PSC, Class, Flag. Passing inspections without problems for an ETO

Greetings! I present to your attention the final article on inspections of systems and mechanisms on a vessel, in which the ship's ETO is involved in one way or another.

In this article I will try to collect the most important points that an electrician needs to know to successfully pass any inspection (PSC, Class, Flag). Here I will collect general recommendations that will be useful for electricians and engineers of different types of ships, but of course there are some nuances that I may not know about, so if you have something to share, then write in the comments to the article.

Below I suggest you briefly familiarize yourself with information about the types of ship inspections (PSC, Class, Flag and the American Coast Guard) in order to have a general idea of ​​these organizations and what they check on merchant ships.

What is PSC, Class, Flag and US Coast Guard?

Ship inspections such as PSC, Class and Flag have different purposes, are carried out by different organizations and concern different aspects of the ship's operation.

1. PSC (Port State Control)

Purpose: Checking compliance with international rules and standards (SOLAS, MARPOL, ISM Code, etc.) to ensure the safety of navigation, environmental protection and protection of seafarers' rights.

• Carried out by the port authority where the ship arrives.
• A random inspection of ships is carried out, mainly based on the risk profile.
• The inspector checks the documents, the condition of the ship, the equipment and the level of training of the crew.

Main areas of attention:

• Compliance with SOLAS, MARPOL, STCW requirements.
• Working condition of life-saving equipment, fire extinguishing systems, navigational instruments.
• Working and living conditions of the crew.

Consequences of non-compliance:

• Delay of the ship in port.
• Blacklisting (if non-compliance is systematic).
• Additional inspections in other ports.

2. Class (Classification Inspection)

Purpose: To check the ship's compliance with the rules and regulations of the classification society, which ensure the structural soundness and safety of the ship.

• Carried out by a classification society, for example, DNV, Lloyd's Register, ABS, BV, RINA, etc.

Inspections can be:

• Primary (classification): Inspection of the ship during the construction phase to issue a classification certificate.
• Recurring: Inspections at regular intervals (usually annually, mid-term and five-yearly inspections).
• Special: For example, after damage to the ship.

Main areas of attention:

• Ship hull.
• Mechanical systems (engines, generators, propeller-steering gear, etc.).
• Electronic systems.

Consequences of non-compliance:

• Revocation or suspension of the classification certificate, making the vessel unfit for service.

3. Flag (Flag inspection)

Purpose: Inspection of the vessel for compliance with national laws and international conventions on behalf of the state whose flag the vessel.

• Conducted by the flag administration or an authorized organization on behalf of the flag state.

May include:

• Routine inspections to maintain the ship's certificate.
• Additional inspections following incidents, complaints or at the request of the shipowner.

Key areas of focus:

• Compliance with national standards and requirements of international conventions (e.g. SOLAS, MARPOL).
• Serviceability of mandatory equipment.
• Availability and correctness of the vessel's documents.

Consequences of non-compliance:

• Prohibition of the vessel from operating under this flag.
• Penalties for the shipowner.

These inspections are interrelated, but each of them covers its own area. For example, to successfully pass the PSC it is important that the vessel is in good condition, and this often depends on compliance with class standards and flag requirements.

USCG (United States Coast Guard) is a military and civilian service responsible for safety, maritime border protection, and protection of the marine environment.

Types of US Coast Guard inspections of merchant ships:

1. Port State Control (PSC):

• The US Coast Guard serves as a PSC to inspect foreign ships calling at US ports.
• The main goal is to ensure that the vessel complies with international conventions such as:
• SOLAS (Safety of Life at Sea),
• MARPOL (Marine Environment Protection),
• STCW (Seafarer Training and Certification),
• MLC (Marine Labor).
• Documents, equipment condition, emergency systems, and crew qualifications are checked.
• The vessel may be detained if significant violations are found.

Inspection of U.S.-flagged vessels:

• Regular inspections of U.S. vessels to ensure they comply with national laws and classification standards.

