load. During these times, the V-belts will also fluctuate abnormally. I just sprayed belt
dressing and this improved it somehow. Also at present, the oil pressure is abnormally high. I tried to lower it a
bit but it did not respond properly. When lowered drastically, the compressor shuts down on low lube oil
pressure. Anyway, the present Chief Engineer was with me when we replaced the oil after cleaning the filter.
PROVISION REFS

The provision ref compressors are working normally except when we trade in very hot climate areas such
as Fujairah and Khorfakkan during the months of July, August and probably September. The cooling water
temperature (at the cooler) may reach up to about 42 °C – resulting to the compressor system stopping due to high
discharge pressure/temperature. You should not reset this if the cooling water temperature is still high. It will
keep on shutting down the Compressor.
Previous Galley personnel asked me to remove excess ice most especially in the meat room areas. I just
switched off the solenoid valve and pour warm water in the floor chamber and clean it. If the ice is too thick, you
have to use water in a hose coming from the engine workshop.
Lately, Provision Compressor #1 simply stopped for no apparent reason. No alarm was issued. The
compressor cannot be started also. I suspect that a timer rated at 110 VAC only could be the problem as I
interchanged it with the one fitted on Provision Compressor #2. Provision Compressor #1 then started. This
timer will have to be requisition to replace the defective one now fitted on Compressor #2.
Lastly, Compressor #2 will start and stop due to low suction pressure. You may have to add some
refrigerant in the system when this will be used in the future.

INCINERATOR:

The incinerator had some abnormalities when I arrived. When stopped, the motor also immediately stops
- even if the temperature is quite high. One of the normally open contacts on control relay 7K2 was burned. I had
this repaired. However at present, the fan motor will always run even if the temperature in the chambers is below
100 °C. Supposedly, the motor should stop. I had not investigated on this portion further as we just simply
switched off the main power when the temperature is quite low - as advised in the Manual.
Last July 17, 2017 Chief Engineer and I cleaned both #1 and #2 burners including the filters in the
Secondary and Primary burner pumps. In the course of our investigation, we found out that the plungers on the
other solenoids in the burners were removed. I could not find spares for replacements. So these solenoids will
have to be requisitioned. Anyway, the Chief Engineer had it run and somehow was able to burn some sludge.
Last August 23, 2017 we also cleaned the Sludge Burner. An improvement was observed. Some wiring
arrangements on top of the Incinerator need improvement.

MAIN AIR COMPRESSORS

The motor starter for Main Air Compressor #2 had major modifications. This was probably done to serve
some purpose. Main Air Compressor #1 follows the original wiring as shown on the schematics. The
ORIGINAL setup functioned like this. In the local panel, when the LOCAL-REMOTE selector switch is set to
REMOTE - and MANUAL-AUTO is set to MANUAL, then the Main Air Compressor starting control system
located on the ECR can ONLY start the motor compressor in MANUAL. If the same MANUAL-AUTO switch is
set to AUTO (on the local panel), then the ECR control will start the compressor ONLY in AUTO.
The modifications done on #2 Main Air Compressor will allow the ECR control to start the motor
differently. On the local panel, with the LOCAL- REMOTE set REMOTE – and MANUAL-AUTO switch set to
AUTO, the motor can be started in either MANUAL or AUTO in the ECR Control Panel. The motor can even be
started MANUALLY - EVEN IF THE MANUAL-AUTO switch located on the ECR is set to AUTO. However,
once started in this manner, the motor cannot be stopped by the stop switch. You need to put the MANUAL-
AUTO switch to MANUAL.
I have not investigated what would be the effect on the ECR Control for #2 Main Air Compressor when
the LOCAL-REMOTE switch is set to REMOTE and the MANUAL-AUTO switch is set to MANUAL – on the
local panel.
I have observed though that the MANUAL-AUTO switch is always set to AUTO. During preventive
maintenance, it would then be safe and wise to have the MAIN BREAKER be switched to OFF – RATHER
THAN PUTTING THE MANUAL-AUTO switch to MANUAL. Being modified, one cannot be sure if the motor
will start BY ITSELF - even when on MANUAL.
ICCP/MGPS

The anodes and reference electrodes for both ICCP and MGPS were completely replaced with new ones
on the last dry-dock. Probably due to new paints, the voltages for the ICCP are quite minimal – resulting to an
automatic switch off due to OVERPROTECTION. Sometimes though, these voltages will rise above set value of
50 millivolts in some areas like Yemen. However, this will last for only about 2 to 3 days. MGPS current will
have to be adjusted once in a while - as the values tend to drift lately and difficult to set exactly. Daily values are
noted, log and submitted to the office every end of the month.
Normally, the ICCP/MGPS systems are switched off during port stays. In the event of divers working
underwater, it is imperative that these are also switched off.

