Internship Report On 'Power Generation, Utilization and Communication System of Marine Vessel

International University of Business Agriculture & Technology
Internship Report: Power Generation, Utilization and Communication System of Marine Vessel
Submitted To
Professor Md. Alimullah Miyan Vice-Chancellor, IUBAT
By
Mohammad Abu Kawsar Stud Id: 08305058 Bachelor of Science in Electrical and Electronics Engineering
Due date: 10th August, 2012
Power generation, utilization and communication system of marine vessel
M. A. Kawsar (08305058)
Power Generation, Utilization and Communication System of Marine Vessel
Fig1. showing a cargo vessel, M.V. Kallol anchored in the Chittagong sea port, where Mr Kawsar is taking his on board training (Source: photo taken with permission from BSC, 2012)
Fig 2. showing M.V. Banglar Urmi anchored in the sea, the place Mr Kawsar is taking his practical training (Source: Shipspotting, 2012)
page 2
M. A. Kawsar (08305058)
Request for the Report

10th August, 2012 Engr. Md. Abul Bashar, Faculty and Course Coordinator, Department of Electrical and Electronics Engineering, CEAT, IUBAT, 4 Embankment Drive Road, Sector-10, Uttara Model Town, Dhaka-1230, Bangladesh Subject: Request for the report. Dear Sir, With due respect I would like to submit my report on Power Generation, Utilization and Communication System of Marine Vessel as partial fulfillment of Bachelor of Science in Electrical and Electronics Engineering program. It was excellent opportunity for me to work with marine electrical equipments to gain theoretical and practical knowledge as well as useful experience in this area. I would like to have my report to be assessed.
I hope you would be kind enough to evaluate my performance by assessing this report. Sincerely Yours,
Mohammad Abu Kawsar ID # 08305058 Program: BSEEE
page 3
M. A. Kawsar (08305058)
Letter of Transmittal
10th August, 2012
Engr. Md. Abul Bashar, Faculty and Course Coordinator, Department of Electrical and Electronics Engineering, CEAT, IUBAT, 4 Embankment Drive Road, Sector-10, Uttara Model Town, Dhaka-1230, Bangladesh Subject: Letter of Transmittal of the Practicum Report. Dear Sir, I am pleased to submit my practicum report on Power Generation, Utilization and Communication System of Marine Vessel. As part of the requirement of the program, I worked with marine vessel electric and electronic equipments under Bangladesh Shipping Corporation. It was a challenging work, because in our country Bangladesh Shipping Corporation is the only government shipping organization which has several ocean going cargo vessels transporting import and export business world-wide. A lot of marine nautical and engineering experts are involved in the global transport activities. It was certainly a great opportunity for me to work on this area to gain theory and practice of the electrical and electronics appliances required in every life of the marine vessel. Although, many interruptions have been confronted while working I managed to overcome all sorts of problem in conducting data and information for this project. I put best of my effort to achieve my goal to make a pragmatic and useful research report. Thank you. Sincerely Yours,
Mohammad Abu Kawsar ID # 08305058 Program: BSEEE
page 4
M. A. Kawsar (08305058)
To Whom It May Concern
This is to certify that Mohammad Abu Kawsar, student of IUBAT has been continuing his internship program with us from 13th May, 2012 to till today. The subject matter of the internship program is Power Generation, Utilization and Communication System of Marine Vessel.
During his internship he has been following instructions according to the satisfaction of the management. He was very keen to learn the lessons and enthusiastic in completing any assignment given to him time to time.
I wish your every success with your career.
____________________
Engr. Md. Ahasan-ul-Karim Asst. General Manager (Marine Workshop) Bangladesh Shipping Corporation PABX: +88-031-716330-2, Ext.-104. E-mail: aukarim_2006@yahoo.com
page 5
M. A. Kawsar (08305058)
Student's Declaration
This is to inform that the Practicum Report on Power Generation, Utilization and Communication System of Marine Vessel has only been prepared as a partial fulfillment of the Bachelor of Science in Electrical and Electronics Engineering (BSEEE) Program. I hereby declare that the project embodied in this report in the result of my own handwork and has not been submitted for another degree to another university.
(Mohammad Abu Kawsar) ID # 08305058 Program: BSEEE
page 6
M. A. Kawsar (08305058)
Acknowledgement
I would like to thank Professor Md. Alimullah Miyan, the honorable Vice Chancellor for giving me the opportunity to prepare my research report on the globally important shipping area. I am highly grateful to my faculty specialist Engr. Md. Abul Bashar, Course Coordinator of EEE department, Dr. Md. Aziz-ul-Huq, Faculty of EEE department, Engr. Sadia Sultana Likhan for their valuable guidance and inspiration for the development of this project. My special appreciation to Engr. Md. Ahasan-ul-Karim, AGM (Marine Workshop) of Bangladesh Shipping Corporation, Md. Mazidul Hoque, Chief Engineer and Md. Abdul Hakim, 4th Engr. of M.V. BANGLAR URMI for guiding me at workplace, my special gratitude to Capt. M. A. Rahim, master mariner for his generous recommendation for the onboard internship for this project.
page 7
M. A. Kawsar (08305058)
Table of Contents
Sl. No. Name Page
1. Introductory Part: 1.1 Origin of the report.............................................................................12 1.2 Objective.............................................................................12 1.3 Scope...........................................................................................12 1.4 Background.................................................................................13 1.5 Methodology...............................................................................13 1.6 Limitations..........................................................................14 2. Organizational Overview: 2.1 Profile of BSC...15 2.2 Mission of BSC.....15 2.3 Vision of BSC.......15 2.4 Objective of BSC..16 2.5 Future Plane of BSC.16 2.6 Fleet Profile of BSC..17 2.7 Services of BSC.....18
3. Hierarchy Level of Onboard Ships Personnel: 3.1 Onboard Ships organogram ...20 3.2 Hierarchy Level of Deck Department of Onboard Ship..21 2.3 Hierarchy Level of Engine Department of Onboard Ship...23 3.4 Hierarchy Level of Electrical Department of Onboard Ship....25 4. Overview of Ships Electric Power System: 4.1 Introduction..27 4.2 Electric Power Generation System of Onboard Ships..28 4.3 Automatic Voltage regulator34 4.4 How to Synchronize Generators of Onboard Ship? ..............................................37 4.5 Why are Transformer and Alternator Ratings in kVA on Ships? .........................40 4.6 Parallel Operation of Two Generators..41 4.7 Principles of Power Factor.......43 4.8 Automatic Power Factor Improvement Controller (APFIC)...47 4.9 Emergency Power System of Onboard Ship.....51 4.10 Power Distribution System of Onboard Ship...52 5. Overview of Ships Power Utilization:
page 8
M. A. Kawsar (08305058)
5.1 5.2 5.3 5.4 5.5 5.6 5.7 5.8
Battery Charging System of Onboard Ship.....53 Navigational Lights Used Onboard Ships.......56 Different Types of Alarms of Onboard Ships.....58 Single Phasing in Electrical Motors: Causes, effects, & protection methods.....60 Maintenance of Electrical Relay on Ships Electrical Circuit......63 How to Install Electronic Circuits on Ship? ........................................................65 Procedure for Starting Emergency Steering System of Ship......68 General Overview of Types of Pumps on Ship..70
5.9 The Basics of Air Compressor of Onboard Ship...72 5.10 Construction and Working of Ships Refrigeration Plant..74 5.11 How to Find an Earth Fault On board Ships?.....................................................76 5.12 How to Minimize the Risks of an Electrical Shock of Onboard Ship?.............79 6. Overview of Ships Communication System: 6.1 Overview of Radar.....80 6.2 Overview of LRIT.....85 6.3 Electronics Navigation................................................................................88 6.4 AIS Transponders.......................................................................................89 6.5 Marine VHF Radio....89 6.6 Ships Voyage Data Recorders (SVDR)....90 7. Conclusions: 8. Recommendations......91 9. References .92 9.1 Online resources92 9.2 Bibliography..92 10. Appendix.94 10.1 List of acronyms....94 10.2. Glossary.97 10.3 Photo/pictures/videos.100
List of Figures
Fig No. Fig 1. Fig 2. Fig 3. Fig. Fig. Fig. Fig. Fig. Fig. Fig. Figures Photo of Banglar Kallol Photo of Banglar Urmi Organogram of Onboard Ships Personnel A Ship Master/Captain on navigational operation A Ship Chief Officer on navigational operation A Chief Engineer working on ships control board A switchboard, fault detected in Banglar Urmi by a trainee E/Engineer 850 KVA Generator operated by a trainee Electrical Engineer in Banglar Urmi Magnetization of the rotor winding, Left: Brushed; Right: Brush-less magnetization Two Types of Rotor Construction: page 2 2 19 22 23 25 25 28 30 page 9
M. A. Kawsar (08305058)
(a) Cylindrical Type Rotor and (b) Salient Type Rotor 33 Fig. Over all Circuit of AVR for the Diesel Engine Type Synchronous Generator 35 Fig. AVR Design for the Diesel Engine Type Synchronous Generator 36 Fig. Circuit Diagram of Synchroscope Method 37 Fig. Circuit Diagram of Emergency Synchronizing Lamps Method 38 Fig. Two Generators Set in M.V. Banglar Kallol 41 Fig. Circuit Diagram of Generators Set in MV Banglar Kallol 42 Fig. Vector Diagram of Parallel Operation, Fig-4.6.2 Generators Governor Characteristic Fig-5.5.2 Location of Installation, where installed PCB, Fig-5.7.1 Steering Motor, Fig-5.7.2 Procedure of Steering Operation, Fig-5.8.1 Positive Displacement Pump, Fig-5.8.2 Dynamic pressure pumps, Fig-5.9.1 Main air compressor Fig-5.10.1 Refrigeration Plant Fig-5.11.1 Finding Earth Fault on 440V circuit, Ref. ABB Marine Fig-5.11.2 Earth Fault Detecting on 440V circuit, Ref. ABB Marine Fig-6.1.1 Commercial marine radar antenna, Ref. M.V. BANGLAR URMI Fig-6.1.2 An Electrical Engineer is operating the radar (Left), Display of Radar Screen (Right) Fig-6.1.3 Over all connection diagram of radar signal processing Fig-6.2.1 Data exchange system of LRIT, Ref. ABB Marine Fig-6.3.1 Eleectronics Navigation Fig-6.6.1 Location of SVDR
List of Table
No. Table page 17 36 Table 1 A fleet profile of BSC Table 2 Results of field voltage and field current when the input voltage fluctuation occurred
page 10
M. A. Kawsar (08305058)
Executive Summary
Ship power supply system consists of ship power plants and auxiliary systems. In accordance with the most popular classification, power plants can be classified by source of energy (coal, diesel, petrol, natural gas, hydropower, geothermal, solar, wind and nuclear, etc) or operational principle (steam, turbine, etc). The most commonly encountered type is diesel power plant. It is used in 90% of ships. In addition to high power, it has relatively small dimension which is very important at sea. Other plants (gas and steam turbine or nuclear plant) also have their own strong points and are used on various ships. Altogether, selection of optimum ship power plant depends on type, dimensions, proposed characteristics and conditions of operation of a vessel. Each system studied employed rotating machines that were built using HTS (high temperature superconductor) wires. The software enabled modeling of electrical systems with full transient details to study the dynamic response of the electric system over a wide frequency range. The default models and standard features available in online served all the requirements. A number of fault and load scenarios were studied. The goal of this simulation work was to develop a model for studying the dynamic behavior of the ships electrical system. This goal was successfully achieved. Recent advances in the development of all electric ships for the U.S. Navy indicate that the total power requirements on large surface ships could approach 100 MW. New technologies and techniques are emerging that manage the generation and utilization of the anticipated power level. As the power level and the number of critical electrical components on the ship increase, so does the complexity of analyzing the system. Traditionally, naval ships had relatively low electric power and simple electric systems, which could be analyzed using simple calculations. As a result, the experience in the application of advanced dynamic tools to analyze power systems of large combatant electric ships is limited. This report shows how a power system simulation tool could be used to study the ship electrical system dynamics.
page 11
M. A. Kawsar (08305058)
1. Introductory Part
1.1 Origin of the Report
This report on Power Generation, Utilization and Communication System of Marine Vessel is prepared by Mohammad Abu Kawsar for the Bachelor of Science in Electrical and Electronics Engineering program for the department of Electrical & Electronics Engineering under IUBAT (International University of Business Agriculture and Technology) as an integral part of the internship. He has done this practicum report based on onboard ships of Bangladesh Shipping Corporation, under the supervision of Engr. Md. Ahasan-ul-Karim, Assistant General Manager (BSC Marine Workshop), Saltgola, Chittagong.
1.2 Objectives
Broad Objective
The broad objective of the report has been made on Power Generation, Utilization and Communication System of onboard ships of Bangladesh Shipping Corporation.
Specific Objectives
The specific objectives of this report include: Studying on power generation system of marine vessels, Identifying the different types of problem which arise for power generation and utilizations, and Studying on communication system and electronic navigation of marine vessels.
1.3 Scope
Electrical installations are present in any ship for empowering of communication and navigation equipment, alarm and monitoring system, running of motors for pumps, fans or winches, high power installation for electric propulsion. Electric propulsion is an emerging area where various competence areas meet. Successful solutions for vessels with electric propulsion are found in environments where naval
page 12
M. A. Kawsar (08305058)
architects, hydrodynamic and propulsion engineers, and electrical engineering expertise cooperate under constructional, operational, and economical considerations.
1.4 Background
The concept of electric propulsion is not new; the idea originated more than 100 years ago. However, with the possibility to control electrical motors with variable speed in a large power range with compact, reliable and cost competitive solutions, the use of electrical propulsion has been emerged in new application areas.
Electric propulsion with gas turbine or diesel engine driven power generation is used in hundreds of ships of various types and in a large variety of configurations. Installed electric propulsion power in merchant marine vessels was the range of 6-7 GW (Giga Watt) in 2002, in addition to a substantial installation in both submarine and surface war ship applications. At present, electric propulsion is applied mainly in following type of ships: Cruise vessels, ferries, DP drilling vessels, thruster assisted moored floating production facilities, shuttle tankers, cable layers, pipe layers, icebreakers and other ice going vessels, supply vessels, and war ships. There is also a significant on-going research and evaluation of using electric propulsion in new vessel designs for existing and new application areas.
1.5 Methodology
Both primary and secondary data has been collected for the purpose of this report that is concentrated to on-board Ships of Bangladesh Shipping Corporation.
Primary Data
Primary data are collected from the ships while working on-board, books about marine power generation, the user manual handbook of Electrical equipment and personal meet to the host supervisor, Electricians of BSC Marine Workshop and engine room operation manuals.
Secondary Data
Secondary data has been collected from the online resources.
page 13
M. A. Kawsar (08305058)
1.6 Limitations
This report is also having some limitations as I didnt get a soft copy of datum or help from on-board mariners. I have seen that most marine officers and marine engineers are very overconfident and stubborn. They dont want to provide any information to internship candidates, like me, while working on-board ships. I had little chance to take photos and other information because the engine and control room is a restricted and sensitive area. As I was very new there, they didnt allow me the spontaneous access to all of the equipment and which prevents me from collecting sufficient information as I desired to.
2. Organizational Overview
2.1 Profile of Bangladesh Shipping Corporation
The Bangladesh Shipping Corporation, a state owned and managed public sector Corporation, is the largest ship owner in Bangladesh. It was established on 5th February 1972 under Presidents Order No. 10 of 1972 with the objectives of providing efficient, safe, reliable and economic shipping services to the local exporters, importers and business houses, to develop sustainable shipping and ancillary infrastructures in a sovereign nation which just became independent on 16th December 1971 after a nine month long liberation war and thereby reducing dependence on foreign flag vessels to stop drainage of hard earned foreign exchange from the national exchequer. BSC is managed by the managing director, directors, a secretary, a general manager, an assistant general manager and office staff headed by the shipping minister as ex officio chairman. The corporation did not have any ship at the beginning when it started working as agents for other shipping company. The Board of Directors for BSC is formed by the Hon'ble Minister for Shipping as its ex officio Chairman, Secretary, Joint Secretary, Finance Division, Ministry of Finance, Managing Director, Executive Director (Finance), Executive Director (Commercial) and Executive Director (Technical) of BSC as members.
page 14
M. A. Kawsar (08305058)
The head office of BSC is situated in Chittagong, Bangladesh with branch offices in Dhaka and Khulna. All of its offices are dealing in marketing and chartering ships. The marketing department takes care of maintaining the corporation's ships and the chartering department looks after the chartering ships, maintaining public relations and recruiting officers and staff. It maintains offices in Singapore and London. The corporation owned its first ship Banglar Doot in 1974. By 2001 it had 13 ships, including 2 oil tankers. It charters out its container ships and tankers and also charters in ships from other companies. The BSC has been playing a significant role in exporting and importing oil products, readymade garments, machinery and food stuff. The biggest vessel is considered to be Banglar Doot (carrying capacity 16,771MT) and Banglar Kakali (carrying capacity 16,764MT). The corporation has two dockyards one at Khulna and other at Chittagong where its ships are being maintained regularly.
2.2 Mission of BSC