Frequency of inspections:

• Annual Inspection.
• Periodic Inspection: Every five years or depending on the age of the vessel.

Inspections include structural integrity, safety systems, certificates, and crew working conditions.

3. Environmental Compliance:

Inspection of compliance with MARPOL and U.S. environmental laws such as:

• Clean Water Act,
• Act to Prevent Pollution from Ships.

Inspectors inspect ballast water management, oil spill prevention, and waste management systems.

4. Law Enforcement Boarding:

• Conducted at U.S. maritime borders to prevent smuggling, illegal fishing, and other illegal activities.
• Inspection of cargo, documents, routes, and crew status.

5. Post-Incident Inspection:

• Conducted in the event of an accident, oil spill, collision, or complaint of violation of laws.
• The main goal is to determine the cause of the incident and prevent recurrence.

How the inspection is performed:

1. Notification:

• The USCG may notify the ship's master of the inspection in advance or make an unannounced visit.

2. Documentary Inspection:

• Ship's certificates, logbook (e.g., Oil Record Book, Garbage Record Book).
• Crew licenses and training certificates.

3. Equipment Inspection:

• Emergency equipment (lifeboats, rafts, fire extinguishers).
• Pollution prevention systems.
• Ship's machinery and structural components.

4. Crew Readiness Check:

• Conducting emergency drills or knowledge tests (e.g., fire or oil spill procedures).

5. Compliance assessment:

• Checks whether the crew and vessel comply with approved management plans, such as environmental protection or anti-piracy.

Possible inspection results:

1. Vessel complies with requirements:

• Inspection completed without any comments. Vessel continues its voyage.

2. Minor non-compliances detected:

• The shipowner is issued an order to correct the deficiencies within the specified time frame.

3. Major non-compliances detected:

The vessel may be:

• Detained until the non-compliances are corrected.
• Blacklisted for additional inspections.
• Subject to fines or other sanctions.

Despite the fact that there are many organizations that inspect merchant ships, they all have much in common. In essence, they inspect the same thing. The main focus is on emergency and rescue equipment, fire extinguishing systems, navigation devices and ship propulsion systems, as well as compliance with environmental standards.

We will consider all inspections, as usual, from the side of the ship's electrical engineer, that is, only what concerns him. Usually, all inspections begin from the bridge and smoothly move to the engine room.

Inspections on the bridge

On the bridge, as a rule, they check the serviceability of navigation equipment, communication systems and emergency equipment for the safe operation of the vessel. For example, here are the central control posts of the Water Ingress System and Fire Alarm System. If these systems are being inspected, then the electrical engineer is connected, who activates the sensors at the request of the inspectors.

Without an ETO, many random checks are carried out, such as the serviceability of navigation lights, radar, ECDIS, magnetic and gyro compass, BNWAS, ALDIS lamps, the condition of GMDSS batteries, etc. If any problem is detected, an ETO may be called in.

Public Address & Talkback System

The Public Address System (PAS) on a ship is a public address system used to communicate important messages throughout the ship. It plays a key role in ensuring the safety and organization of the crew and passengers.

When checking this system, it is important that all loudspeakers throughout the ship are in good working order. Particular attention should be paid to the loudspeakers in the steering gear room, emergency diesel generator room, Master Station (lifeboat) and rescue boat.

Master station loudspeaker (free fall lifeboat)

Rescue boat loudspeaker

Talkback system is a two-way communication system that allows the crew to communicate between different parts of the vessel. Unlike the Public Address System, which transmits one-way messages, Talkback provides the ability to conduct a dialogue in real time.

The vessel may also be equipped with a Talkback system, the microphones of which are usually located on the bridge wings, on the forecastle, at the stern. This system must be in good working order, since it is an emergency one.

It is also worth mentioning ship telephony and emergency (battery or battery-free) communication. Usually, emergency telephones are installed on the bridge, in the steering gear room, in the emergency diesel generator room, in the fire station room, in the engine control room and near the emergency main engine control post. All these telephones (along with microphones and headphones) must be in working order.

