Abstract
Piasau Slipways Sdn. Bhd. (PSSB) focuses on building tugboats,
barges and small vessels and also provides ship repair services.
Throughout these 13 training weeks, the industrial training
activities mainly focused on the piping system of two 55ton bollard
pull tug ships. The purpose of these 55ton bollard pull tug ships
is to import iron ores in bulk from Brazil, then further export the
processed iron ores through blending and pelletizing in smaller
vessels to other clients within the Asian regions. Once the harbor
tug ship is approved for sailing, the ship will be tendered over to
the owner, Nautilus Tug & Towage Sdn. Bhd. PSSB offers two
units of the 55ton Bollard Pull Tug ships, with the code/name of
YD408/BPT Larut and YD409/BPT Lumut respectively. This projects
tender started in early 2012 and the ships construction started on
1st September 2013 and currently one of the ships (YD408/BPT Larut)
had been successfully delivered to the owner on 22/2/2015.
Meanwhile, YD409/BPT Lumut was still under construction and was
expected to be completed by early March 2015.
There were 11 types of piping systems been exposed throughout
these 13 training weeks, under a 2 years experienced piping
engineer, Miss Elizacorina ak. Siguru supervision. Many types of
piping systems activities had been conducted and the activities
conducted were literatures studies on piping systems, site visit on
piping systems, assisted supervisor, contractors and yards foremen
in hands on the pipes and fittings, conducted material listing for
each of the piping systems, assisted engineers and Germanisher
Lloyd (GL) representative in doing inspection and last but not
least interact with other engineers on solving tasks given by
supervisor or any problems encountered throughout these 13 training
weeks.
Table of ContentsChapter 1: Backgrounds of Company1Chapter 2:
Summary of Duties32.1 Week 1 (1/12/2014 6/12/2014)32.2 Week 2
(8/12/2014 13/12/2014)72.3 Week 3 (15/12/2014 20/12/2014)132.4 Week
4 (22/12/2014 27/12/2014)152.5 Week 5 (29/12/2014 3/1/2015)172.6
Week 6 (5/1/2015 10/1/2015)192.7 Week 7 (12/1/2015 17/1/2015)212.8
Week 8 (19/1/2015 24/1/2015)232.9 Week 9 (26/1/2015
31/1/2015)252.10 Week 10 (2/2/2015 7/2/2015)272.11 Week 11
(9/2/2015 14/2/2015)292.12 Week 12 (16/2/2015 21/2/2015)312.13 Week
13 (23/2/2015 25/2/2015)35Chapter 3: Working Experience363.1
Project Carried Out363.2 Supervisory work593.3 Problem encountered
and solving experiences77Chapter 4: Conclusion80Reference
Lists81Appendix82Appendix A: Schematic diagrams of piping systems
in a BPT ship82
List of Tables Table 1: 55ton Bollard Pull Tug ship
details2Table 2: Week 1 summary of duties3Table 3: Pipes and bends
in ships5Table 4: Valves used in ships6Table 5: Week 2 summary of
duties7Table 6: Common fittings used in BPT ships8Table 7: Common
valves used in BPT ships9Table 8: Week 3 summary of duties13Table
9: Week 4 summary of duties15Table 10: Week 5 summary of
duties17Table 11: Week 6 summary of duties19Table 12: Week 7
summary of duties21Table 13: Week 8 summary of duties23Table 14:
Week 9 summary of duties25Table 15: Week 10 summary of
duties27Table 16: Week 11 summary of duties29Table 17: Week 12
summary of duties31Table 18: Several types of common piping
corrosion33Table 19: Corrosion and its preventions34Table 20: Week
13 summary of duties35Table 21: Material listing for bilge,
ballast, firemain & wash deck system39Table 22: Material
listing for fuel oil transfer system42Table 23: Material listing
for engine cooling system45Table 24: Material listing for domestic
fresh water & sea water supply48Table 25: Material listing for
grey water & black water system50Table 26: Material listing for
oily bilge & dirty oil system53Table 27: Material listing for
oil dispersant system54Table 28: Material listing for lube oil
system55Table 29: Material listing for external fire fighting
system57Table 30: Material listing for CO2 fire fighting
system58Table 31: Supervisory work for the BPT ships' piping
construction progress59Table 32: Summary of the construction
progress for both ships69