M/E INTERMEDIATE SHAFT GROUNDING SYSTEM

I have cleaned this about 3 months ago and the millivolt reading was quite high initially. Lately, the
millivolt readings appeared to be minimal. The brushes may have already achieved optimum contact with the
rotating slip ring. Some parts on one brush holder were missing. So instead of three brushes, there are only two
brushes now in use. You should check this once in a while.

FRESHWATER EVAPORATOR

An alarm comes on the local panel indicating some high water salinity even if the freshwater coming out
of it is “normal”. I tried to remove it by cleaning the prods. It’s gone for some time but came back again. I have
not investigated further.

LOCAL FIREFIGHTING SYSTEM (MIST)

When I joined, an abnormal alarm for this equipment was always indicating on the Alarm Monitoring
System even if the system is quite normal. I tried to investigate it. However, it appears that there is no
connection from the panel to the Alarm Monitoring System. Or I was not able to find it. So as of now, I just put a
jumper to remove the abnormal fault. You may try it at your time.

STEERING GEAR

When I was just a few days on board, a Superintendent tested the standby start of this system. That is, he
simply lifted the float and an alarm was issued while the other pump standby started. About the middle of my
contract, I tried to do the same thing as a new 2nd Engineer wanted to test it also. But no matter what I did, I could
not do it. So I investigated. Schematics will show that there is no such thing as LOW-LOW alarm. Only LOW
lube oil level alarm exists. Or that a changeover will occur. I might be wrong though. However, the Master and
the Chief Engineer at the time who were both very senior in this company insisted that there is no such thing –
strongly supporting my findings that it did not exist. This is probably one of the reasons why this kind of ships
will not likely trade US waters.
I used to remember that this automatic changeover by LOW LOW LUBE OIL LEVEL is one of the first
things that the US COAST GUARD would want to see. In those systems, apart from the LOW LUBE OIL
LEVEL FLOAT fitted on each pump, there is another common LOW LOW LUBE OIL FLOAT usually
positioned on top to trigger the change-over. In some systems and on each pump, the float itself contains two
switches. The first one that is pulled will issue the LOW LUBE OIL LEVEL ALARM, and when further pulled
up, the succeeding switch will then issue the LOW LOW LUBE OIL ALARM and triggers the change-over.
However, as investigated and pointed out above, the system on board only contained one float – with only
a single switch in it - on each pump. The schematics will also show that there is no such thing as low low lube oil
alarm. There is also no provision for setting a pump on standby. Or that I have not seen this in the panels - or in
the schematics. I suspect then that when this was tested (as I have described above), somebody at the Bridge
must have actually started the motors – once the low lube oil alarm was issued on the Bridge.
Visual inspections seem to indicate that there was no major modification made on the system. But I have
not made an in-depth investigation on the ACTUAL WIRING on the local panel. Hence, I really could not be so
sure that there is nothing that will actually start the motors except the start buttons in the local, ECR and Bridge
Panels. But basing simply on the schematics, I don’t think that an automatic changeover will occur as a result of
low lube oil level. You may also try to investigate this.

MAIN ENGINE TEMPERATURE CONTROLLERS

Right now, the controllers for the M/E LO Temp Controller and the FW L/T Temp Controller are forced to
pass on the Coolers. This is done by simply shutting out control air. Only the FW H/T is put to Automatic
operation. Even then, you will have to keep a close eye on this during manoeuvring and make slight adjustments
on the set temperature. You will have to advise also the Engineers to close or open up steam heating to stabilize
the system when quick changes of manoeuvring speeds are done on the Main Engine.
You should not fiddle with the set pressure on the air regulator for the FW H/T controller. Otherwise
abnormalities can happen as we experienced before.

MAIN ENGINE TEMPERATURE SENSORS

As you will found out, some temperature indications in the Alarm and Monitoring System are not normal
or not correct. This is due to the fact of the high ambient temperatures and also some of the fitted sensors are not
correct. Spares were already requisitioned.

MAIN ENGINE OIL MIST DETECTOR SYSTEM

Sometimes an alarm can occur on the system that will prevent the main engine to speed up. It is necessary
to stop the main engine for a while and recalibrate the supply of control air to the system. I kept the U-tube
manometer in one of the lockers in the dressing room to speed up the process. The complete instructions for
doing this is in the Manual kept on the ECR. It is also highly advisable to replace some filters in the Module.
Spares are kept on the Electrical workshop. Aside from the Manual, the Chief Engineer also knew these
processes.