Main and emergency telephones with headphones and microphones (emergency control post of the main engine)

Switch for phone operation from external headphones and microphone

Very often in such communication systems, switches for phone operation from external headphones and microphones fail, so special attention should be paid to them.

Emergency telephone with headphones and microphone in the steering gear room

Water Ingress System

The Water Ingress System (WIS) on a ship is a system for detecting water ingress into critical sections of the ship. It is designed to monitor the water level and promptly notify the crew of the threat of flooding, which is especially important for ensuring the safety of the ship and people on board.

Usually, this system is tested in empty holds (without cargo), as well as in the bosun store on FWD. Depending on the system, there may be different ways of checking, but usually it is about activating the flooding sensors. One or two sensors can be installed in each hold of the ship. If two sensors are installed, then usually one is at a height of 0.5 meters from the deck, the second at a height of 2 meters from the deck. When the first sensor is triggered, the PRE-ALARM signal is sent to the control panel on the bridge; when the second sensor is triggered, the MAIN ALARM signal is sent.

Water Ingress System SEM-DS Sensor Layout

If there is a diagram with two sensors, then most likely the sensors are capacitive and are triggered by sea (salt) water. To simulate an alarm, you need to collect sea water in a bottle and pour it into the hole with the sensor. Often this is not enough, because the holes can become clogged with dirt and cargo residue over time, so it is better to use some kind of tube with a constant supply of sea water. Sometimes there are special devices with flanges.

Water Ingress System SEM-DS

Example of testing Water Ingress System SEM-DS sensors

To test the SEM-DS system, you must first reduce the response time of the sensors from 30 seconds to 1 second. To do this, open the panel and set the DIP switches to the zero position according to the instructions.

DIP switches Water Ingress

After this, in the hold, apply a cotton cloth or gauze soaked in sea water to the sensor. The alarm on the panel is activated after 1 second. Since the sensors in the current sensitivity setting do not detect fresh water, use sea water for testing.

Water Ingress SEM-DS Sensor Testing Procedure

As you can see from the instructions above, it is enough to wet a rag with sea water and apply it to the sensor, sometimes this is enough.

Water Ingress sensors in the hold

Water Ingress sensor in the hold

Water Ingress SEM-DS Seamate Sensor Testing Process

If there is a circuit with one sensor, then most likely it is a pressure sensor, which is triggered depending on the pressure on its sensitive element. Such sensors also give two signals (depending on the pressure) PRE-ALARM and MAIN ALARM. To simulate the triggering of such a sensor, it is necessary to connect a tube with a flange to the receiving hole and create the required water pressure (fresh water is possible) in the connected tube.

Water Ingress Sensor Test Option

Water Ingress sensor in the bosun store

Magnetic sticks for testing Water Ingress sensors on barriers

SEALANTERN SLT-08C WATER INGRESS ALARM SYSTEM

HANLA IMS WATER INGRESS ALARM SYSTEM

There are systems, such as HANLA IMS, which provide a test of Water Ingress alarms on barriers. The system comes with special magnetic sticks that can be applied to metal points (reed switches are used) on the barrier boxes (Barrier Box), two points (two barriers - PRE-ALARM and MAIN ALARM), thus it is possible to simulate Water Ingress alarms of sensors. This test does not give a full picture of the operation of the sensors, but simplifies the test if such a test is suitable for the inspector.

Water Ingress Barrier Box

Variety of Water Ingress Sensors

Water Ingress WSFSANDER

Fire Alarm System (Fire Detection and Extinguishing Systems on a Ship)

Fire detection and extinguishing systems on a ship are described in the article: "Checking the fire systems on the vessel. What should an ETO know?".

Deck Checks

Rescue Boat and Davit Winch

A rescue boat is a specialized boat placed on board a ship, designed to carry out rescue operations. It is used to rescue people who have fallen overboard, tow life rafts, and perform other tasks related to safety at sea.