List of FiguresFigure 1: Flow chart of shipyard piping engineers
roles4Figure 2: Bilge, ballast, firemain & wash deck system
block diagram38Figure 3: Fuel oil transfer system block
diagram41Figure 4: Engine cooling system block diagram44Figure 5:
Domestic fresh water & sea water supply system block
diagram47Figure 6: Oily bilge & dirty oil system block
diagram52Figure 7: Lube oil piping system block diagram56Figure 8:
Exhaust pipeline for port side67Figure 9: Exhaust pipeline for
starboard side68Figure 10: Exhaust problem encountered77Figure 11:
Initial design for the new exhaust arrangement78Figure 12: Final
design for the new exhaust arrangement79
36Chapter 1: Backgrounds of Company
Piasau Slipways Sdn. Bhd. (PSSB) was formed on 17 October 1977,
located at Lot 516, Piasau Industrial Estate. During that time,
PSSB focused on building tugboats, barges and small vessels. PSSB
also provided ship repair services. As time passed by and high
fluctuation of economy, more vessels were required for timber
products transportation, PSSB decided to improvise their services
by constructed a new shipyard located at Lot 523, Kuala Baram
Industrial Estate, 98000, Miri, Sarawak (Shin Yang 2013). Ever
since 1996, PSSB had constructed and fabricated more than 199
vessels which include motor launch, dump barges, hopper barges,
coastal and deep sea tugboats, landing crafts, container vessels
and oil tankers for domestic and overseas market (Shin Yang
2013).
According to Shin Yang (2013), the vision of PSSB is to be the
Premier Shipbuilder & Integrated Marine Structural Fabricator
and One-stop Quality Marine Engineering & logistics service
provider in South East Asia and beyond. Meanwhile the missions are:
To operate a Modern Integrated shipbuilding base benchmarked for
Excellence in providing comprehensive, innovative and efficient
Quality services. Adaptability to changes to retain sustained
success and steadfast in commitments to Heath, Safety, Environment
and Quality values. Committed to achieve Quality Assurance
Management through quality Planning, quality Improvement and
quality control. An integrated and proactive Heath, Safety &
Environment Management System, with full concern for preserving the
Environment, health and safety of its Employees, Neighboring
Community and Customers
Currently, PSSB focuses on the construction of harbor tug ships,
which offers technical specification details within the scope of
supply and services for the ships design, engineering, construction
and performance of sea trials for the ships.
The current project ongoing in PSSB is the ship construction of
55ton Bollard Pull Tug (BPT) ship for VALE Malaysia Manufacturing
(VMM) Project, located at Teluk Rubiah, Perak state, Malaysia. As a
brief introduction of this project, the purpose of this project is
to import iron ores in bulk from Brazil, then further export the
processed iron ores through blending and pelletizing in smaller
vessels to other clients within the Asian regions. Once the harbor
tug ship is approved for sailing, the ship will be tendered over to
Nautilus Tug & Towage Sdn. Bhd. PSSB offers two units of the
55ton Bollard Pull Tug ships, with the code/name of YD408/BPT Larut
and YD409/BPT Lumut respectively. This projects tender started in
early 2012 and the ships construction started on 1st September 2013
and currently is still under construction and is expected to be
completed by early February next year, 2015. Based on the final
conceptual design, both of these BPT ships have identical details
as shown in Table 1 below:Table 1: 55ton Bollard Pull Tug ship
detailsShips detailsDimension
Length28.00m
Breadth11.80m
Depth5.00m
Submerged depth4.00m
Diesel oil tank capacity150.50m3
Fresh water tank capacity51.20m3
Number of engines2
Engines typeFour stroke diesel engines with turbochargers
Engine rating capacity1920kW @ 750RPM
Bollard pull forward performanceAbout 60.00 ton
Bollard pull aft performanceAbout 56.10 ton
Free running speed forward performance12 knots (maximum)
The supervisor in charge throughout these 13 training weeks is a
2 years experienced piping engineer, named Miss Elizacorina Ak.