To provide safe and efficient shipping services on international routes and to carry out all forms of activities connected with or ancillary to shipping as national flag carrier and thereby contributing to the national economy.
2.3 Vision of BSC

We want to emerge as a respectable competitor in all the sectors of shipping industry in which we compete. We are optimistic that accomplishment of our corporate goals and objectives will be founded on our absolute dedication, integrity, and sincerity to serve up to the satisfaction of our clients, associates and partners through constant innovation, operational excellence, cost effectiveness and the talents of our people.
2.4 Objectives of Bangladesh Shipping Corporation

To acquire, charter, hold or dispose of ships or crafts, To provide safe, reliable, efficient and economic shipping services,
page 15
M. A. Kawsar (08305058)
To promote any organization, in or outside Bangladesh, for the purpose of engaging in any activity falling within the function of the Corporation, or to associate with any such organization, To undertake the repairs, overhaul construction, reconditioning or assembly of ships, vessels and other vehicles, To assemble, manufacture, recondition, overhaul and repair machines, parts, accessories and instruments pertaining to ships, vessels and other vehicles, To establish institutes or make other arrangements for the instruction and training of persons engaged or likely to be engaged in any activities connected with or ancillary to shipping, To acquire, hold or dispose of any property, whether moveable or immovable, To be a profitable and commercially viable organization and contribute to the national economy by securing a reasonable share of the countrys total export and import through sea.
2.5 Future Plan of Bangladesh Shipping Corporation

Bangladesh Shipping Corporation has been relentlessly trying for balancing and modernizing the national fleet under replacement and expansion scheme. With this in mind, a fleet planning study was conducted. A strategic plan was sketched to build up a mixed fleet of 24 vessels with an aim of acquiring 15 ships (1 second hand mother tanker, 8 second hand / new full cellular container vessels and 6 second hand multipurpose cargo vessels) gradually during the time scale started from the fiscal year 1996-97 to 2004-2005. Unfortunately due to non-availability of fund BSC could not procure any ship according to the plan. Nevertheless, in accordance with present trend of the shipping trade BSC has been trying to acquire container vessels on priority basis.
2.6 Fleet Profile of Bangladesh Shipping Corporation

Table1. The fleet profile of BSC
Sl. No 1 2 3 4 5 Name of Vessels M.V. Banglar Kakoli M.V. Banglar Kallol M.V. Banglar Mamata M.V. Banglar Maya M.V. Banglar Robi Year of Built 1979 1980 1980 1980 1981 Country of Built Japan Japan Japan Japan East Germany DWT 17234 17222 15877 15833 12720 GRT 12521 12521 11764 11764 10383 Class BV BV BV BV BV Date of Acquisition 18-12-1979 24-01-1980 04-06-1980 10-09-1980 07-01-1983
page 16
M. A. Kawsar (08305058)
6 7 8 9 10 11 12 13
M.V. Banglar Gourab M.V. Banglar Moni M.T. Banglar Jyoti M.V. Banglar Urmi M.T. Banglar Shourabh M.V. Banglar Doot M.V. Banglar Mookh M.V. Banglar Shikha
1983 1983 1987 1984 1987 1988 1989 1991
France East Germany Denmark Spain Denmark China China China
13934 12680 14541 15552 14541 16771 16769 12945
9782 10383 8672 9840 8672 13125 13125 9927
BV BV BV BV BV BV BV BV
21-01-1983 09-09-1983 15-05-1987 14-07-1987 14-10-1988 12-12-1988 12-10-1989 16-07-1991
2.7 Services of Bangladesh Shipping Corporation

2.7.1 Bangladesh-Pakistan-West Asia Gulf Liner Service
From 1980 BSC is regularly operating vessels in the Bangladesh-Pakistan-West Asia Gulf Liner route. BSC offers monthly sailing in this route.
2.7.2 Bangladesh/UK-Continent/Africa Liner Service

Since inception BSC has been operating liner service in the Bangladesh/UK-Continent/Africa route on regular basis. Due to rapid containerization of break bulk cargoes, the pattern of sea borne trade has been changed radically over the last one decade and as such the traditional liner service of breakbulk cargo vessels between Bangladesh/UK-Continent and African routes became economically non-viable. Besides due to the increasing number of regulations enacted by IMO the regulatory bodies in the European Union ratified their shipping policies and set a very high standard for the vessels calling European ports. It has become a rigorous task for the ship owners to maintain an aged traditional liner vessel up to such a high standard. Under the circumstances BSC had to suspend its regular liner service between Bangladesh/UKContinent ports and the Africa service since year 2000. However, procurement of new vessels may open opportunities in future to reopen the liner service subject to the inducement of sufficient cargo.
2.7.3 Bangladesh/Far East/Japan Liner Service

BSC started its regular liner service in the Bangladesh/Far East/Japan route from 1980. But due to scarcity of export cargo from Bangladesh to Far East BSC's service in Bangladesh/Far East/Japan route was suspended since 1998. In order to retain the membership of Benjap
page 17
M. A. Kawsar (08305058)
Conference BSCs sailing right has been sublet to an active Benjap Conference member Everett Orient Line.
2.7.4 Chartering & Tramping Service

BSC engages its vessels both on time and voyage charter. At present most of the vessels are under time charter to various local and foreign companies. With these vessels charterers are operating tramp services in the ports of South America to East/West Africa and SubContinent to Middle East/Gulf region.
2.7.4 Crude Oil Lightening

BSC provides crude oil lightening service to BPC (Bangladesh Petroleum Corporation) for carrying crude oil from the mother vessels anchored at Kutubdia outer anchorage to ERL (Eastern Refinery Limited) shore tank as their lighterage contractor with the two purposes built lighter vessels M.T. Banglar Jyoti and M.T. Banglar Shourabh.
2.7.5 Food Grain Carrying

Bangladesh Shipping Corporation provides Ministry of Food a total transportation solution for carriage of food grain from Australia and Canada. It organizes to carry wheat in bulk from Australia and Canada once a year by hiring mother vessels.
2.7.5 Food Grain Lightening

BSC as lighterage contractor provides food grain lightening service to Food Department under Ministry of Food of Bangladesh Government for carrying bulk wheat from the mother vessel anchored at Kutubdia or outer anchorage of Chittagong Port to Grain Silo Jetty at Chittagong or Khulna.
2.7.6 Ship Repair

BSC has its own marine workshop situated on the bank of the river Kharnaphully to carry out maintenance and repair of BSC vessels during vessels stay at Chittagong. The workshop is well equipped and situated in a very good strategic place to provide repair service to the
page 18
M. A. Kawsar (08305058)
vessels calling Chittagong. BSC Marine Workshop not only provides repairing service to BSC vessels but also to local private vessels.
3. Hierarchy Level of Onboard Ships Personnel

3.1 Onboard Ships Organogram
Basically crew on ship is divided into two departments; Deck and Engine Department. For a safe and perfect sailing these department play vital role.
Fig 3. Organogram of Onboard Ships Personnel
page 19
M. A. Kawsar (08305058)
3.2 Hierarchy Level of Deck Department of Onboard Ship

Introduction
The deck department is concerned with the effective management of vessel crew; maintaining proper watches; maintaining vessel logs for company and customer; maneuvering vessel in port at various docks and offshore at various offshore facilities; general navigation of vessel and overseeing the enforcement of and adherence to all company policies and procedures on board as described under SEACOR's Safety Management System (SMS) manual.
Duties of Captain/Master
Fig 4. showing the Ship Captain on navigational operation (Ref. marineinsight.com)
The captain is in overall command of a Merchant Ship and is responsible for the safety, efficiency and commercial feasibility of his ship. His duties are navigational at sea. While in ports he is responsible for cargo operations. He maintains orderliness and discipline in the ship. He ensures safety of officers crew and the cargo and assigns organizational duties for ship's operation, navigation and maintenance of the ship. He acts as the ship owner's representative with all outside parties. He implements the company's policies for operations and safety and the commercial instructions that may be given by the owners time to time. He is also the legal head of the ship.
page 20
M. A. Kawsar (08305058)
Duties of Chief Officer

The Chief Officer as he is often called is second in position to the Captain. He is in charge of the deck department and also the deck crew. He oversees all the cargo operations including its handling and stability. He is also responsible for training the deck crew in safety and rescue operations besides other emergency procedures. He is also given the duty as ship security officer in most of the ships.
Fig 5. showing a Chief Officer on navigational operation (Ref. marineineinsight.com)
Duties of Second Officer

The Second Officer is responsible for all the navigation and holds his rank below the Chief Officer. A second officer has the responsibility of maintaining the charts and also plots the routes for navigation. Although on various oil tankers a second mate may assist the chief officer for tank cleaning and maintenance as well. A second officer keeps the 12:00-04:00 at night and 12:00- 16:00 watch in the evening.
Duties of Third Officer

The Third Officer is responsible for all the safety related operations onboard which include regular maintenance of all the firefighting equipment and lifeboats. He is the most junior officer of the deck department and also keeps the 08:00-12:00 and 20:00-12:00 evening watch.
page 21
M. A. Kawsar (08305058)
Duties of Deck Cadet

A deck cadet is more of a marine graduate who works directly under the chief officer on the ship. Normally a deck cadet has to complete one full year of training on board under the senior ranks.
3.3 Hierarchy Level of Engine Department of Onboard Ship

Introduction
Engine Department is most important equipment of ship organization for safe and economic sealing in sea. Marine engineers are responsible for maintenance of the engine room. The chief engineer and ship engineer are responsible for ensuring that all planned mechanical and electrical maintenance takes place and Co-ordinates operations with shore-side port engineer. With the supervision of chief engineer whole department performs all technical aspect which is required for perfect and smooth running of the ship.
Duties of Chief Engineer

The chief engineer is head of engine department which is responsible for the entire technical operations of the vessel including engineering electrical and mechanical divisions. The whole engine department is worked under the supervision and command of chief engineer.
Fig 6 showing a Chief Engineer working on ships control board (marineinsight.com, 2012)
Duties of the chief engineer in both general and emergency conditions on the ship are:
page 22
M. A. Kawsar (08305058)
Chief engineer ensures that all the ships machinery and equipment are working in efficient manner in order to support safe navigation of the ship. Frequent inspections of equipment dealing with ship and personal safety must be carried out by him at regular interval of time.
Duties of Second Engineer

The second engineer performs daily maintenance and operations of the engineering and technical aspect of ship in the command of Chief Engineer and in some cases 1st Engineer. Second engineer is known as a watch keeping engineer who watches and assign repair and maintenance duties to crew in engine room.
Duties of Third Engineer

The third engineer is responsible for maintenance and repair of engines and its relative equipments in ship. All the engine crews work under the guidance of Third Engineer.
Duties of Fourth Engineer

The fourth engineer should take a thorough round of the engine department with the signing off engineer and do a proper taking over of the duties. He should check general condition of machinery and special procedure for operation. Condition and layout of bunkering system including valve operation, tanks and sounding pipe location should be checked. Daily consumption of lube oil, fuel oil, marine diesel or gas oil and cylinder oil for daily record keeping in sounding log is to be maintained. After completion of the engine room round together, the 4th Engineer shall report the details to the 2nd engineer and notify discrepancies observed, if any.
Duties of Engine Cadet

Stands engine room watch, assist engine cadet with control room operations and maintain the shipboard propulsion equipment and auxiliary machinery. He should check Inventory and location of pumps spares and tools.
page 23
M. A. Kawsar (08305058)
3.4 Hierarchy Level of Electrical Department of Onboard Ship