As for the rescue boat, it is important for the electrician that the boat's engine starts (especially if a battery start is provided) and all the lights are on (position light, search light, compass light). Rescue boat davit winch - a winch that lowers a rescue boat into the water, also attracts increased attention from inspectors. It is important that the crane davit works without any problems, and that its protections (limit switches and emergency stop) work. Usually, such davit, as in the photo below, have four limit switches: right, left, hook and handle.

Rescue boat

Position light (Rescue boat)

Search light (Rescue boat)

Compass light (Rescue boat)

Free-fall lifeboat

Free-fall lifeboat is a life-saving device installed on a vessel, which is lowered into the water by free fall during evacuation. This type of boat is designed for quick and safe descent of the crew in emergency situations, such as fire, flooding or other accidents on board.

As for the free-fall lifeboat, it is important for the electrician that the boat's engine starts (usually it is started from batteries) and all the lights are on (position light, search light, compass light and cabin light).

If the vessel has Conventional Lifeboat on the sides, then to the electrician adds overhead cranes, which also have their own limit switches (approximately as in the case of the Rescue boat davit winch). Otherwise, the checks of Free-fall and Conventional lifeboats are no different.

Lifeboat (checking the lighting - Search light and Cabin light)

Lifeboat (Checking Lighting - Compass Light and Position Light)

Lifeboat (charger)

By the way, I recommend reading two articles regarding problems related to lifeboats:

• Lifeboat does not start. Part 1. Troubleshooting
• Lifeboat engine does not start. Part 2. Troubleshooting

Engine room checks

Classically, almost all engine room checks by inspectors occur from the lower platforms. As a rule, bilge well floats are installed here, which they may ask to check. Usually, it is enough to activate one float to demonstrate the operation of the alarm.

Bilge Level Alarm - high water level alarm in the engine room bilge wells.

Oily Water Separator (OWS)

Bilge water separator is a device designed to separate oil products from water formed as a result of the operation of ship systems and equipment. Its main task is to purify water to a level of oil that is acceptable for discharge overboard in accordance with international MARPOL standards.

Bilge Water Separator

The main objective of this separator test procedure is to demonstrate the operation of the three-way valve (or solenoid valve) for discharging treated water (oil content ≤ 15 ppm) overboard. Also, the inspector usually wants to see how the separator stops and the discharge valve closes when the alarm is activated above 15 ppm.

• OWS BilgMon 4888 test video (valve)
• OWS BilgMon 4888 test video
• OWS BilgMon 4888 test video with a plate

The operation of the Bilge Water Separator is usually demonstrated by the 2nd engineer or chief engineer. The electrical engineer must be nearby during the separator test in case of any malfunction.

Deficiency! The crew avoided deficiency from the PSC in Saudi Arabia during the OWS demonstration. The engine room temperature rose above 50°C and the bilge water separator control panel malfunctioned during the inspection. As a result, the electrician was able to quickly reboot the panel and thus avoid deficiency.

OWS requirements and standards:

• The International Convention MARPOL 73/78, Appendix I, regulates the operation of separators and sets maximum permissible levels of oil content in water.
• The device must be certified and regularly inspected.
• The use of the OWS is mandatory to prevent pollution of the marine environment.

The bilge water separator is one of the most important devices on the vessel for the prevention of pollution of the marine environment, which is why it receives the most attention from inspectors. If any malfunction is detected in the operation of the OWS, the vessel may be arrested!

Important! Check the time set on the unit control panel, it must correspond to the universal coordinated time UTC. The history (date and time) of the separator operation must correspond to the Oil Record Book. 

Seawage Treatment Plant (STP)

A ship's Sewage Treatment Plant (STP) is designed to treat wastewater generated during the operation of the ship in compliance with international environmental standards such as MARPOL Annex IV.

Seawage Treatment Plant

Usually inspectors here may ask to check the float for high level. To demonstrate, it is necessary to re-feed the system with water and wait until the High Level float is triggered.