FRESHWATER HYDROPORE

If you observe that the FW Hydropore motor will kept on starting and stopping frequently, that only meant
that water mostly filled up the tank. You need to increase the “spring” air on top to increase the time of start-stop
cycle. Though the other motor is performing well, its pump is not.

ALARM MONITORING SYSTEM

Some alarms are always coming in some equipment even if this equipment is not running or not in use.
This is mainly due to a carbonized contact on magnetic contactor 27X which is always energized to monitor the
source voltage. I managed to clean more than five of this particular type of alarms. There might be still some of
these left that you will have to contend with.
Also, some parameters most especially for the main engine are purposely defeated by the Engineers to
prevent these from causing unnecessary slow down on the Main Engine. You should not touch these without their
consent or knowledge. You will have to inform them also if you need to change other parameters.

EXTENSION ALARM SYSTEM (RAU)

This system is not functioning even before I came. Spurious alarms will come forcing the Engineers to
switch their cabin units off. I have done some initial investigation on this but could not found any loose
connections. I have also verbally reported this matter to the Electrical Superintendent on the last dry-dock. This
might have to be followed up.

FIRE ALARM SYSTEM

 All the Smoke detectors were tested and found functioning correctly in dry-dock. I have also managed to
remove the spurious and intermittent fault by retightening all connections in the holders. However, of the three
manual call points which did not functioned normally, only one I have tested after I did corrective maintenance on
these. The ones in the Pump room and the Forecastle were not tested yet. All the Heat detectors will have to be
tested once more. The Flame detectors are all working good though the one on top of the Incinerator is not
indicating properly. However, this will still issue an alarm when tested with a Flame detector tester Flashlight
kept in the Starboard Engine Store. The other fire alarm sensors are kept on the Port Engine Store.

FIXED GAS DETECTOR SYSTEM

Most of the times, this system is switched off. This is to prevent incessant alarms coming from it. The
alarms are mainly due to condensation clogging as a result of moisture in the control air and the mixture of warm
air with the colder temperature in the CCR.
If this is switched ON, you will have to drain first all the moisture in the system and also drain the control
air every now and then. The rubber flap spares are kept with one of the Manuals located inside the Panel.

INERT GAS SYSTEM and OXYGEN ANALYZER:

When I joined the vessel last Dec. 23, 2016 the IGS is not working due to a leaked jacket cooling. We did
temporary repairs but during dry-dock this was brought to shore and was replaced with a new jacket. The Oxygen
Analyser was fully recalibrated by an Automation Engineer as this was far out of range. It cannot be done with
ordinary calibration. The pressure transmitter near the deck seal was also fully recalibrated by the Automation
Engineer as it does not give the correct pressure on the Panel located in the ECR. Though the display is not
correct locally, it now gave correct pressure to the Panel. So it is highly advised not to tamper with this
transmitter.
After dry-dock, we encountered a big problem with the IG – resulting that our prospective cargo to load
was given to another sister ship. It gave inert gas with an Oxygen Content near ZERO – contaminating the tanks
and even spewing some thick carbon/oil into the sea. A Technician came to do some troubleshooting and repair.
He was not able to do this on the first attempt. He came back after 10 days together with a Technical
Superintendent, to supervise the repair. The problem was not totally addressed as the main manual valve on deck
has to be controlled somehow and cannot be opened fully. At first we were instructed to have it near fully closed.
Outgoing Chief Engineer had adjusted it at 50 % with some marked improvement. I also replaced the I/P
converter as the old one was damaged by condensed water on the control air.
As of now, control air is shut off when IG is not being in used. During operations, control air had to be
drained with water at the regulators. Lately, a plastic enclosure on the calibration gas for the Oxygen Analyser
had blown its top. Calibration had to be done carefully so as not to over pressurize the Oxygen Analyser. This
flow meter module together with its cover will have to be ordered.
The remotely and pneumatically controlled main IG valve is now functioning normally. Unlike before
that we have to manually change it either to open or close - by using a monkey wrench to move the spindle.
However, there are rare times that this valve will not move. So you have to manually move this BY USING THE
PNEUMATIC CONTROLLER’S MANUAL SETTING. NEVER USE MONKEY WRENCH TO MOVE
THE SPINDLE.
A printer system fitted on the CCR was sent to the vessel in response to a defect report on the IG.
However, there was actually no defect. This happened when in the first discharging in Hodeydah, Yemen
discharging operation only requires 2 bars at shore. The oxygen was moving up and down due to this very low
pressure requirement as the Main IG Deck valve was restricted as per advised by the Technician - producing back
pressure. During the last 3 discharging operations in Yemen this did not happen again due to the high pressure
requirement and the Main IG Deck valve is now opened to about 75%.
The CPU had a battery alarm registered on it. I had already reported this matter and requisitioned for
spare even before dry-dock. At dry-dock the Electrical Superintendent had also taken a look but did not manage
to replace it. You may have to follow it up.