Introduction
All the machinery onboard ship is a combination of mechanical and electrical systems. The modern day shipping is more reliable on automations and electronics whose knowledge and maintenance can only be handled by an engineer expert in the electrical field. Marine electrical engineers are perfect for such jobs and for this they hold an important role on board and in offshore industry.
Duties of Electrical Engineer on board Ship

Electrical Engineer is one of the most vital positions in the technical hierarchy of a ship and an engineer is responsible for his assigned work under the command of Chief Engineer.
Fig. 7 showing a switchboard, fault detected in M. V. BANGLAR URMI by a trainee Electrical Engineer (Photo was taken while Mr. Kawsar working on board)
page 24
M. A. Kawsar (08305058)
The general duties of electrical engineer are:
He is responsible for maintenance of all the electrical motors on ship i.e. in engine room and on deck, He is in charge of maintenance of all switchboard including main switchboard and emergency switchboard, He is responsible for maintenance of fire detectors and fire alarm system, He has to maintain all the ships alarm system, He is responsible for the electronic system fitted onboard ship, He is responsible for the ships navigational lights and other navigational equipments, He is responsible for all the batteries that are connected to machineries onboard. It includes: Emergency batteries for alarm and lights, Batteries for emergency generator, Other batteries fitted onboard.
He is responsible for maintaining refrigeration unit in the engine room, He has to take care of air conditioning unit of the vessel, Electrical officer is responsible for maintaining refrigerated containers carried on container ship, He is responsible for cargo and engine room cranes electrical system. He has to carry out routine maintenance for main engine alarms and trips along with the chief engineer, During the time of maneuvering, he has to be present in the engine room along with other engineers to tackle any kind of electrical and other emergencies, Electrical officer can assist in watch keeping routines at desired time by the chief engineer, He has to assist ships engineer and deck officer in all kind of electrical problems.
page 25
M. A. Kawsar (08305058)
4. Overview of Ships Electric Power System

4.1 Introduction
The main difference between the marine and a land-based electrical power system is the fact that the marine power system is an isolated system with short distances from the generated power to the consumers, in contrast to what is normal in land-based systems where there can be hundreds of kilometers between the power generation and the load, with long transmission lines and several voltage transformations between them. The amount of installed power in vessels may be high and this gives special challenges for the engineering of such systems. High short circuit levels and forces must be dealt with in a safe manner. The control system in a land-based electrical power system is divided in several separated sub-systems, while in a vessel; there are possibilities for much tighter integration and coordination.
The design of power, propulsion and control systems for a vessel have undergone significant changes and advances over a relatively recent period of time. Because of the rapidly expanding capabilities of computers, microprocessors and communications networks, the integration of systems which were traditionally separate, stand alone systems is now not only feasible, but fast becoming industry standards. The increasing demand for redundant propulsion and Dynamic Positioning (DP) class 2 and class 3 vessels requires system redundancy with physical separation. The interconnections of the diverse systems on a vessel have become increasingly complex, making the design, engineering and building of a vessel a more integrated effort.
Merchant Ships use three phase power generated and distributed in an ungrounded delta configuration. Ungrounded systems are used to ensure continued operation of the electrical system despite the presence of a single phase ground. The voltages are generated at levels of 450 volts a.c. at 60 hertz. The most popular topology used in Marine electrical system is a ring configuration of the generators which provides more flexibility in terms of generation connection and system configuration. In this type of topology, any generator can provide power to any load. This feature is of great importance in order to ensure supply of power to vital loads if failure of an operating generating unit occurs.
page 26
M. A. Kawsar (08305058)
4.2 Electric Power Generation System of Onboard Ships

A ship is like a floating city with all the privileges enjoyed by any normal land city. Just like a conventional city, the ship also requires all the basic amenities to sustain life on board; the chief among them is power or electricity. In this article we will learn as to how power is generated and supplied on board a ship. Shipboard power is generated using a prime mover and an alternator working together. For this an alternating current generator is used on board. The generator works on the principle that when a magnetic field around a conductor varies, a current is induced in the conductor.
Fig. 8 showing the 850 KVA Generator operated by an Electrical Engineer in M. V. BANGLAR URMI (Photo was taken while Mr Kawsar working on board)
The generator consists of a stationary set of conductors wound in coils on an iron core. This is known as the stator. A rotating magnet called the rotor turns inside this stator producing magnetic field. This field cuts across the conductor, generating an induced EMF or electromagnetic force as the mechanical input causes the rotor to turn.
page 27
M. A. Kawsar (08305058)
The magnetic field is generated by induction (in a brushless alternator) and by a rotor winding energized by DC current through slip rings and brushes. Few points to be noted about power on board are:

AC, 3 phase power is preferred over DC as it gives more power for the same size. 3 phases is preferred over single phase as it draws more power and in the event of failure of one phase, other 2 can still work.
Prime Mover
The source for power is most often a generator set driven by a combustion engine which is fueled with diesel or heavy fuel oil. Occasionally one can find gas engines and also gas turbines, steam turbines or combined cycle turbines, especially for higher power levels, in light high-speed vessels, or where gas is a cheap alternative (e.g., waste product in oil production, boil-off in LNG carriers, etc.). In a diesel-electric propulsion system, the diesel engines are normally medium to high-speed engines, with lower weight and costs than similar rated low speed engines that are used for direct mechanical propulsion. Availability to the power plant is of high concern and in a diesel electric system with a number of diesel engines in a redundant network; this means high reliability but also sophisticated diagnostics and short repair times.
The combustion engines are continuously being developed for higher efficiency and reduced emissions, and at present, a medium speed diesel engine has a fuel consumption of less than 200g per produced kWh at the optimum operation point.
Moreover, the efficiency drops fast as the load becomes lower than 50% of MCR (Max Continuous Rating). At this working condition, the combustion is inefficient and with a high degree of soothing which increases the need for maintenance. In a diesel electric system with several diesel engines it is hence an aim to keep the diesel engines loaded at their optimum operating conditions by starting and stopping generator sets dependent on the load with an aim to keep the average loading of each diesel engine closest possible to its optimum load point.
page 28
M. A. Kawsar (08305058)
Generators
The majority of new buildings and all commercial vessels have an AC power generation plant with AC distribution. The generators are synchronous machines, with a magnetizing winding on the rotor carrying a DC current and a three-phase stator winding where the magnetic field from the rotor current induces a three-phase sinusoidal voltage when the rotor is rotated by the prime mover. The frequency f [Hz] of the induced voltages is proportional to the rotational speed n [RPM] and the pole number p in the synchronous machine:
A two-pole generator will give 60 Hz at 3600 RPM, a four-pole at 1800 RPM, and a six-pole at 1200 RPM, etc. 50 Hz is obtained at 3000 RPM, 1500 RPM, and 1000 RPM for two-pole, four-pole, and six-pole machines. A large medium speed engine will normally work at 720 RPM for 60 Hz network (10 pole generator) or 750 RPM for 50 Hz networks (8 pole generator). The DC current was earlier transferred to the magnetizing windings on the rotor by brushes and slip rings. Modern generators are equipped with brushless excitation for reduced maintenance and downtime, Fig. 4.2. The brush-less excitation machine is an inverse synchronous machine with DC magnetization of the stator and rotating three-phase windings and a rotating diode rectifier. The rectified current is then feeding the magnetization windings.
Fig - 9 Magnetization of the rotor winding, Left: Brushed; Right: Brush-less magnetization.
page 29
M. A. Kawsar (08305058)
The excitation is controlled by an automatic voltage regulator (AVR), which senses the terminal voltage of the generator and compares it with a reference value. Simplified, the controller has PID characteristics, with stationary limited integration effect that gives a voltage drop depending on the load of the generator. The voltage drop ensures equal distribution of reactive power in parallel-connected generators. According to most applicable regulations, the stationary voltage variation on the generator terminals shall not exceed 2.5% of nominal voltage. Also, the largest transient load variation shall not give voltage variation exceeding -15% or +20% of the nominal voltage unless other has been specified and accounted for in the overall system design. In order to obtain this transient requirement, the AVR is normally also equipped with a feed-forward control function based on measuring the stator current. In addition to the magnetizing winding, the rotor is also equipped with a damper winding which consists of axial copper bars threaded through the outer periphery of the rotor poles, and short circuited by a copper ring in both ends. The main purpose of this winding is to introduce an electromagnetic damping to the stator and rotor dynamics. A synchronous machine without damper winding is inherently without damping and would give large oscillations in frequency and load sharing for any variation in the load. The stationary, transient and sub-transient models are known from the theory of synchronous machines. Simplified one could say that the flux linkages in the damper winding, which are trapped and resist changes due to being short-circuited, characterize the sub-transient interval. This is observed as an apparent lower inductance in the generator, which gives a stiffer electric performance during quick load variations, and helps to reduce transient voltage variations and the voltage variations due to harmonic distortion in load currents. This effect is only contributing for dynamic variations faster than characterized by the sub-transient time constant such as the first period of motor start transients and transformer inrush, and for harmonic distorted load currents. Often, the generators are connected to a propulsion engines shaft, i.e. a shaft generator. The shaft generators are in some applications made for two-directional power flow, which means that it can be run as motor.
page 30
M. A. Kawsar (08305058)
This principle may be called a PTI-PTO concept (Power take-in Power take out). Shaft generators have the disadvantage of forcing the main propeller to work at fixed speed if the generator output shall have constant frequency. This will reduce the efficiency of the propeller in low load applications. Static converters may be installed to keep fixed frequency for variable speed.
Synchronous Alternator
Synchronous alternators are the main machines used for the generation of electrical energy. They are intended to supply electrical power to the final loads through transmission and distribution systems. Besides, without going into technical details, by acting on the excitation of alternators, it is possible to vary the value of the generated voltage and consequently to regulate the injections of reactive power into the network, so that the voltage profiles of the system can be improved and the losses due to joule effect along the lines can be reduced.
Principles of Synchronous Generator

The operation of a generator is based on Faradays law of electromagnetic induction. If a coil or winding is linked to a varying magnetic field, then electromotive force or voltage is induced across the coil. Thus, a generator has two essential parts: one that creates a magnetic field and the other where the energy is induced. The magnetic field is typically generated by electromagnets. These windings are called field winding or field circuits. The coils where the electro motive force energies are induced are called armature windings or armature circuits. With rare exceptions, the armature winding of a synchronous machine is on the stator, and the field winding is on the rotor. The field winding is excited by direct current conducted to it by means of carbon brushes bearing on slip rings or collector rings.
The rotor of the synchronous generator may be cylindrical or salient construction. The cylindrical type of rotor has one distributed winding and a uniform air gap.
These generators are driven by steam turbines and are designed for high speed 3000 or 1500 rpm (revolution per minute, two and four pole machines respectively) operation. The rotor of
page 31
M. A. Kawsar (08305058)
these generators has a relatively large axial length and small diameter to limit the centrifugal forces.
The salient type of rotor has concentrated windings on the poles and non-uniform air gaps. It has a relatively large numbers of poles, short axial length, and large diameters. The generators in hydroelectric power stations are driven by hydraulic turbines and they have salient pole rotor construction. The cylindrical and salient type rotors are shown in Figure (1). The rotor is also equipped with one or more short-circuited windings known as damper windings. The damper windings provide an additional stabilizing force for the machine during certain periods of operation. When a synchronous generator supplies electric power to a load, the armature current creates a magnetic flux wave in the air gap which rotates at synchronous speed. This flux reacts with the flux created by the field current, and electromagnetic torque results from the tendency of these two magnetic fields to align. In a generator this torque opposes rotation and mechanical torque must be applied from the prime mover to sustain rotation. As long as the stator field rotates at the same speed as the rotor and no current is induced in the damper windings. However, when the speed of the stator field and the rotor become different, currents are induced in the damper windings. Currents generated in the damper windings provide a counter torque. In this way the damper windings can keep the two speeds. Two types of rotor has been displayed in the following.
Fig 10. Two Types of Rotor Construction: (a) Cylindrical Type Rotor and (b) Salient Type Rotor (Ref. marineinsight.com, 2012)
4.3 Automatic Voltage regulator

A voltage regulator is defined as a device for varying the voltage of a circuit or for automatically maintaining it at or near a prescribed value. From this, it would appear that the
page 32
M. A. Kawsar (08305058)
term automatic voltage regulator covers the apparatus used in the methods of obtaining a constant voltage. A voltage regulator is designed to automatically maintain a constant voltage level. A voltage regulator may be a simple "feed-forward" design or may include negative feedback control loops. It may use an electromechanical mechanism, or electronic components. Depending on the design, it may be used to regulate one or more AC or DC voltages. Electronic voltage regulators are found in devices such as computer power supplies where they stabilize the DC voltages used by the processor and other elements. In automobile alternators and central power station generator plants, voltage regulators control the output of the plant. In an electric power distribution system, voltage regulators may be installed at a substation or along distribution lines so that all customers receive steady voltage independent of how much power is drawn from the line.
Circuit Design of the AVR for the Synchronous Generator

The circuit arrangement of the field control circuit of the synchronous generator is shown in Fig.7. In this system, the output voltage of the generator is sampled through the transformer and is rectified by simple circuit and the bridge rectifier. In the initial state condition, the output of the generator may be 25V or 30V which depends on the electromagnetic field in the machine, at the time, the 12V relay is normally close position. At the time, the gate voltage is fed to the synchronous generator field coil until the output voltage is 230V. Now, 12V relay is normally open position.
When the mains supply voltage falls, Q2 produce negative current to the bridge circuit and the bridge circuit supplies positive current to the gate of SCR and the required current is fed to the field coil and the output voltage of the synchronous generator is increased.
When the output is 230V, the output positive current of the bridge is balanced with the output negative current of the Q1. When the main supply voltage raises, Q2 will give a little current is fed to the gate of SCR and the required field current is fed to the field coil and absorbs the required reactive power from the supply line.
page 33
M. A. Kawsar (08305058)
Fig 11. Over all Circuit of AVR for the Diesel Engine Type Synchronous Generator (Ref. marineinsight.com, 2012)
page 34
M. A. Kawsar (08305058)
Fig 12. AVR Design for the Diesel Engine Type Synchronous Generator
Tests and Results

These results are obtained by feeding the variable over or under input voltage to the electronic control circuit, and 100 watts bulb is used as a field coil. The output of the generator voltage must be stable although the various input voltage pass through electronic control circuit.
Table 2 Results of field voltage and field current when the input voltage fluctuation occurred
page 35
M. A. Kawsar (08305058)
4.4 How to Synchronize Generators of Onboard Ship?