Engine Room Workshop

In the Engine Room Workshop it is important for the electrician to perform safe work with power tools and various machines (grinders, drills). Opposite each electrical panel there should be a rubber mat (more on this below), and each machine should have an emergency stop. At the same time, the drilling and grinding machines should have an emergency stop in the form of a pedal (Pedal Switch), painted red.

Lack of an emergency stop pedal for the machine (can be deficiency)

It happens that such pedals are not provided in the designs, so it is necessary to order and install them.

Emergency lighting

Emergency lights on a ship

Emergency Lights on a Ship (Emergency Escape from the Engine Room)

The Most Important Places Regarding Emergency Lighting on a Ship

In fact, all places on a ship are important in terms of emergency lighting, even emergency over bed lights in cabins, but there are some particularly important places that require increased attention from inspectors.

1. Life rafts, boats and launches;
2. Emergency Escape from the Engine Room;
3. Emergency Diesel Generator Room;
4. Emergency Fire Pump Room;
5. Emergency Main Engine Control Station.

Emergency Lighting (letter "E" on the light)

Important! All emergency lighting on the vessel must be marked accordingly: a red letter "E", a red round mark or painted completely red.

Emergency Lighting Near Liferaft

Deficiency! The Argentine PSC issued a warning because several emergency lights near the hatches had burned out. There were no liferafts or other emergency equipment nearby.

Emergency lighting near the lifeboat

Darkened area of ​​a fluorescent lamp

Fluorescent lamps

If you see a darkened area of ​​a fluorescent lamp, it is recommended to replace such lamps with new ones, because they may soon fail. And as usual, such lamps begin to flicker at the most inopportune moment, and often in front of inspectors. Therefore, it is better to replace them with new ones when darkening occurs.

Darkening of fluorescent lamps is associated with the degradation of the phosphor and other components.

A phosphor is a substance applied to the inner surface of the bulb that converts ultraviolet radiation into visible light. Over time, it loses its properties due to:

• Heating.
• Exposure to ultraviolet radiation.
• Chemical reactions inside the lamp.

Risk of complete failure. Darkening is often a sign that the lamp will soon stop working.

Change lamps in a timely manner. Darkened lamps are not only less efficient, but can also create additional stress on the luminaires.

Insulation resistance of ship networks and equipment

Insulation resistance of ship networks and equipment is an important parameter characterizing the state of electrical insulation of cables, equipment and electrical machines. It ensures the safe operation of the vessel, prevents current leaks and reduces the risk of accidents.

Insulation resistance standards

Cables:

• The minimum permissible insulation resistance for cables, according to the standards of the International Maritime Organization (IMO) and classification societies, is usually at least 1 megohm for networks with an operating voltage of up to 1000 V.
• For networks with a voltage above 1000 V, the requirements are more stringent and depend on specific standards and the type of cables.

Electrical equipment:

The insulation resistance of electric motors, generators and transformers is determined by the ratio of the insulation resistance to the winding voltage. Usually, the minimum permissible value is 1 megohm per 1 kV of operating voltage.

Busbars:

• For busbars and switchboards, the resistance value should be similar to the requirements for cables.

Factors Affecting Insulation Resistance:

• Humidity: High humidity reduces insulation resistance.
• Temperature: As the temperature rises, resistance decreases.
• Equipment Age: Over time, insulation ages and loses its properties.
• Contamination: Dust, dirt, and oil on the surface of the insulation can cause leakage current.

Insulation Resistance Testing

1. Measurement Method:

• The measurement is carried out with a megohmmeter at a standard test voltage (usually 500, 1000, or 2500 V).
• The test is carried out on disconnected and grounded equipment.

2. Procedure:

• Connect the device according to the instructions.
• Measure the resistance between phases, as well as between phases and ground.
• Compare the results with the standards.

3. Frequency:

• Measurements are carried out when putting the equipment into operation and regularly during operation (once a year or more often, if required by the regulations).