VALVE REMOTE CONTROL

 When the system is shut down for quite a long time, the pressure will drop substantially. When powered
back, you have to start the lead motor in MANUAL to set it up quickly. As soon as the pressure will be about 140
bars, change this to AUTO. The Electrical Superintendent replaced the batteries with new ones in dry-dock.
The Chief Mate reported some abnormalities in the system. One of the valves is not indicating open
properly. However, he cannot also introduce and evacuate water into the ballast tank properly. So I suspect that
the valve is really not opening fully. Hence there is no indication at all. I also suspect that the switches in the
valve may have some abnormalities in it. We did not have much time to investigate this fully due to the hectic
trading of this vessel.

HIGH LEVEL and OVERFILL ALARMS

I managed to correct and finish the job done by the Electrical Superintendent on this system. He had
opened some of it and just leaves it behind for me to finish it up. I had to make some adjustment on the positions
of the reed switches as during testing 98% will come first before 95%. I believe these are now all working good.

CARGO TANK TEMPERATURES

I also managed to correct some defects in the temperature monitoring in the tanks. I have replaced some
of these and some were simply corrected by improving on the connections. New and old spare sensors are kept
on the Port Engine Store.

OVERHAULED MOTORS

We overhauled the motors for the following; both Sanitary Fans, Frammo Supply Fan, Purifier Exhaust
Fan, Pump room Fan, Galley Fan, both H/T pumps and both L/T pumps. For the H/T pump motors however, the
non-drive end bearings were not replaced as we do not have spares for it. Bearings 6209ZZC3 should be
requisitioned.
We also overhauled one of the Boiler Circulating pump motors as the other one was burned. This is to
ensure that we have a good working motor. The burned motor was replaced lately by a new one. The
modification on the mounting was done by the Engine Fitter. Although the Aft pump is somewhat tight when
rotated by hand, this was tested and found to be satisfactory.

GALLEY HOT PLATES

The present Chief Cook reported that two of the four hot plates were replaced during his previous stint in
this vessel. However, these two hot plates are not heating much and seemed to be not mechanically matched to
the old ones. The replaced ones were observed to be thicker – as reported. I have already made some initial
investigations on the matter. I might have to update you on this when you will be on board. I was just informed
of your coming about August 20, 2017.
He also reported that the lower Oven is not performing well or that the Thermostat is not functioning as it
should.

DECK, ENGINE and ACCOMODATION LIGHTS

I tried to address all deck lights issues in the last dry-dock. I have successfully done the ones that have
major defects like broken wirings and lamp fixtures. However, the forward lights facing the anchor will have to
be replaced every now and then due to excessive vibrations. These are double envelope 500W halogen types.
The 5 boxes covering the switches located on the rescue boat area and around the superstructure were not replace
yet pending some requisitioned plastic tubing spares to arrive.
There are numerous lamp covers in the engine room which have cracks in it. Hopefully, 35 pieces of these
that were requisitioned should come in my time.
There are not too many issues for the accommodation lights. Consumable spares are requisitioned to
replenish used ones.
 All flood lights on the engine room are actually working. However, I switched off the breakers for these
to prevent it from contributing heat to the rising temperature in the Engine room.
I don’t know exactly the location of the other ballast boxes for the high pressure sodium lamps. However,
there are 4 of these boxes in the Foam room and two are in the Auto-Telephone Exchange room.
Just below the Aux. Boiler, I temporarily hanged a 2 by 40 watt lamp fixture. It broke loose from its
welded point. The Engine Fitter is prioritizing some jobs. As soon as he is free to do this, you might need to
assist him in fixing it back.