Synchronizing of an incoming generator or alternator is very important before paralleling it with another generator. The synchronizing of the generator is done with the help of synchroscope or with three bulb method in case of emergency. It is of utmost importance that before paralleling the generators the frequency and voltage of the generators need to be matched. In this article we will describe the method for synchronizing generators on a ship. There are two methods to synchronize generators on a ship one is the normal and other is the emergency method.
Synchroscope Method
Fig 13. Circuit Diagram of Synchroscope Method (Ref. marineinsight.com, 2012)
The synchroscope consists of a small motor with coils on the two poles connected across two phases. Lets 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.
page 36
M. A. Kawsar (08305058)
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.
Emergency Synchronizing Lamps Method

This method is generally used when there is a failure of synchroscope. In case of failure a standby method should be available to synchronize the alternator, and thus the emergency lamp method is used. Three lamps should be connected between three phases of the bus bar and the incoming generator should be connected as shown in the diagram:
page 37
M. A. Kawsar (08305058)
Fig-4.4.2 Circuit Diagram of Emergency Synchronizing Lamps Method, (Ref. marineinsight.com, 2012)
The lamps are connected only in this manner because if they are connected across, the same phase lamps will go on and off together when the incoming machine is out of phase with the switchboard.
In this method as per the diagram the two lamps will be bright and one lamp will be dark when incoming machine is coming in phase with the bus bar.
The movement of these bright and dark lamps indicates whether the incoming machine is running faster or slower.
For e.g. there is a moment when lamp A will be dark and lamp B & C will be bright, similarly there will be instance when B is dark and others are bright and C is dark and other two are bright. This example indicates that machine is running fast and the movement of the lamps from dark and bright gives an clockwise movement
Clockwise movement indicates fast and anti clockwise direction indicates slow running of incoming generator.
page 38
M. A. Kawsar (08305058)
4.5 Why are Transformer and Alternator Ratings in kVA on Ships?

On ships, not only transformers, but also generators, protection devices etc., are mostly rated in kVA. A motor does mechanical work and thus has mechanical output expressed in kW. A transformer is a static device, which does not perform any mechanical work. But the main functions are stepping down and stepping up of voltage ratings. Invariably, while stepping up/down the voltage, it also steps down/up the current inversely. Thus the rating of a transformer can only be expressed as a product of Volts and Amp. (V x I)
Amps Rating
The current flowing through the transformer can vary in power factor, from zero PF lead (pure capacitive load) to zero PF lag (Pure inductive load) and is decided by the load connected to the secondary. The conductor of the transformer winding is rated for a particular current beyond which it will exceed the temperature for which its insulation is rated irrespective of the load power factor.
Voltage Rating
The maximum voltage which the primary winding can be subjected to has also a maximum limit. If the applied voltage to the primary winding exceeds the maximum rated value, then this will cause magnetic saturation of the core leading to distorted output with higher iron losses. Thus considering both the above ratings, it is usual for transformers to be rated in VA. It can further be understood as product of voltage & Current. But this does not mean that one can apply a lower voltage and pass a higher current through the transformer contributing to the rated VA value. The VA value is bounded individually by the rated voltage and rated current. All electrical equipments in connection with generation, transmission, distribution of a.c. power such as alternators, transformers, switchgear, cables etc are rated on k VA basis. We know that, Cos = kW / k VA, or kVA = kW / Cos . It is evident from the above equation that the larger the Power factor, the smaller is the k VA requirement of the machinery. Therefore at low power factors, the K VA rating of the
page 39
M. A. Kawsar (08305058)
equipment has to be made more, making the equipment larger and expensive. Thus kVA rating is so important and it is assigned at the design stage itself.
4.6 Parallel Operation of Two Generators

When two synchronous generators are connected in parallel, they have an inherent tendency to remain in step, on account of the changes produced in their armature currents by a divergence of phase. Consider identical machines 1 and 2, Fig. 4.5.1 in parallel and working on to the same load. With respect to the load, their emfs (electromotive forces) are normally in phase: with respect to the local circuit formed by the two armature windings, however, their emfs are in phase-opposition. Suppose there to be no external load. If machine 1 for some reason accelerates, its e.m.f. will draw ahead of that of machine 2. The resulting phase difference 2 causes e.m.fs to lose phase-opposition in the local circuit so that there is in effect a local e.m.f Es which will circulate a current Is in the local circuit of the two armatures. The current Is flows in the synchronous impedance of the two machines together, so that it lags by = arc tan(xs/r) 90 on Es on account of the preponderance of reactance in ZsIs therefore flows out of machine 1 nearly in phase with the e.m.f., and enters 2 in opposition to the e.m.f. Consequently machine 1 produces a power Ps E1Is as a generator, and supplies it (IR losses excepted) to 2 as a synchronous motor. The synchronizing power Ps tends to retard the faster machine 1 and accelerate the slower 2, pulling the two back into step. Within the limits of maximum power, therefore, it is not possible to destroy the synchronous running of two synchronous generators in parallel, for a divergence of their angular positions results in the production of synchronizing power, which loads the forward machine and accelerates the backward machine to return the two to synchronous running.
The development of synchronizing power depends on the fact that the armature impedance is preponderating reactive. If it were not, the machines could not operate stably in parallel: for the circulating current Is would be almost in phase quadrature with the generated e.m.f.s, and would not contribute any power to slow the faster or speed up the slower machine.
page 40
M. A. Kawsar (08305058)
When both machines are equally loaded pn to an external circuit, the synchronizing power is developed in the same way as on no load, the effect being to reduce the load of the slower machine at the same time as that of the faster machine is increased.
The conditions are shown in Fig. 35, where I1, I2 are the equal load currents of the two machines before the occurrence of phase displacement, and I1, I2 are the currents as changed by the circulation of the synchronizing current Is.
Fig 15. Two Generators Set, Ref. M.V. BAGLAR KALLOL
Fig 16. Circuit Diagram of Generators Set
page 41
M. A. Kawsar (08305058)
Fig-4.6.2 Vector Diagram of Parallel Operation, Ref. IIT, Madras, India
Fig-4.6.2 Generators Governor Characteristic
The argument above has been applied to identical machines. Actually, it is not essential for them to be identical, nor to have neither equal excitations nor power supplies. In general, the machines will have different synchronous impedance Zs1, Zs2; different e.m.f.s E1 and E2 and different speed regulations.
The governors of prime movers are usually arranged so that a reduction of the speed of the prime mover is necessary for the increase of the power developed. Unless the governor speed/load characteristics are identical the machines can never share the total load in
page 42
M. A. Kawsar (08305058)
accordance with their ratings. The governor characteristics take the form shown in Fig. 4.5.2. If the two are not the same, the load will be shared in accordance with the relative load values at the running speed, for synchronous machines must necessarily run at identical speeds.
4.7 Principles of Power Factor

Definition of Power Factor
The cosine of angle between voltage and current in an a.c. circuit is known as Power Factor. Power factor (PF) can be represented by the power triangle to show the relationship between real powers in kilowatts (A), reactive power in kilovolt-amps reactive (B) and apparent power in kilovolt-amps (C):
Fig-4.7.1 Power Triangle (Ref. Books and Hand Work)
Real power performs actual work such as heating a burner element or illuminating an incandescent bulb. Reactive power does not perform work but energizes magnetic fields in motor windings or power supplies which create inductive loads. Apparent power is the result of combining real power and reactive power. It measures the true load of an electrical distribution system. If real power and reactive power exist simultaneously, why can't we just add them together to get apparent power? The reason is that purely reactive current (inductive load) is ninety degrees out of phase with real current (resistive load). Thus, we use the power triangle vectors to graphically represent this 90 degree relationship.
page 43
M. A. Kawsar (08305058)
Another way to look at this relationship is to compare the sine waves, or oscillograms, of voltage and current for resistive and inductive loads. In a purely resistive load the current sine wave and voltage sine wave are in sync with one another. The PF in this case is 100 percent or unity.
Fig-4.7.2 Sine wave of Real Power & Reactive Power (Ref. Books and Hand Work)
In a purely inductive load the current sine wave lags 90 degrees behind the voltage sine wave. The PF in this case would be zero. In the real world there are no purely inductive loads because there is always some amount of work being done by the device even if it is only the generation of heat. On the other hand, purely resistive loads do exist in the real world such as a burner element or incandescent bulb. When energized they have a PF of unity.
Impact of Low Power Factor

Low PF causes an inefficient utilization of electric power. In other words, you are using more current to do the same amount of work when the PF is low. If we take the basic equation for single phase power: And solve for current we get: Power = Voltage x Current x Power Factor Current = Power__ Volts x PF
Voltage is assumed to remain constant in this example. If power is to be maintained, current must go up when PF decreases. This increased requirement for current is where the electrical inefficiency occurs.
page 44
M. A. Kawsar (08305058)
Lets look at it graphically with two power triangles:
Fig-4.7.3 Low Power Factor Affective Triangle (Ref. Books and Hand Work)
In the example on the left the PF was measured at 70 percent. If our goal is to produce 100 kilowatts of real power we find that 141 KVA are required.
The power triangle on the right shows a PF of 95 percent. In this instance only 105 KVA are required to produce the same amount of real power. Since voltage remains constant, the current must increase by 35 percent to deliver the desired power when the PF is at 70 percent.
Power Factor Correction

Is there a way to correct this inefficient use of current? The answer is yes, by using power factor correction capacitors. These capacitors are wired in parallel with the load. They may be installed at the service entrance of the building or be dedicated to a specific device with a low power factor. PF correction capacitors are sized by the amount of KVAR they are able to correct. To determine proper sizing, the PF for the building or the device must be measured under normal operating conditions. A target PF such as 95 percent is selected. Using the Pythagorean Theorem we can calculate the proper amount of correction as shown here:
page 45
M. A. Kawsar (08305058)
Fig-4.7.4 Power Factor Correction Triangle (Ref. Books and Hand Work)
If your home energy metering system can measure PF, take advantage of this information. Check the PF on the larger motors in your home such as HVAC compressors and fans or a pool pump if you have one. If it is below 80 percent you may want to consider power factor correction capacitors for these motors. Limit correction to only your larger motors as power factor correction capacitors can introduce additional harmonic currents into your electrical system.
Harmonics can interfere with power line carrier communications which may affect your home energy monitor system. Click here for more information about how PF and harmonics interrelate. Running motors with a higher PF has its benefits. Using more efficient power can lower operating temperatures which extends bearing and motor life. It also reduces the load on your transformer and decreases the amount of reactive currents circulating in your household wiring although you probably won't see any direct savings on your electric bill. This is because most residential utility rates only charge for kilowatt-hours (KWh), not kilovolt-amp hours (KVAh) nor do they apply a specific penalty for low power factor. Check the fine print on your power bill to be sure. This may change in the future as residential customers add more inductive loads with electronic power supplies and home automation equipment.
page 46
M. A. Kawsar (08305058)
4.8 Automatic Power Factor Improvement Controller (APFIC)

Introduction
The power factor controller is used for compensation of the reactive power of power systems. The magnitude of the reactive power Q in the power system can be calculated from the apparent power S and the active power P.
The power factor cos is defined as the ratio between the active power and the apparent power:
Consequently, the power factor controller must permanently monitor the value of the power factor, which is used for calculating the reactive power component of the apparent power.
The power factor and the reactive power can be continuously calculated from the system voltages and currents. Based on the need for compensation at any given time, one to four capacitor banks can be switched on or off by the controller.
page 47
M. A. Kawsar (08305058)
Construction Diagram
Fig-4.8.1 Connection Diagram of PFI Controller (Ref. Hand Drawing)
The automatic power factor controller connection diagram is shown in Fig-4.7.1. The automatic power factor controller is consisting by capacitor bank, fuse, magnetic contactor, module case circuit breaker and power factor controlling Metter.
page 48
M. A. Kawsar (08305058)
Operation
The power factor controller features a manual and an automatic operation mode. At manual operation each capacitor bank can be switched on and off using the defined inputs of the function block. This means that pulse-type signals are to be used for switching on and off, which has to be considered in the configuration of the complete controller scheme. If a capacitor bank is switched on, a logical signal 1 will appear on the associated output. When this signal is switched off, the output will show a logical signal 0. To ensure that the controller is always informed of the switch status of the capacitor banks a check-back signal confirming the switch position must be fed back via the binary inputs. Fig-4.7.2 shows a configuration example for a power factor controller managing five capacitor banks.
Fig-4.8.2. The photo was taken from BSC marine workshop while changing damaged fuse
page 49
M. A. Kawsar (08305058)
Compensation of reactive power is only required when the power system is in its operational state. Therefore, the operability of the power factor controller can be made dependent on the level of the system voltage. For this reason, the power factor controller should always include an over voltage and under voltage function for monitoring the system voltage. If one of the voltage limit pick-up values, either over voltage or under voltage, is exceeded and the respective time delay has expired, all active capacitor banks will be switched off immediately.
Time Setting
When the auxiliary supply is switched on, the power factor controller is blocked for the initialization period and will not start operating until the initialization time has expired. The same initialization time starts when the system voltage is recovering after a power system fault, e.g. when the under voltage signal has been reset and the binary input DISCONNECT is inactive. The initialization time is preferably given a value longer than the set blocking time for the capacitor banks to discharge. If, during an ongoing power factor control sequence, a capacitor bank is switched on to compensate for the reactive power, transient phenomena will generally occur. This is why the calculation of the power factor control must be delayed until most of the transient phenomena have subsided. A dead time must be set for the power factor controller to bridge the transient condition of the system. Further switching of the capacitor group will not be enabled until the dead time has expired. However, a prerequisite for enabling switching of the capacitor group is that the concerned capacitor bank is fully discharged.
Setting Example
Two capacitor banks of 6.36 F each shall be applied to compensate the reactive power in a 10 kV power system. Consequently, each capacitor bank is able to compensate a reactive power of
, which equals the capacity of the smallest capacitor bank.
The maximum number of switching cycles shall be limited to 10,000, which is given by the CB ratings provided by the manufacturer of the circuit breaker. The related setting parameter can be seen in Fig-4.7.2.
page 50
M. A. Kawsar (08305058)
4.9 Emergency Power System of Onboard Ship