Threats of low insulation resistance:

• Current leaks.
• Damage to equipment.
• Increased risk of electrical fires.
• Loss of functionality of ship systems.

To maintain insulation resistance at the proper level, it is important to follow operating rules, conduct regular checks and promptly eliminate any defects identified.

Low insulation 220V (0.15 MOhm) on the main switchboard

Panel megohmmeter 220V (emergency equipment)

Panel megohmmeter 220V on the main switchboard

440V panel megohmmeter on the main switchboard

Panel megohmmeters on a ship are a red flag for inspectors and very often when the resistance is below 2MOhm, electricians have problems.

Deficiency! The Chinese PSC made a remark when low insulation resistance of 2MOhm 220V was detected on the main switchboard. In this case, we had to immediately eliminate this remark.

In addition, I recommend checking the alarm response time settings for low insulation on panel megohmmeters and in AMS (Alarm Monitoring System). It happens that the panel megohmmeter has a response time of 2 seconds (if it is possible to adjust it), and 2 seconds is also set in AMS, so the alarm response time will be 4 seconds, which is already a remark.

Example of alarm setting by time 30 seconds

Deficiency! Belgian PSC made a verbal remark that when the alarm for low insulation 440V was activated, the alarm in AMS was triggered only after 4 seconds. It turned out that the time settings overlapped, which is an incorrect setting. The alarm for low insulation resistance should be triggered immediately, without a time delay.

Video of checking the alarm for low insulation resistance 440V

Articles on the topic of low insulation on a ship:

• Low insulation 440V. First actions of the ETO
• Low insulation 220V. First actions of the ETO

Rubber mats. Gloves, boots, certificates

Rubber mats opposite the switchboards in the engine room of a ship are used to ensure the safety of the crew.

Insulation from electricity: Rubber mats protect a person from possible electric shock when working with electrical panels.

Torn rubber mat in the engine room

Torn rubber mats must be replaced. This may be a remark from inspectors. In addition to the fact that such a mat loses its protective properties, it also attracts attention due to its poor condition.

Rubber mat next to the service transformer

Certified mat

All rubber mats opposite electrical equipment panels must have the relevant, up-to-date certificates. It is also a good sign if the back of the mat has the IEC 61111 standard inscription.

Rubber mats intended for use opposite electrical equipment panels on a ship must meet certain standards and safety requirements. They usually require certificates confirming:

1. Compliance with electrical safety standards:

• IEC 61111 - for dielectric materials at the international level.

2. Materials and properties:

• Resistance to electric current.
• Resistance to sea water and climatic conditions (anti-corrosion properties).

3. Anti-slip characteristics:

• Certification for anti-slip coating may be mandatory to avoid accidents in rolling conditions.

4. Fire safety:

• Non-flammability or low flammability of the material.

5. Compliance with marine standards:

• Certificates from marine classification societies (e.g. ABS, DNV, Lloyd's Register) if the vessel operates in international waters.

Rubber mat opposite the main switchboard (MSB)

Rubber mats opposite the switchboards in the engine room

Important! There should be no moisture or water under the rubber dielectric mats. This is deficiency!

Water under rubber mat

Rubber gloves and boots for working under voltage must be in good condition. As a rule, they must be handed over to the shore for inspection once a year. If this is not done, it is advisable to order new gloves and boots at least once a year.

Deficiency! The vessel received a remark from the Russian PSC for not having special rubber boots for working under voltage.

Rubber gloves

Important! If rubber gloves are more than a year old and their certificate is not updated, you may receive a remark!

Rubber Gloves

Important! Up-to-date rubber gloves should be kept near the main switchboard, emergency switchboard, and other high-voltage equipment on the vessel.

When working under voltage on a vessel, it is important to follow strict safety precautions, including the use of dielectric protective equipment such as rubber gloves and boots. Here are the main points to consider:

Rubber gloves

1. Purpose:

Gloves protect hands from electric shock. They must comply with standards, such as IEC 60903 or GOST 12.4.103-83.