COMPUTER SYSTEMS on BOARD and INTERNET ACCESS

I believe all computers on board are infected with a kind of virus that will create a short cut icon on every
inserted flash disk. It will then put all files inside that short cut. If your laptop cannot remove this virus, I had put
an AVGFree Antivirus on AB Daryl’s Notebook that can remover this virus.
The internet access on board is quite slow. The 25 USD access number will have only 150 MB in it. So
better switch off the AUTO UPDATE of any of your Android Device. If your devices can connect to the routers
but not able to connect to the internet, it is because the IP address starts at 192. You should keep on repeating to
reconnect on the router until the IP address starts at 10. Then and only then that you can connect to the net.

SPARES

Consumable spares like lamps, starters, ballasts, igniters, etc. are kept on the Starboard Engine Store.
Bearings and main spares are in the Port Side Engine Store. Other Electrical spares are kept on Cabinets in the
Changing Room - where one of which is locked. Some spares are also inside a locked box below the table in the
Electrical Workshop. The small indicating lamps are in the Electrical Workshop on top.
There are other fluorescent lamp spares located in the Electrical Panel room in front of the Third
Engineer’s Cabin. Some stores like batteries and compact fluorescent bulbs are kept in your cabin. The Bridge
may have other minor spares that I am not exactly familiar with.

BATTERIES

I just checked the voltages every now and then and updated the logs for submission to the office every
month. We still have some few of the small batteries left and as stated elsewhere these are kept on your Cabin.
When I encountered some problems in starting the Lifeboat Engines, I replaced the batteries from the old spare
but probably unused ones from the store. Investigation revealed that the batteries are still good and the charger is
the culprit. These 2 pieces of 12V 50AH batteries are now kept in the Starboard Engine Store. I had it charged
before storing it about 2 months ago.

TOOLS

Your “better” tools are kept in a locked panel box just below the table in the Electrical Workshop. Some
are inside the Test Panel just in front.

OTHER MATTERS:

The starters for the Sanitary Fans are located in the Middle Alleyway on “A” Deck. The breakers for these
are in the Fire Station. However, I really don’t know where the magnetic contactors are located. I have asked an
Electrician from a sister ship but he also did not seemed to know.

PREVIOUS HISTORIES

Though I had not personally met the previous Electrician as he signed off more than a month before I
came, he left some Turnover Notes. The notes had minimal info though. So I had to gather all information from
scratch, try to arrange the stores and spares.
MONTHLY PAPER WORK

IN THE ENGINE ROOM COMPUTER YOU CAN FOUND THE LIST

OF THE FOLLOWING::

1. ELECTRICAL WEEKLY AND MONTHLY REPORT OF DIFFERENT PGM FORMS TO BE

SUBMITTED AT THE END OF THE MONTH.
2. ELECTRICAL UPDATED SPARE PARTS AND CONSUMABLE STORES.
3. ELECTRICAL MOTORS OVERHAULED AT PMS MONITORING.
4. COMPUTER BASED PMS W/C IS DANAOS ENTERPRISE.

OUTSTANDING JOBS WAITING FOR SPARE:

1. Installation of Protection Boxes with the arrival of spares.

2. Replace defective M/E Sensors with the arrival of spares.
3. Replace cracked Fluorescent lamp fixture covers pending arrival of spares.

LIST OF ELECTRICAL INSTRUMENTS

 Insulation Tester Type SH-1000M SAEHAN 1pc. ELECT BOX

 Insulation Tester Type SK- 7010S 1pc ELECT BOX
 Insulation Tester Type UT501A 1pc ELECT BOX
 Digital I.R Tester Type MT24 1pc ELECT BOX
 Clamp Meter Type SK 2600 1 pc ELECT BOX
 Multi Tester Type YX 360 TRn 1pc ELECT BOX
 Multi Tester Type SK-360A 1pc ELECT BOX
Multi Tester Type CD800a 1pc ELECT BOX

HAVE A PLEASANT STAY ONBOARD!!

Should you need further assistance, my E-mail address is fems_pogi@yahoo.com. My FACEBOOK
username is Fems Po. House landline is 063 33 3900032. I don’t know my future cell phone number yet as this
had already expired. I need to buy new Sim Cards. I am one of the admins in two forums where most members
are Electro-Technical Officers. These are the ELECTRO-TECHNICAL OFFICERS of the PHILIPPINES –
which is a secret forum and hence cannot be searched and the TINIG ng mga ELECTRO-TECHNICAL – which
is a closed forum. I invite you to be a member in any of these two forums. We help each other out in the daily
problems encountered on board ships.

EUFEMIO S. MALINAO REDGIE FERRARIZ

SIGN OFF SIGN ON
Electrical Officer Electrical Officer

NOTED BY:
SERGIO M. RODELAS
C/E MT SEA CHALLENGER