In case of the failure of the main power generation system on the ship, an emergency power system or a standby system is also present. The emergency power supply ensures that the essential machinery and system continues to operate the ship. Emergency power can be supplied by batteries or an emergency generator or even both systems can be used.
Fig-4.9.1. Emergency Generator (Ref. ABB Marine, 2012)
Rating of the emergency power supply should be made in such a way that it provides supply to the essential systems of the ship such as a) Steering gear system
b) Emergency bilge and fire p/p c) Watertight doors.
d) Fire fighting system. e) f) Ships navigation lights and emergency lights. Communication and alarm system.
Emergency generator is normally located outside the machinery space of the ship. This is done mainly to avoid those emergency situations wherein access to the engine room is not
page 51
M. A. Kawsar (08305058)
possible. A switch board in the emergency generator room supplies power to different essential machinery.
4.10 Power Distribution System of Onboard Ship

The Power Distributed on board a ship needs to be supplied efficiently throughout the ship. For this the power distribution system of the ship is used.
Fig-4.10. Power Distribution Board (Ref. photo taken while working on board in M.V. Banglar Urmi)
A shipboard distribution system consists of different component for distribution and safe operation of the system. They are:
Ship Generator consisting of prime mover and alternator. Main switch board which is a metal enclosure taking power from the diesel generator and supplying it to different machinery.
Bus Bars which acts as a carrier and allow transfer of load from one point to another. Circuit breakers which act as a switch and in unsafe condition can be tripped to avoid breakdown and accidents. Fuses as safety device for machinery.
Transformers to step up or step down the voltage. When supply is to be given to the lighting system a step down transformer is used in the distribution system.
In a power distribution system, the voltage at which the system works is usually 440v. There are some large installations where the voltage is as high as 6600v.
page 52
M. A. Kawsar (08305058)
For smaller supply fuse and miniature circuit breakers are used. The distribution system is three wires and can be neutrally insulated or earthed.
5. Overview of Ships Power Utilization

5.1 Battery Charging System of Onboard Ship
Batteries are one of the energy sources available onboard vessels which are used in case of blackout and emergency situations on board a ship. These batteries are used for low voltage dc system like bridge navigational instruments and thus need to be kept charged to be used in case of any need of temporary power. Also, arrangement should be available on board to charge the batteries again after the use. Moreover, the arrangement should be such that the batteries are able to be fully charged as they gradually lose charge over the time. The batteries can be charged with the help of dc power supply; however presently there are no ships working on dc supply system and thus it is required to change the ac power into dc to charge the batteries.
Fig-5.1.1 A trainee Engineer is changing the acid mix water in battery room in the ship (Ref. The photo was taken from battery room while changing acid mix water)
page 53
M. A. Kawsar (08305058)
A simple circuit used for battery charging is shown below:-
Fig-5.1.2 Circuit Diagram of Bridge Rectifier (Ref. Online Source)
For converting ac into dc several components are required as shown in the circuit diagram above. First of all the ac is stepped down to the required voltage and then the AC is converted to DC with the help of rectifier system which changes sinusoidal wave of ac to dc system. The only problem in the above circuit is that there is no arrangement provided for maintaining the charge, and the usage of same circuit will lead to overcharging and reduction of the battery life. In order to avoid this, a slight modification is done in the same circuit and an arrangement is provided to maintain the charges at the terminals. Also an arrangement to connect automatically to low voltage dc system is provided in case of a power failure.
Fig-5.1.3 Connection diagram among battery, load and source (Ref. Hand work)
page 54
M. A. Kawsar (08305058)
In normal circumstances the battery is charged using the full charge circuit and once the battery is fully charged, the charges on the battery are maintained by the trickle charge circuit.
Fig-5.1.4 Charging board while fault detection (Ref. Photo was taken while Mr Kawsar is working in M.V. Banglar Urmi)
As it can be seen in the diagram, the batteries are in standby mode with the charging switches C closed and the load switches L open. The positions of these switches are held with the help of an electromagnetic coil against the spring tension. The electromagnetic coil gets its supply from the main power source available on the ship. As soon as there is a loss of main power, the electromagnetic coil loses its power and the batteries are connected to load switch L which gets disconnected from the charging switch C.
page 55
M. A. Kawsar (08305058)
Once the power is available from the main system, the batteries are connected back to the charging circuit again manually. Also there is a test switch provided to test the system as a part of the routine checks.
5.2 Navigational Lights Used Onboard Ships

According to international navigational laws, navigation lights are the most important lights fitted onboard a ship. They help in safe manoeuvring of the ship, preventing accidents and collisions. As there are no signals or road-signs in the open sea, the navigational laws of ships are demonstrated using these navigational lights, which are strategically arranged on ship. They are differentiated on the basis of colours, visibility, range, angle and locations. The type of navigational lights used depends on the size and type of the vessel and rules specified by international conventions also known as rules of the road.
Types of Navigational Lights

Five separate specially designed navigational lights are fitted at different positions on the ship as per the navigational rules. This gives easy identification of ships size, direction of travel, anchorage of the ship. Following are the different colours and positions where these navigation lights are fitted: 1. Foremast - Bright White The foremast light has a horizontal arc range of 225 degrees. 2. Mainmast - Bright White The mainmast light which is also known as all-round light has a horizontal arc visibility of 360 degrees. 3. Port side - Bright Red The port side light horizontal arc visibility is 112.5 degrees. 4. Starboard side - Bright Green The starboard side light horizontal arc visibility is 112.5 degrees 5. Stern of the ship - Bright White
page 56
M. A. Kawsar (08305058)
The aft or stern light horizontal arc visibility is 135 degrees.
Fig-5.2.1 Location of navigation lights, Ref. M.V. BANGLAR KALLOL (Left side photo)
Apart from these five mandatory navigation lights, two anchor lights are fitted forward and aft and are bright white in colour. These lights are operated from the navigational bridge of the ship. The power for the navigational lights is supplied from a separate distribution board which has no other supplies attached to it. This is done so that they cannot be put off by inadvertent operation of a wrong switch. For vessels of length more than 50 m, the visibility range of the mast head lights is 6 N.M and all the other lights should be visible from a distance of 3 N.M. To achieve such visibility special incandescent filament lamps are used and the normal power rating is of 65 KW. In some cases 60 KW and 40 KW rating lamps are also permitted. Due to the critical nature and essential safety requirement of navigational lights, they are fitted in duplex manner at each position. Two separate lamps or a lamp holder with dual fitting can also be used. It is also to be noted that each light is separately supplied, switched, fused and monitored from the navigational wheel house. The supply is usually of 220 V and is fed from essential service section of main switch board and from emergency switch when there is a power
page 57
M. A. Kawsar (08305058)
failure. A changeover switch on the navigation light panel in wheel house selects the main or standby power supply.
5.3 Different Types of Alarms of Onboard Ships

An emergency does not come with an alarm but an alarm can definitely help us to tackle an emergency or to avoid an emergency situation efficiently and in the right way. Alarm systems are installed all over the ships systems and machinery to notify the crew on board about the dangerous situation that can arise on the ship. Alarm on board ships are audible as well as visual to ensure that a person can at least listen to the audible alarm when working in a area where seeing a visual alarm is not possible and vice versa. It is a normal practice in the international maritime industry to have alarm signal for a particular warning similar in all the ships, no matter in which seas they are sailing or to which company they belongs to. This commonness clearly helps the seafarer to know and understand the type of warning or emergency well and help to tackle the situation faster.
The main alarms that are installed in the ship to give audio-visual warnings are as follows:
1)
General Alarm: The general alarm on the ship is recognized by 7 short ringing of bell
followed by a long ring or 7 short blasts on the ships horn followed by one long blast. The general alarm is sounded to make aware the crew on board that an emergency has occurred.
Fig-5.3.1 Device of Alarm (Ref. marineinsight.com)
page 58
M. A. Kawsar (08305058)
2)
Fire Alarm: A fire alarm is sounded as continuous ringing of ships electrical bell or
continuous sounding of ships horn. 3) Man Overboard Alarm: When a man falls overboard, the ship internal alarm bell
sounds 3 long rings and ship whistle will blow 3 long blasts to notify the crew on board and the other ships in nearby vicinity. 4) Navigational Alarm: In the navigation bridge, most of the navigational equipments
and navigation lights are fitted with failure alarm. If any of these malfunctions, an alarm will be sounded in an alarm panel displaying which system is malfunctioning. 5) Machinery Space Alarm: The machinery in the engine room has various safety
devices and alarms fitted for safe operation. If any one of these malfunctions, a common engine room alarm is operated and the problem can be seen in the engine control room control panel which will display the alarm. 6) Machinery Space CO2 Alarm: The machinery space is fitted with CO2 fixed with fire
extinguishing system whose audible and visual alarm is entirely different from machinery space alarm and other alarm for easy reorganization. 7) Cargo Space CO2 Alarm: The cargo spaces of the ship are also fitted with fixed fire
fighting system which has a different alarm when operated. 8) Abandon Ship Alarm: When the emergency situation on board ship goes out of hands
and ship is no longer safe for crew on board ship. The master of the ship can give a verbal Abandon ship order, but this alarm is never given in ships bell or whistle. The general alarm is sounded and every body comes to the emergency muster station where the master or his substitute (chief Officer) gives a verbal order to abandon ship. 9) Ship Security Alarm System: Most of the ocean going vessels are fitted with security
alert alarm system, which is a silent alarm system sounded in a pirate attack emergency. This signal is connected with different coastal authorities all over the world via a global satellite system to inform about the piracy.
page 59
M. A. Kawsar (08305058)
5.4 Single Phasing in Electrical Motors: Causes, Effects, and Protection Methods
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 supply is described as single phasing.
Effect of Single Phasing

The following are the effects of single phasing: 1) Due to single phasing the current in the remaining two phases increase and it is approximately 2.4 times the normal current value. 2) Single Phasing reduces the speed of the motor. 3) The motor becomes noisy and starts vibrating due to uneven torque produced in the motor. 4) If the motor is arranged for standby and automatic starting then the motor will not start, and if the overload relay provided fails to function then the motor may burn. 5) The windings will melt due to overheating and can give a fatal shock to the personnel. 6) It may cause overloading of the generator.
Causes of Single Phasing
Fig-5.4.1 Circuit of Single Phasing (Ref. Online Source)
page 60
M. A. Kawsar (08305058)
Single Phasing is usually caused when:1) One of the three back up fuses blows (or fuse wire melts). 2) One of the contactor for motor is open circuited. 3) Single phasing might also be caused due to wrong setting of the protection devices provided on the motor. 4) Contactors are coated due to oxidation hence not conducting. 5) Relay contacts may be damage or broken.
How to Protect Motor from Damage Due to Single Phasing?

All motors above 500 KW are to be provided with protection devices or equipments to prevent any damage due to single phasing. The rule stated above does not apply to motors of the steering gear system installed on the ship. Only on the detection of the single phasing an alarm will be sounded; however, the motor will not stop as it is essential for safety or propulsion of the ship.
The most commonly used protection devices for single phasing are:-
1) Electromagnetic Overload Device
Fig-5.4.2 Electromagnetic Overload Device (Ref. Online source)
page 61
M. A. Kawsar (08305058)
In this device all the three phases of the motor are fitted with an overload relay. If there is any increase in the value of the current then this relay activates automatically and the motor trips. This device works on the principle of electromagnetic effect produced due to the current. As the current value increases, the electromagnet in the coil also increases which pulls the relay and activates the trip relay and the motor is stopped. The time delay is provided in this system because during starting the motor draws a lot of current which can trip the motor. 2) Thermistors
Fig-5.4.3 Photo of Thermistor (Ref. Online source)
Thermistors are small thermal devices which are used together with an electromagnetic overload relay. The thermistors are inserted in the three windings of the motor. Any increase in the current will cause heating in the windings, which is detected by the thermistors that send signals to the amplifier. The amplifier is connected to electromagnetic relay. As soon as a signal is received from thermistor about overheating, this amplifier increases the current value in the coil of electromagnetic relay which activates the trip and the motor stops or trips.
page 62
M. A. Kawsar (08305058)
3) Bi-metal strip
Fig-5.4.4 Photo of Bi-metal strip (Ref. Online source)
In this method the bi metallic strip is placed in such a way that it detects the overheating in the circuit. As soon as overheating is detected, this bimetallic strip tries to expand due to two different metal used and because they have different coefficient of expansion. The strip tries to bend towards the metal having high coefficient of expansion and finally completes the trip circuit and the motor trips.
5.5 Maintenance of Electrical Relay on Ships Electrical Circuit

A relay is an important electromechanical safety device in ships electrical circuit and is normally used to open the faulty circuit from the main supply when any kind of electrical fault occurs. A relay is fitted in the Main and Emergency switch board of the ship as a protective device. Relay has to be kept operational and healthy at all times, else at the time of fault if it relay does not operate properly, the whole system may suffer loss of power or damage. The most common application of relays is for overload and short circuit protection.
page 63
M. A. Kawsar (08305058)
Fig-5.5.1 Photo of Electrical Rely (Ref. Online source)
A ship engineer or electrical officer has to make sure that relay is efficiently in operation and all the maintenance is carried out on the same as per schedule or as per continuous monitoring. If during inspection, the relay is found out to be defective it must be replaced immediately with a spare one. A simple electromagnetic Relay is shown in the below diagram and it will get activated when the magnetic effect of the iron core is sufficiently increased by the excess or high current in the coil which will attract the iron armature held against the spring force to trip the circuit.
Fig-5.5.2 Circuit Diagram of Electrical Rely (Ref. Online source)
page 64
M. A. Kawsar (08305058)
A brief maintenance for relay is given as follows
Checks to be carried out on relay contacts for damage due to arcing. Polish the contact with emery paper to remove rust and deposits. Check the closing linkage for free movement. Check the continuity of the contacts with multimeter. There are arc chutes provided to quench the arcing. Check for burnout of the same. Check the tension of the spring. Open circuit and short circuit test to be performed on the coil by multimeter. Check the continuity of the trip circuit by multimeter. Check tightness of the supply terminals.
5.6 How to Install Electronic Circuits on Ship?

With increase in modern technology and automation in ships machinery and operations, electronic circuits like printed circuit board or PCB along with signal transducer and transmission system are popularly used onboard. Since these are very small and vital circuits they require proper location and precaution for their installation.
What is Printed Circuit Board (PCB)?