2. Protection classes:

The choice of gloves depends on the voltage level:

• Class 0: up to 1 kV.
• Class 1: up to 7.5 kV.
• Class 2: up to 17 kV.

3. Check before use:

• Inspect the gloves for cracks, cuts and other defects.
• Check for leaks by inflating them and holding air.

4. Storage:

• Keep gloves in a dry place, away from direct sunlight and oils.

Dielectric boots

1. Purpose:

Protect feet from conductive surfaces.

2. Standards:

Must comply with requirements such as IEC 61111 or GOST 13385-78.

3. Features:

• Made of rubber or other insulating materials.
• Resistant to slipping and mechanical damage.

4. Check:

• Before use, ensure there are no punctures, tears or dirt.

5. Additional recommendations

• Use protective equipment only in combination with other measures, such as insulating mats or platforms.
• Check the expiration date of protective equipment (usually 12 months from the date of manufacture).
• Conduct regular electrical tests of gloves and boots in accordance with regulations.

Electrician's reports

It is also worth mentioning the reports that the electrician makes (daily, weekly, monthly and semi-annually). All reports must be up to date.

Standard list of reports for an electrician (ETO):

• ETO DAILY WORK BOOK - daily reports on work done;
• ETO Work done May - monthly report on work done;
• Alarm and Monitoring Chek List - check of alarms and emergency systems according to PMS;
• ICCP & MGPS - monthly report on the cathodic protection of the vessel;
• FIRE DETECTORS LIST - report on checking of fire detectors and fire systems on the vessel;
• Batteries Logbook - weekly check of the ship's batteries;
• INSULATION RESISTANCE TEST RECORDS - semi-annual Megger Test of all electrical equipment according to PMS.

Earthing (Grounding) of ship's electrical equipment

Grounding of marine electrical equipment is one of the key safety measures that provides protection against electric shock, prevents damage to equipment and reduces the risk of fire. In sea and river vessels, electrical equipment is used in conditions of high humidity and vibration, which makes grounding especially important.

Basic principles of grounding marine electrical equipment:

1. Purpose of grounding:

• Protection of personnel from electric shock.
• Ensuring stable operation of electrical equipment.
• Prevention of electrocorrosion of metal structures.

2. Types of grounding on ships:

• Protective grounding: connecting metal equipment casings to the ship's hull or grounding loop to drain leakage currents.
• Working grounding: ensuring normal operation of electrical systems such as generators and transformers.
• Lightning protection: grounding to protect the vessel from the effects of a direct lightning strike.

3. Grounding loop:

• The ship's hull (in metal vessels) is usually used as a grounding loop.
• For vessels with non-metallic hulls, special conductors or grounding plates are used.

4. Features:

• On vessels with metal hulls, equipment is grounded through a direct connection to the hull.
• For isolated systems, such as hull insulation in power plants, separate grounding buses are used.

5. Materials:

• Highly conductive and corrosion-resistant materials (copper, tinned copper, aluminum) are used for grounding conductors.

6. Installation and testing:

• All connections must be made with minimal transition resistance.
• Regular testing of grounding circuits and connections is mandatory, especially after repair or modernization of the vessel.

Regulatory requirements

• Rules of classification societies (e.g. Russian Maritime Register of Shipping, DNV, Lloyd's Register).
• International standards such as the International Convention for the Safety of Life at Sea (SOLAS) and the International Electrotechnical Code (IEC).

Lack of grounding cable on accommodation ladder winch motor

Lack of external grounding cable on accommodation ladder winch motor may result in a remark from the inspector.

Lack of grounding cable on external light fitting

Lack of external grounding cable on external light fitting may result in a remark from the inspector.

Grounding cables on the sanitary fan

Deficiency! The vessel received a remark from the Russian PSC due to a missing grounding cable on the electric motor of the emergency fire pump.