In ships, electronic system PCB plate or board is commonly used as it is compact in size and easy to replace. PCB is an electrical interconnection of different electronic components using tracks, signal traces, conductive pathways etc., and the whole circuit is supported mechanically on a small board.
page 65
M. A. Kawsar (08305058)
Fig-5.5.1 A Printed Circuit Board (Ref. Online source)
It is very important to properly locate the installation of electronic components as they are prone to damage if there is excessive change in the surroundings. Important points to be kept in mind while installing electronic system:
The electronic circuits get affected by change in temperature or heat so component like transmitter should be installed in a place with good ventilation and with no gas or steam leakage.
Cable connecting the electronic component must be installed over perforated plates for good ventilation and should not lie on the hot surface.
The cable used must have proper insulation. Circuits like PCB have more chance of getting damaged when exposed to high temperature. Therefore, they are installed in Engine control room (ECR) and air conditioning is provided in the control room to maintain the temperature of electronic and electrical components.
page 66
M. A. Kawsar (08305058)
Fig-5.5.2 Location of Installation, where installed PCB (Ref. Online source)
While installing the electronic component, drier or silica gel packets are used in the control box to avoid condensation of moisture over the circuit.
With moisture over the circuit due to humidity in the atmosphere, the electronic component will behave erratic.
The box or cabinet used to install electronic circuit must be properly secured with the surroundings to avoid vibration.
Vibration will cause loose or breaking of contacts. All the components are to be tightly fitted in the cabinet as else loose fitting may lead to vibration and hence breaking of contacts and components.
Electronic circuits component cable should not be in the vicinity of 440 v high tension cable. 440 v cable produce electromagnetic field which will interact with the signal of the electronic circuit and lead to wrong input or output.
page 67
M. A. Kawsar (08305058)
5.7 Procedure for Starting Emergency Steering System of Ship

What is Emergency Steering?
A ship consists of electromechanical steering gear unit which steers the vessel from one port to other. Normally steering gear unit is 2 or 4 ram electro-hydraulically operated unit with two or more hydraulic motor for the ram movement.
Fig-5.7.1 Steering Motor (Ref. marineinsight.com)
A situation can occur in which the remote control operation may fail to work and their can be a sudden loss of steering control from the bridge. This can be due to sudden power failure, any electrical fault in the system or the control system which includes faulty tele-motor or servo motor which is used for transferring the signal from bridge to the steering unit. To have control the steering of the ship at such emergency situation with manual measure from within the steering gear room, an emergency steering system is used.
page 68
M. A. Kawsar (08305058)
Fig-5.7.2 Procedure of Steering Operation (Ref. marineinsight.com)
Procedure for Emergency Steering Operation The following points should be followed for emergency steering operation. - The procedure and diagram for operating emergency steering should be displayed in steering gear room and bridge. - Even in emergency situation we cannot turn the massive rudder by hand or any other means, and thats why a hydraulic motor is given a supply from the emergency generator directly through emergency switch board (SOLAS regulation). It should also be displayed in the steering room. Ensure a clear communication for emergency operation via VHF or ships telephone
system. - Normally a switch is given in the power supply panel of steering gear for tele motor; switch off the supply from the panel. - Change the mode of operation by selecting the switch for the motor which is supplied emergency power. - There is a safety pin at the manual operation helms wheel so that during normal operation the manual operation always remains in cut-off mode. Remove that pin.
page 69
M. A. Kawsar (08305058)
5.8 General Overview of Types of Pumps on Ship

A ship consists of various types of fluids moving inside different machinery and systems for the purpose of cooling, heating, lubrication, and as fuels. These liquids are circulated by different types of pumps, which can be independently driven by ship power supply or attached to the machinery itself. All the systems on board ship require proper operational and compatible pump and pumping system so that ship can run on its voyage smoothly. The selection of a type of pump for a system depends on the characteristics of the fluid to be pumped or circulated. Characteristics such as viscosity, density, surface tension and compressibility, along with characteristics of the system such as require rate of fluid, head to which the fluid is to be pumped, temperature encountered in the system, and pressure tackled by the fluid in the system, are taken into account.
Types of Pumps
The pumps used on board are broadly classified into two types: (a) Positive Displacement Pump and (b) Dynamic pressure pumps (a) Positive Displacement Pump
Fig-5.8.1 Positive Displacement Pump (Ref. marineinsight.com)
Positive displacement pumps are self priming pumps and are normally used as priming devices.
page 70
M. A. Kawsar (08305058)
They consist of one or more chamber, depending upon the construction, and the chambers are alternatively filled and emptied.
The positive displacement pumps are normally used where the discharge rate is small to medium.
They are popularly used where the viscosity of the fluid is high. They are generally used to produce high pressure in the pumping system.
(b) Dynamic pressure pumps:
Fig-5.8.2 Dynamic pressure pumps (Ref. marineinsight.com)
Dynamic pressure pump functions are:
In dynamic pressure pump, during pumping action, tangential force is imparted which accelerates the fluid normally by rotation of impeller.
Some systems which contain dynamic pump may require positive displacement pump for priming.
They are normally used for moderate to high discharge rate. The pressure differential range for this type of pumps is in a range of low to moderate. They are popularly used in a system where low viscosity fluids are used.
These broad classification of pumps are further differentiates by their constructional properties and popularity of usage onboard ship;
page 71
M. A. Kawsar (08305058)
Positive Displacement pump:

Reciprocating Pump Screw pump Gear pump Piston pump Ram type pump Vane pump
Dynamic pressure pumps:

Centrifugal pumps Axial flow pumps Submersible pump Centrifugal-axial (mixed) pump.
5.9 The Basics of Air Compressor of Onboard Ship

Compressor is one such device which is used for several purposes on a ship. As the main aim of the compressor, as the name suggests, is to compress air or any fluid in order to reduce its volume. Some of the main applications of compressors are main air compressor, deck air compressor, AC compressor and refrigeration compressor. In this article we will learn about air compressors and its types.
Types of Air Compressors

There are mainly four types of compressors: 1) Centrifugal compressor; 3) Rotary screw compressor; 2) Rotary vane compressor 4) Reciprocating air compressor.
page 72
M. A. Kawsar (08305058)
Uses of Air Compressor on Ship:

On board a ship, compressed air is used for several purposes. On the basis of application, different air compressors are kept for a particular usage. Normally, air compressors on board ships are: -main air compressor, -topping up compressor -deck air compressor -Emergency air compressor Main air compressor
Fig-5.9.1 Main air compressor (Ref. marineinsight.com)
Main air compressor is used for supplying high pressurised air for starting of main and auxiliary engines. The pressurised air generated by the air compressor is stored in air storage bottle. These are high capacity compressors and the air pressure that is required from these compressors to start the main engine is 30 bars. Control air is also supplied from air bottle through a pressure reducing valve and a control air filter. Normally they are twice in number and can be more than that for redundancy.
page 73
M. A. Kawsar (08305058)
Topping up compressor Topping up compressor takes up the lead to cover up for the leakage in the system. This means that as soon as the air pressure in the system goes below a particular level, the topping up compressor replenished the system with pressurized air. Deck air compressor Deck air compressor is used for deck use and as service air compressor and might have a separate service air bottle for the same. These are lower capacity pressure compressors as pressure required for service air is in between the range of 6 to 8 bar. Emergency air compressor Emergency air compressor is used for starting auxiliary engine at the time of an emergency or when the main air compressor has failed for filling up the main air receiver. This type of compressor can be motor driven or engine driven. If motor driven, it should be supplied from emergency source of power.
5.10 Construction and Working of Ships Refrigeration Plant

The refrigeration plants on merchant vessels play a vital part in carrying refrigerated cargo and provisions for the crew on board. In reefer ships, the temperature of the perishable or temperature sensitive cargo such as food, chemical, or liquefied gas, is controlled by the refrigeration plant of the ship. The same plant or a smaller unit can be used for maintaining the temperature of different provision rooms carrying food stuffs for crew members.
Main Components of Refrigeration plants

Any refrigeration unit works with different components inline to each other in series. The main components are: 1. Compressor: Reciprocating single or two stage compressor is commonly used for compressing and supplying the refrigerant to the system.
page 74
M. A. Kawsar (08305058)
2. Condenser: Shell and tube type condenser is used to cool down the refrigerant in the system. 3. Receiver: The cooled refrigerant is supplied to the receiver, which is also used to drain out the refrigerant from the system for maintenance purpose. 4. Drier: The drier connected in the system consists of silica gel to remove any moisture from the refrigerant 5. Solenoids: Different solenoid valves are used to control the flow of refrigerant into the hold or room. Master solenoid is provided in the main line and other solenoid is present in all individual cargo hold or rooms. 6. Expansion valve: An Expansion valve regulates the refrigerants to maintain the correct hold or room temperature. 7. Evaporator unit: The evaporator unit act as a heat exchanger to cool down the hold or room area by transferring heat to the refrigerant. 8. Control unit: The control unit consist of different safety and operating circuits for safe operation of the refer plant.
Working of Ships Refrigeration Plant
Fig-5.10.1 Refrigeration Plant (Ref. marineinsight.com)
page 75
M. A. Kawsar (08305058)
The compressor acting as a circulation pump for refrigerant has two safety cut-outs- Low pressure (LP) and High Pressure (HP) cut outs. When the pressure on the suction side drops below the set valve, the control unit stops the compressor and when the pressure on the discharge side shoots up, the compressor trips. LP or low pressure cut out is controlled automatically i.e. when the suction pressure drops, the compressor stops and when the suction pressure rises again, the control system starts the compressor. HP or high pressure cut out is provided with manually re-set The hot compressed liquid is passed to a receiver through a condenser to cool it down. The receiver can be used to collect the refrigerant when any major repair work has to be performed. The master solenoid is fitted after the receiver, which is controlled by the control unit. In case of sudden stoppage of compressor, the master solenoid also closes, avoiding the flooding of evaporator with refrigerant liquid. The room or hold solenoid and thermostatic valve regulate the flow of the refrigerant in to the room to maintain the temperature of the room. For this, the expansion valve is controlled by a diaphragm movement due to the pressure variation which is operated by the bulb sensor filled with expandable fluid fitted at the evaporator outlet. The thermostatic expansion valve supplies the correct amount of refrigerants to evaporators where the refrigerants takes up the heat from the room and boils off into vapours resulting in temperature drop for that room. This is how temperature is maintained in the refrigeration plant of the ship.
5.11 How to Find an Earth Fault On board Ships?

Earth fault is considered very critical on board a ship. Some ships which operate at 440 V do not have any trip devices attached for a single earth fault. However when the operating voltage exceeds 3000V, it is mandatory to have a protection system which isolates when a machinery suffers an earth fault.
page 76
M. A. Kawsar (08305058)
How to find out an Earth Fault?

The seriousness of the action to be taken on an Earth Fault depends on the part of the electrical system it affects. Conventional ships which operate on 3 Phase, 440V, have earth fault indicators installed on all three phases. Any earth fault on a 440V system is considered to be a serious trouble and immediate action is required to identify the faulty circuit. Any earth fault on 220V or any low voltage lighting circuit can be considered as important but need not require immediate attention. However, attention should be paid at the next earliest opportunity.
Fig-5.11.1 Finding Earth Fault on 440V circuit (Ref. ABB Marine)
Whenever there is an earth fault alarm, immediately inform to electrical officer (if he is on board). First action is to check the trueness of the alarm. Usually there will be a test button which when pressed, resets the alarm and rechecks the condition of the earth fault. If the ship is having IAS (Integrated Automation System), check on the computer in the list of events after which the alarm has activated. If IAS facility is not available, there is only one option of isolating each and every machinery in the 440 V circuit and check whether the earth fault indication returns back to normal.
page 77
M. A. Kawsar (08305058)
Fig-5.11.2 Earth Fault Detecting on 440V circuit (Ref. ABB Marine)
Isolation of all machinery, which operates on 440V, is not always possible. Certain critical equipment like steering gear and lubricating oil pumps cannot be isolated for when the ship is underway. However changeover can be done from running machinery to the standby one and thus the earth fault can be found.
Finding Earth Fault on 220V Circuit

Finding an Earth Fault on a 220V circuit is comparatively difficult than a 440V circuit. The main reason being the lighting circuits found all round the vessel. However, any earth fault alarm with respect to a 220V circuit is usually treated as important but not an emergency. When a 220V earth fault alarm sounds, as said earlier, the trueness of the alarm is checked by pressing the test button and then investigation can be started on each and every 220V circuit.
page 78
M. A. Kawsar (08305058)
5.12 How to Minimize the Risks of an Electrical Shock of Onboard Ship?

If you are new to a ship, the first few days might leave you confused, lost, and extremely apprehensive as to how are you going to spend the rest of your days of your contract on the ship safely without confronting any accidents. The huge matrix of pipes, the complex machinery, and the massive bunch of wires which runs without any restrictions in different directions might leave you a bit messed up in your mind. It is during this vulnerable mindset, you can come across the worst accident that has happened to you. When we talk about accidents on a ship, an electrical shock is the worst of all kinds. Electrical wires and connections are present everywhere on a ship and it is important to escape them to prevent yourself and others from getting a major electrical shock. Moreover, it is said that a person on board a ship gets an electrical shock mainly due to its negligence and unawareness. In this article we will learn as to how you can save yourself and others from an electrical shock on board a ship. Also find out what all precautions you should take to minimize the risk of an electrical shock on board.
Steps to Minimize the Risk of an Electrical Shock On board

1) Start with the first round of the day; check all electrical motors, wiring, and switches,
for abnormal sounds, variation in temperatures, and loose connections. 2) Ensure that all electrical connections are inside the panel box so that no one can touch them accidently. 3) In accommodation area multiple socket plugs shouldnt be used.
4) Turn off the breaker before starting any work on an electrical system. 5) Use ply card and notice board as much as possible to inform others about the ongoing
work to avoid accidental starts. 6) Double check the electrical tools like portable drills for any loose wires before attempting any job.
page 79
M. A. Kawsar (08305058)
6. Overview of Ships Communication System

6.1 Overview of Radar
Historical Background of Radar
As early as 1886, Heinrich Hertz showed that radio waves could be reflected from solid objects. In 1895, Alexander Popov, a physics instructor at the Imperial Russian Navy School in Kronstadt, developed an apparatus using a coherer tube for detecting distant lightning strikes. The next year, he added a spark-gap transmitter. In 1897, while testing this equipment for communicating between two ships in the Baltic Sea, he took note of an interference beat caused by the passage of a third vessel. In his report, Popov wrote that this phenomenon might be used for detecting objects, but he did nothing more with this observation. The German Christian Huelsmeyer was the first to use radio waves to detect "the presence of distant metallic objects". In 1904 he demonstrated the feasibility of detecting a ship in dense fog, but not its distance from the transmitter. He obtained a patent for his detection device in April 1904 and later a patent for a related amendment for determining the distance to the ship. He also got a British patent on September 23, 1904 for the first full radar application, which he called Telemobiloscope.
Definition of Radar
Radar is an object-detection system which uses radio waves to determine the range, altitude, direction, or speed of objects. It can be used to detect aircraft, ships, spacecraft, guided missiles, motor vehicles, weather formations, and terrain. The radar dish or antenna transmits pulses of radio waves or microwaves which bounce off any object in their path. The object returns a tiny part of the wave's energy to a dish or antenna which is usually located at the same site as the transmitter. Radar was secretly developed by several nations before and during World War II. The term RADAR was coined in 1941 by the United States Navy as an acronym for Radio Detection And Ranging. The term radar has since entered English and other languages as the common noun radar, losing all capitalization.
page 80
M. A. Kawsar (08305058)
Applications of Radar
Fig-6.1.1 Commercial marine radar antenna (Ref. M.V. BANGLAR URMI)
Marine radars are used to measure the bearing and distance of ships to prevent collision with other ships, to navigate, and to fix their position at sea when within range of shore or other fixed references such as islands, buoys, and lightships. In port or in harbour, vessel traffic service radar systems are used to monitor and regulate ship movements in busy waters. Police forces use radar guns to monitor vehicle speeds on the roads.
Principles of Radar
A radar system has a transmitter that emits radio waves called radar signals in predetermined directions. When these come into contact with an object they are usually reflected or scattered in many directions. Radar signals are reflected especially well by materials of considerable electrical conductivity especially by most metals, by seawater, by wet land, and by wetlands. Some of these make the use of radar altimeters possible. The radar signals that are reflected back towards the transmitter are the desirable ones that make radar work. If the object is moving either toward or away from the transmitter, there is a slight equivalent change in the frequency of the radio waves, caused by the Doppler Effect.
page 81
M. A. Kawsar (08305058)
Operation of the Marine Radar
Fig-6.1.2 An Electrical Engineer is operating a radar (Left), Display of Radar Screen (Right) (Ref. The photo was taken during operation in the ship)
The ship radar has a screen that displays all the objects that are present in the immediate range of the radar. Since all the objects are clearly visible on the screen, navigating and monitoring the position of the ship becomes really feasible The operation of the marine radars can be explained as follows:

There is an antenna on the top of the radar that continuously rotates and flashes. The flashes actually are frequency beams that are transmitted from the radar to find out whether there any objects present in the path of the ship.
The frequency and the time taken by the flashes to return (reflections) to the radar receiver of the ship helps to find out whether the route of the boat can be continued with or not.
On the display screen, the reflections can be seen so that identifying the actual distance of the objects can be even easier.
page 82
M. A. Kawsar (08305058)
Signal Processing of Radar
Fig-6.1.3 Over all connection diagram of radar signal processing (Ref. ABB Marine from Online)
One way to measure the distance to an object is to transmit a short pulse of radio signal (electromagnetic radiation) and measure the time it takes for the reflection to return. The distance is one-half the product of the round trip time (because the signal has to travel to the target and then back to the receiver) and the speed of the signal. Since radio waves travel at the speed of light, accurate distance measurement requires high-performance electronics. In most cases, the receiver does not detect the return while the signal is being transmitted. Through the use of a duplexer, the radar switches between transmitting and receiving at a predetermined rate. A similar effect imposes a maximum range as well. In order to maximize range, longer times between pulses should be used, referred to as a pulse repetition time, or its reciprocal, pulse repetition frequency.
page 83
M. A. Kawsar (08305058)
These two effects tend to be at odds with each other, and it is not easy to combine both good short range and good long range in single radar. This is because the short pulses needed for a good minimum range broadcast have less total energy, making the returns much smaller and the target harder to detect. This could be offset by using more pulses, but this would shorten the maximum range. So, each radar is uses a particular type of signal. Long-range radars tend to use long pulses with long delays between them, and short range radars use smaller pulses with less time between them. As electronics have improved many types of radar now can change their pulse repetition frequency, thereby changing their range. The newest radars fire two pulses during one cell, one for short range (10 km /6.2 miles) and a separate signal for longer ranges (100 km /62 miles).
Advantages of Radar
With the help of ship radar, accidents can be prevented in the oceanic area. However, even while the ships are docked in the port, with the help of these radars, the coast guard and the other authorities can use them to monitor the traffic in the small radar range. The most important point about marine radars is that the screens used to view the position of the objects are either LED screens or monochrome screens. With such perfect screens, the clarity of the objects is highlighted even further. Also since these screens are water-proof there is no threat of interruption to the ship radar system in times of rough weather. The tracking ship system has further been developed to include even boats. This means that even boat owners can be assured of their vessels safety while on the water. One major advantage of the marine radars is that the power and electricity consumption by them is far too less. This means that the marine radars are not just user-friendly but also help the ship owner to regulate the cost of power and electricity. Radar has been a major instrument to help marine navigation since the past six decades. Over the years, the radar technology has developed to include not just aircrafts but ships as well. Marine travel and safety, thus has become very feasible.
page 84
M. A. Kawsar (08305058)
6.2 Overview of LRIT

Definition of LRIT
The Long-Range Identification and Tracking (LRIT) system provides for the global identification and tracking of ships. The obligations of ships to transmit LRIT information and the rights and obligations of SOLAS Contracting Governments and of Search and rescue services to receive LRIT information are established in regulation V/19-1 of the 1974 SOLAS Convention.
Applications of LRIT
The LRIT system consists of the ship borne, LRIT information transmitting equipment, the Communication Service Provider(s), the Application Service Provider(s), the LRIT Data Centre(s), including any related Vessel Monitoring System(s), the LRIT Data Distribution Plan and the International LRIT Data Exchange. Certain aspects of the performance of the LRIT system are reviewed or audited by the LRIT Coordinator acting on behalf of all SOLAS Contracting Governments. LRIT information is provided to Contracting Governments to the 1974 SOLAS Convention and Search and rescue services entitled to receive the information, upon request, through a system of National, Regional and Cooperative LRIT Data Centres using the International LRIT Data Exchange.
Each Administration should provide to the LRIT Data Centre it has selected, a list of the ships entitled to fly its flag, which are required to transmit LRIT information, together with other salient details and should update, without undue delay, such lists as and when changes occur. Ships should only transmit the LRIT information to the LRIT Data Centre selected by their Administration.
Principles of LRIT
The LRIT system involves a request and response process, with various components linked together. Ship LRIT equipment must be capable of being configured to transmit information
page 85
M. A. Kawsar (08305058)
as an Automatic Position Report (APR). The APR includes the identity of the ship, the position of the ship and the date and time of the position report.
In addition, the equipment must be able to respond to poll requests for an on-demand position report and be able to immediately respond to instructions to modify the APR interval to a frequency of a maximum of one report every 15 minutes. The equipment requirement may be met through existing GMDSS Inmarsat equipment, or it may be necessary to install equipment designed to be LRIT compliant testing has been designed to ensure whatever equipment is used will work within the overall LRIT system. Ship owners should be aware of the Application Service Provider (ASP) that their flag has recognized or authorized to undertake testing.
Fig-6.2.1 Data exchange system of LRIT (Ref. ABB Marine)
Operational Concept of LRIT

LRIT is a maritime domain awareness (MDA) initiative to enhance maritime safety, security and protect the marine environment. LRIT allows Member States to receive position reports
page 86
M. A. Kawsar (08305058)
from vessels operating under their flag, vessels seeking entry to a port within their territory, or vessels operating in proximity to the States coastline. There are two aspects to LRIT: 1) The reporting aspect where vessels to which LRIT applies report their identity and position, with a date/time stamp, every six hours (four times per day). 2) The receiving aspect where coastal States can purchase reports when vessels are within 1,000 nautical miles, or where port States can purchase reports when vessels seek entry to a port at a pre-determined distance or time from that port (up to 96 hours pre-entry).
Put in simple terms, LRIT is a collection and distribution system for basic information on vessels, and applies to the following ships engaged on international voyages:
All passenger ships including high speed craft; Cargo ships, including high speed craft of 300 gross tonnage and above; and Mobile off shore drilling units.
Ships operating exclusively in GMDSS Sea Area A1 and fitted with an Automatic Identification System (AIS) are exempt from LRIT requirements, while ships operating in Sea Areas A2, A3 and A4 are required to be fitted with a system to automatically transmit LRIT information in accordance with SOLAS Regulations1. Vessels limited to domestic voyages for example coastal trading vessels that only travel between Australian ports, do not reflect the definition of International Voyage and are not required to report to LRIT. However, if a vessel that normally does coastal trading proceeds to an international port for any reason, including dry dock, they will need to either fully comply with the LRIT requirements or apply for an exemption for the duration of the international voyage.
page 87
M. A. Kawsar (08305058)
6.3 Electronics Navigation
Fig-6.3.1 Eleectronics Navigation (Ref. ABB Marine)
The aim is to develop a strategic vision for e-navigation, to integrate existing and new navigational tools, in particular electronic tools, in an all-embracing system that will contribute to enhanced navigational safety (with all the positive repercussions this will have on maritime safety overall and environmental protection) while simultaneously reducing the burden on the navigator. As the basic technology for such an innovative step is already available, the challenge lies in ensuring the availability of all the other components of the system, including electronic navigational charts, and in using it effectively in order to simplify, to the benefit of the mariner, the display of the occasional local navigational environment. E-navigation would thus incorporate new technologies in a structured way and ensure that their use is compliant with the various navigational communication technologies and services that are already available, providing an overarching, accurate, secure and costeffective system with the potential to provide global coverage for ships of all sizes.
page 88
M. A. Kawsar (08305058)
6.4 AIS Transponders

Automatic identification systems (AISs) are designed to be capable of providing information about the ship to other ships and to coastal authorities automatically. The AIS shipborne equipment, like any other shipborne transceiver operating in the VHF maritime band, may cause interference to a ship.s VHF radiotelephone. Because AIS is a digital system, this interference may occur as a periodic (e.g. every 20 s) soft clicking sound on a ship.s radiotelephone. This affect may become more noticeable when the VHF radiotelephone antenna is located near the AIS VHF antenna and when the radiotelephone is operating on channels near the AIS operating channels (e.g. channels 27, 28 and 86).
Attention should be paid to the location and installation of different antennas in order to obtain the best possible efficiency. Special attention should be paid to the installation of mandatory antennas like the AIS antennas.
Location of the mandatory AIS VHF antenna should be carefully considered. Digital communication is more sensitive than analogue/voice communication to interference created by reflections in obstructions like masts and booms. It may be necessary to relocate the VHF radiotelephone antenna to minimize interference effects.
6.5 Marine VHF Radio
Marine VHF radio is used by all large ships and most seagoing small craft to summon rescue services and communicate with harbors, locks, bridges and marinas. A marine VHF set combines a transmitter and receiver and only operates on standard, international frequencies specified for marine use.
page 89
M. A. Kawsar (08305058)
6.6 Ships Voyage Data Recorders (SVDR)