Cranes (cargo, provision, bunker, engine room)

Usually the operation and protection of cranes is checked by the flag inspection. When checking any cranes, it is important for the electrician that all protections work. Usually these are emergency stop buttons, limit switches, as well as temperature and pressure sensors (if any).

By the way, I recommend reading the article "Work of an ETO on ships with cranes. What most often breaks on cargo cranes?", to get an idea of ​​​​cranes and their frequent breakdowns.

Provision crane

The provision crane (pictured above) has three limit switches (the boom's "up-down", the hook's "up" and the "right-left" limitation), as well as an emergency stop button on the remote control.

Machinery equipment

Unfortunately, it is impossible to write everything on the issue "Passing inspections without problems for an ETO" in one article and fully cover this topic, so below I suggest you familiarize yourself with the list of articles on machinery that are mandatory reading for successfully passing inspections.

1. Steering gear. There is a separate article for steering gears: "Steering gear protections on the vessel. Quick check for the inspector", which describes in detail the types of checks of the steering gear on a vessel.
2. Diesel generators. Diesel generator protections are discussed in the article: "Diesel Generator Protections. A Quick Check for an Inspector".
3. Emergency diesel generator and Blackout Test. The protections of the emergency diesel generator and the blackout test procedure on board a ship are discussed in the article: "Blackout Test. Protections of an emergency diesel generator".
4. Main engine. The protections of the main engine are discussed in the article: "Main Engine Protections. Quick Check for Inspectors".
5. Boilers. The protections of the boiler units are discussed in the article: "Boiler safety devices. A quick check for the surveyor".
6. Waste and sludge incinerators. The protections of waste and sludge incinerators are discussed in the article: "Incinerator protections. A quick check for the inspector".
7. Air compressors. The protections of the main air compressors are discussed in the article: "Checking protections of the main air compressors".

What I didn’t write about?

I didn’t write about the specifics of tanker inspections in this article because I didn’t work on them. These vessels have so-called SIRE inspections.

The Ship Inspection Report Programme (SIRE) is a ship condition assessment system developed and managed by the Oil Companies International Marine Forum (OCIMF). The programme aims to improve shipping safety and prevent marine pollution by conducting independent inspections of vessels.

The main features of SIRE:

1. The purpose of the programme:

• To provide ship owners, charterers, terminals and other stakeholders with a standardised report on ship inspections.
• To reduce the risk of incidents related to ship operation.

2. Objective of inspections:

• Tanker vessels (oil, chemical, gas).
• Auxiliary vessels, such as tugs or supply vessels.

3. Inspection process:

Inspections are carried out by independent accredited inspectors who assess various aspects of the vessel’s operation, including:

• Technical condition of equipment.
• Compliance with safety and environmental standards.
• Crew competence.
• Procedures and documentation.

4. Reports and database:

• Inspections result in a standardized report that is added to the SIRE global database.
• Stakeholders with access to the database can use these reports to make decisions about cooperation with shipowners.

5. Benefits of the program:

• Reduction in duplication of inspections: one report can be used by different companies.
• Incentives shipowners to maintain high safety and quality standards.
• Reduction in the likelihood of incidents related to ship operations.

SIRE is one of the most widely used standards in the maritime industry and plays an important role in ensuring safety on tankers and other vessels.

It is important to understand that this article is not some kind of a 100% guide that will help any electrician on any type of vessel under any flag. This article will help someone fully, and for someone it will simply fill in some gaps. But there are no guarantees that everything is covered here and for every case.

Help fill in the gaps if you found them! If you have something to add to the article, then write in the comments and I will add your knowledge and experience to the article.

Rely on official requirements and work according to your PMS, type and flag of the vessel. Even on the same types of vessels there may be different flag requirements, so there is no universal advice and knowledge here.

Manuals! As you understood from the article, the most important thing for any checks is to rely only on official instructions. Therefore, I recommend our closed telegram channel Marine Engineering Manuals, which at the moment is already a huge database of all kinds of manuals for ship systems and equipment.

I hope this article was useful for you! Thank you for your attention!