Like the black boxes carried on aircraft, VDRs enable accident investigators to review procedures and instructions in the moments before an incident and help to identify the cause of any accident.
Fig-6.6.1 Location of SVDR (Ref. marineinsight.com, 2012)
Performance standards for VDRs were adopted in 1997 and give details on data to be recorded and VDR specifications. They state that the VDR should continuously maintain sequential records of pre-selected data items relating to status and output of the ship's equipment and command and control of the ship. The VDR should be installed in a protective capsule that is brightly coloured and fitted with an appropriate device to aid location. It should be entirely automatic in normal operation. Recovery of the VDR information should be undertaken as soon as possible after an accident in order to best preserve the relevant evidence for use by both the accident investigators and the ship owner. It has recently been reported by some marine incident investigators that some ships crews are not sufficiently well familiarised with the recording system of the VDR, and consequently the information in some cases was not saved, and was then overwritten or the copy was damaged.
page 90
M. A. Kawsar (08305058)
7. Conclusions
This report discussed a new automated intelligent reconfiguration/restoration system for shipboard electrical systems. The system automatically assesses a shipboard power system's fault conditions for damage, identifies catastrophic failure, localizes the affected cables and loads, and then reconfigures and restores power to vital loads and as many of the remaining loads as possible. This new technique makes the system more reliable in providing continuous electric supply and reduces the manpower required to operate the system under faulted conditions. This Report contains the power generation, communication system and Troubleshooting of different types of equipment in ships engine room. During four months of my practicum session, I have learned practical knowledge about how to power generate in marine vessels and how to communicate between ships and shore. I am fortunate enough for getting the opportunity of doing my internship in well developed organization. During the internship period I have got warm co-operation from all personnel involved from operational, management and administration. Finally I would like to thank all of them.
8.
Recommendations
After enough hard working with ship electrical and electronics systems and adequate research on this discipline and thorough knowledge of ship electrical and electronics and their appropriate utilization, the following recommendations can be undertaken with respect to: There is a great chance for the electrical engineering student to work with marine vessel. As there are so many sophisticated and modern electrical equipments in the marine vessel, student can learn a lot and can be an expert in specific area. The knowledge on marine vessel can help them to get marine associated job. Power loss of the different motor or generator can be reduced by close inspection in marine vessel. Fault of the different electrical machine can be identified by testing them time to time. The knowledge on vessels complex electrical system will help a
page 91
M. A. Kawsar (08305058)
person to understand similar electrical system easily. There is a great chance for an electrical engineer to develop his skill and expertise. Beside engineering experience, there is an opportunity of learning vessels sailing and international roaming. There is an immense scope of sharing engineering views and ideas with the engineers of different countries. There is a great opportunity to strengthen the basic electrical knowledge. Getting a chance of a trainee electrical engineer, it is possible to gain work in the same field and can be further improved the skill, knowledge and expertise in this area to expand the electrical and electronics engineering field in the global context.
9.
References
9.1
[1]. [2]. [3]. [4]. [5]. [6]. [7]. [8]. [9]. [10]. [11]. [12]. [13].
Online sources
www.bsc.gov.bd www.marineinsight.com www.abb.com/marine www.imo.org www.google.com www.answer.com www.wikipedia.com www.woodward.com/power www.iacs.org.uk www.hse.gov.uk http://www.need.org/needpdf/infobook_activities/PriInfo/SourcesP.pdf http://www.shipspotting.com/gallery/photo.php?lid=1282183 http://www.banglapedia.org/httpdocs/HT/B_0248.HTM
9.2
[1]. [2].
Bibliography
Adnanes, A.K (2003), Maritime Electrical Installations and Diesel Electric Propulsion, Tutorial Report/Textbook, ABB Marine AS, Oslo, Norway Adnanes, A.K (2004) Maritime Electrical Installations Lecture Slides, Marine Control Systems, Marine Cybernetics, Department of Marine Technology, NTNU, Trondheim, Norway,
page 92
M. A. Kawsar (08305058)
[3].
Adnanes, A.K., Srensen, A.J and Hackman, T (1997), Essential Characteristics of Electrical Propulsion and Thruster Drives in DP Vessels, DYNAMIC POSITIONING CONFERENCE Banglapedia National Encyclopedia of Bangladesh. Direct and Alternating Current Machinery- Rosenblatt Friedman Daniels, A.R. (1985). Introduction to Electrical Machines. Macmillan. ISBN 0-333-19627 Flanagan, W (1993). Handbook of Transformer Design and Applications. McGraw-Hill. ISBN 0-0702-1291-0. Gottlieb, I (1998). Practical Transformer Handbook. Elsevier. ISBN 0-75063992-X. Harlow, James (2004). Electric Power Transformer Engineering. CRC Press. ISBN 0-8493-1704-5. Heathcote, M (1998). J & P Transformer Book, Twelfth edition. Newnes. ISBN 0-7506-1158-8. Hindmarsh, J (1977). Electrical Machines and their Applications, 4th edition. Exeter: Pergammon. ISBN 0-08-030573-3. IACS (2004), Requirements Concerning Machinery Installation, International Association of Classification Societies, Introduction to Electrical Engineering- V.K. Mehta Kulkarni, S.V. & Khaparde, S.A. (2004). Transformer Engineering: design and practice. CRC Press. ISBN 0-8247-5653-3. Marine Electrical Equipment and Practice- H.D.McGeorge, C.Eng.,F.I.Mar.E. May, J.J and Foss H (2000), Power Management System for the "Deepwater Horizon" a Dynamically Positioned All Weather Semisubmersible, Dynamic Positioning Conference, Practical Marine Electrical Knowledge- D. T. Hall. Marine Electrotechnology and Electronics- Vikram Gokhala, N. Nanda. Marine Electrical Practice- G.O. Watson McLaren, P (1984). Elementary Electric Power and Machines. Ellis Horwood. ISBN 0-4702-0057-X. McLyman, C.W (2004). Transformer and Inductor Design Handbook. CRC. ISBN 0-8247-5393-3. Pansini, A (1999). Electrical Transformers and Power Equipment. CRC Press. p. 23. ISBN 0-8817-3311-3. Power Plant Engineering- G.R. Nagpal Principles of Power system- V.K.Mehta, Pohit Mehta. Ryan, H.M. (2004). High Voltage Engineering and Testing. CRC Press. ISBN 0-8529-6775
[4]. [5]. [6]. [7]. [8]. [9]. [10]. [11]. [12]. [13]. [14]. [15]. [16].
[17]. [18]. [19]. [20]. [21]. [22]. [23]. [24]. [25].
page 93
M. A. Kawsar (08305058)
[26]. [27]. [28]. [29].
Say, M.G. (1983). Alternating Current Machines, Fifth Edition. London: Pitman. ISBN 0-273-01969-4. Theraja, B.L. and Theraja, A.K (undated). Text Book of Electrical Technology Winders, J (2002). Power Transformer Principles and Applications. CRC. ISBN 0-8247-0766-4, Woodward Co (2004), Governing Fundamentals and Power Management.
10. Appendix
10.1 List of Acronyms/Abbreviations used in the report
AC AIS AMSA ASP AVR BMA BMTI BSC BSFC CSP CT DB DC DDP DP EFA FAT FIRE FPFF GISIS Alternating Current Automatic Identification System Australian Maritime Safety Authority Application Service Provider Automatic Voltage Regulator Bangladesh Marine Academy Bangladesh Maritime Training Institute Bangladesh Shipping Corporation Break Specific Fuel Consumption Communication Service Provider Current Transformer Distribution Board Direct Current Data Distribution Plan Dynamic Positioning Elementary First Aid Factory Acceptance Test Find Inform Restricted Extinguish Fire Prevention & Fire Fighting Global Integrated Shipping Information System
page 94
M. A. Kawsar (08305058)
GMDSS HP HT HVAC HVCB HVDC HVPS IAPH IDC IDE IIMT IMO IMSO IP ISM ISPS ISSC KVA KVAR KW KWH LES LF LRIT LT LVCB MCB MCCB MDB MIST
Global Maritime Distress and Safety System Horse Power High Tension High Voltage Alternating Current High Voltage Circuit Breakers High Voltage Direct Current High Voltage Power Supply International Association of Ports & Harbors International Data Centre International Data Exchange International Institute of Maritime Technology International Maritime Organisation International Mobile Satellite Organization Internet Protocol International Safety Management International Ship and Port Facility Security International Ship Security Certificate Kilo Volt Ampere Kilo Volt Ampere Reactance Kilo Watts Kilo Watts Hour Land Earth Station Low Frequency Long Range Identification and Tracking Low Tension Low Voltage Circuit Breakers Miniature Circuit Breaker Molded Case Circuit Breaker Main Distribution Board Maritime Institute of Science and Technology
page 95
M. A. Kawsar (08305058)
MMSI MV MVCB MW NMI PF PFIP PKI PLC PMMC PMS PSSR PST PT RADAR RCA RFP RPM SAR SMC SMS SOAP SOLAS STCW SVDR UPS VMS VPN WS
Maritime Mobile Service Identity Motor Vessel Medium Voltage Circuit Breakers Mega Watts National Maritime Institution Power Factor Power Factor Improvement Plant Public Key Infrastructure Programmable Logic Controller Permanent Magnet Moving Coil Power Management System Personal Safety & Social Responsibilities Personal Survival Techniques Potential Transformer Radio Detection and Ranging Redundancy and Criticality Assessment Request for Proposal Revolution Per Minute Search and Rescue Safety Management Certificate Safety Management System Simple Object Access Protocol International Convention for the Safety of Life at Sea Standard Training of Certification and Watch keeping for Seafarer Ships Voyage Data Recorder Uninterruptible Power Supply Vessel Monitoring System Virtual Private Network Web Service
page 96
M. A. Kawsar (08305058)
WWW
World Wide Web
10.2 Glossary used in the report

KVA - Kilovolt Ampere rating that is a measurement of the output of a transformer without exceeding a certain temperature. Load - The quantity of electric power supplied or necessitated at any particular spot in the system. Also a requirement of the KVA or VA from the transformer; light bulbs are loads. Magnetic Shielding - This conductive material attenuates stray magnetic fields by its positioning around a transformer's coils. Polarity - The direction of the current between two leads. If the directions are the same then the leads have the same polarity. In electric transformers the polarity is classes as either additive or subtractive. Power Factor - Watts divided by volt amps, KW divided by KVA. Power factor: leading and lagging of voltage versus current caused by inductive or capacitive loads, and harmonic power Apparent Power Apparent Power is the product of the current and voltage of the circuit. it is the power which is drawn from the power system. Reactive Load Reactive Load actually dissipate power which is called reactive power, depending on the load and power factor of the network, the power factor controller will switch the necessary blocks of capacitors in steps to make sure the power factor stays above a selected value (usually demanded by the energy supplier), say 0.9 Filter - A complex system within the transformer that consists of capacitors, inductors, and a resistor; it provides a relative small opposition to specific frequencies or direct current, as it blocks or attenuates other frequencies. Flexible Connector - A conductor that can handle thermal expansion and contraction as well as reduce noise; Impedance - That the forces that resist the flow of current in AC circuits like resistance. Inrush Current - This is when the transformer has a short current surge through it, from residual flux, occurring at the moment energy is applied to the transformer.
page 97
M. A. Kawsar (08305058)
Rated Power - The total of the Volts and Amps derived from all the secondary windings. Resonance - A condition of an AC circuit in which capacitive and inductive reactance interact, resulting in maximum or minimum circuit impedance. Secondary Winding - On the load or output side, the connected transformer winding; Sudden Pressure Relay - Pressure switch device which detaches the transformer from line. Voltage - The measurement of the amount of force on a unit charge because of the surrounding charges. Voltage Taps - Supplemental connections to a winding which permit varying voltages from the same winding; typically utilized on the primary winding to permit the transformer to be used in different countries with varying line voltages Distributed Generation Facility - A facility for the generation of electricity with a capacity of no more than 15 megawatts that is located near the point where the electricity will be used or is in a location that will support the functioning of the electric power distribution grid. Distribution Feeder/Line - An electric line from an LDC substation or other supply point to customers that is operated at 50 kV or less, or as determined by the LDC. Arc Voltage - The voltage that appears across the contacts of circuit breaker during the arcing period is known as arc voltage. Its value is low except for the current zero, at current zero the arc voltage rises rapidly to peak value. It tends to maintain the current flow in the form of arc. Restriking Voltage - Its the transient voltage that appears across the contacts at or near current zero during arcing Period. This voltage is caused by rapid distribution of energy between magnetic and electric fields associated with plants and transmission lines of the system. Current interruption depends on this voltage. If the restriking voltage raises more rapidly than dielectric strength of medium arc persists for another half cycle else arc will fail to restrike. Faradays Law of Electromagnetic Induction - The Revolutionary law so called faradays lay of electromagnetic induction can be stated as below: Faraday's Law states that the induced
page 98
M. A. Kawsar (08305058)
electromotive force in a closed loop of wire is directly proportional to the time rate of change of magnetic flux through the loop i.e.,
e d dt
Or e n
d dt
Where n is the number of loop. RMS value electromagnetic force depends on the loop. This law is most significant because based on this law we are now producing electrical power to run industrial wheel. Ohms Law - The current (I) flowing through a conductor is direct proportional to the potential difference (V) across its ends provided the physical conditions (Temperature, Strain, etc) do not change i.e.,
I V
Or
V R Constant I
Where R is a constant of proportionality and is called resistances, which always oppose the flow of current. Voltage - Just like mechanical pressure (P) voltage is also called electrical pressure (V). This pressure is used to move loosely attracted electron to the outermost shell of a conductive material. Current - In effect if electric potential (V) the flow of charge in a definite direction of a close loop is called electric current (I). Power - The power of an electric appliance is the rate at which electric energy is converted into other forms of energy (e.g. heat, e.t.c).
page 99
M. A. Kawsar (08305058)
10.3 Charts/Photos/Pictures/Videos
Fig showing M.V. Banglar Urmi anchored in the sea (Source: Shipspotting, 2012)
Fig showing the ministry of shipping and its associated organizations (Ref. Mercantile Marine Department, 2012)
page 100

Internship Report On 'Power Generation, Utilization and Communication System of Marine Vessel

Загружено:

Сведения о документе

Оригинальное название

Авторское право

Доступные форматы

Поделиться этим документом

Поделиться или встроить документ

Параметры публикации

Этот документ был вам полезен?

Это неприемлемый материал?

Авторское право:

Доступные форматы

Internship Report On 'Power Generation, Utilization and Communication System of Marine Vessel

Загружено:

Авторское право:

Доступные форматы

International University of Business Agriculture & Technology

Due date: 10th August, 2012

Power generation, utilization and communication system of marine vessel

Power Generation, Utilization and Communication System of Marine Vessel

Power generation, utilization and communication system of marine vessel

Request for the Report

Mohammad Abu Kawsar ID # 08305058 Program: BSEEE

Power generation, utilization and communication system of marine vessel

Mohammad Abu Kawsar ID # 08305058 Program: BSEEE

Power generation, utilization and communication system of marine vessel

To Whom It May Concern

I wish your every success with your career.

Power generation, utilization and communication system of marine vessel

(Mohammad Abu Kawsar) ID # 08305058 Program: BSEEE

Power generation, utilization and communication system of marine vessel

Power generation, utilization and communication system of marine vessel

Power generation, utilization and communication system of marine vessel

5.1 5.2 5.3 5.4 5.5 5.6 5.7 5.8

Power generation, utilization and communication system of marine vessel

Power generation, utilization and communication system of marine vessel

Power generation, utilization and communication system of marine vessel

Power generation, utilization and communication system of marine vessel

Power generation, utilization and communication system of marine vessel

Power generation, utilization and communication system of marine vessel

2.2 Mission of BSC

2.3 Vision of BSC

2.4 Objectives of Bangladesh Shipping Corporation

Power generation, utilization and communication system of marine vessel

2.5 Future Plan of Bangladesh Shipping Corporation

2.6 Fleet Profile of Bangladesh Shipping Corporation

Power generation, utilization and communication system of marine vessel

1983 1983 1987 1984 1987 1988 1989 1991

France East Germany Denmark Spain Denmark China China China

13934 12680 14541 15552 14541 16771 16769 12945

9782 10383 8672 9840 8672 13125 13125 9927

21-01-1983 09-09-1983 15-05-1987 14-07-1987 14-10-1988 12-12-1988 12-10-1989 16-07-1991

2.7 Services of Bangladesh Shipping Corporation

2.7.2 Bangladesh/UK-Continent/Africa Liner Service

2.7.3 Bangladesh/Far East/Japan Liner Service

Power generation, utilization and communication system of marine vessel

2.7.4 Chartering & Tramping Service

2.7.4 Crude Oil Lightening

2.7.5 Food Grain Carrying

2.7.5 Food Grain Lightening

2.7.6 Ship Repair

Power generation, utilization and communication system of marine vessel

3. Hierarchy Level of Onboard Ships Personnel

Fig 3. Organogram of Onboard Ships Personnel

Power generation, utilization and communication system of marine vessel

3.2 Hierarchy Level of Deck Department of Onboard Ship

Fig 4. showing the Ship Captain on navigational operation (Ref. marineinsight.com)

Power generation, utilization and communication system of marine vessel

Duties of Chief Officer

Fig 5. showing a Chief Officer on navigational operation (Ref. marineineinsight.com)

Duties of Second Officer

Duties of Third Officer

Power generation, utilization and communication system of marine vessel

Duties of Deck Cadet

3.3 Hierarchy Level of Engine Department of Onboard Ship

Duties of Chief Engineer

Power generation, utilization and communication system of marine vessel

Duties of Second Engineer

Duties of Third Engineer