Siguru.
Chapter 2: Summary of Duties2.1 Week 1 (1/12/2014 6/12/2014)
For the first week, few things regarding piping system for ships
were learnt which were summarized as shown in Table 2 below. Table
2: Week 1 summary of dutiesDateTimeDurationTypes of duties
1/12/201411.00 am15 minutesBriefing on piping engineers roles in
shipping.
2.00 pm3 hoursExposure on ship building, piping construction
standard and ship design titled: 55T Bollard Pull Tug ship, 2012
via AutoCAD software.
2/12/20149.00 am3 hoursIntroduction to pipes and bends on
ships.
3.30 pm1 hour & 15 minutesSite visit on YD408 ship for an
overview look of the ship.
3/12/20148.00 am4 hoursCase studies on YD408 ships piping system
based on the AutoCAD drawings.
2.00 pm2 hoursSite visit on YD409 ship for an overview look of
the ship.
4/12/20148.00 am4 hoursCase studies on YD408 ships piping
system, involving piping equipments.
2.00 pm2 hoursHands on piping equipments (fittings &
valves).
5/12/20148.00 am1 hour and 30 minutesSite visit on YD418 ship
for exposure on the valves and fittings installed in the ship.
10.00 am2 hoursConduct research on the fittings functions
installed in a ship.
2.30 pm2 hoursConduct research on the valves functions installed
in a ship.
6/12/20148.00 am3 hoursSite visit on YD408 and YD409 ships on
the piping alignments based on schematic diagrams.
Shipyard piping engineers play major role in reviewing and
amending the piping systems schematic diagram provided by the
designers implemented throughout the entire ships and purchase
logical amount of valves, fittings and pipes for the ships. Once
the piping system design is completed and approved for
construction, piping engineers will assist the constructors during
the construction process to ensure safe and smooth construction
process. A summarized shipyard piping engineers roles are shown in
a flow chart as shown in Figure 1.
Figure 1: Flow chart of shipyard piping engineers roles
For every ship, the mandatory components required are hull,
steamers, hold and hatch, mast, deck fittings, anchor, cable,
shackles, rooms and lastly cabins. The pipelines implemented for
these mandatory components come together with piping systems
equipments such as joint, vent, valves, sounding, pipes,
penetration and many more, which must follow the piping
construction standard for safe operations.
There are many types of bend and pipes used in ships, which can
be summarized as shown in Table 3 below. However, there are two
differences between pipes and tubes. Pipes are highly resistance
towards bending, meanwhile tubes are flexible. Besides, pipes are
classified based on the schedule and nominal diameter, A (Sch. 80,
250A), whilst pipes are classified based on the outer diameter and
thickness. Apart from bend and pipes, several types of valves are
used in the piping systems in ships which are summarized in Table
4.Table 3: Pipes and bends in shipsComponentFunctionExample
Pipe & tubesBasic piping equipment for transportation of
fluid (Sanguri 2012, 4).Pipe & tubes.
BendAllow integration of flexibility of design by change in flow
direction of the medium carried inside it (900 pipe bends) (Sanguri
2012, 10).Miter bends.
ElbowsAllow integration of flexibility of design by change in
flow direction of the medium carried inside it (450 and 900 pipe
bends) (Sanguri 2012, 10).Street bend.
NippleA pipe with male threads on each side to facilitate
joining (Sanguri 2012, 19).Hexagonal reducer nipple.
AdaptersExtend and terminate similar pipes and connect
dissimilar pipes (Sanguri 2012, 23).Hose adapter.Gauge adapter.
TeeExtend and terminate similar pipes and connect dissimilar
pipes (Sanguri 2012, 26).Street tee.Cross tee.
Table 4: Valves used in shipsValvesFunction
GateTo stop the fluid flow across the valve completely and
minimize pressure drop across the valve in fully opened position
(Vuthaluru 2014).
GlobeRegulate the fluid flow for on-off and throttling services
(Vuthaluru 2014).
ButterflySimilar as globe, but used for low pressure drop cases
(Vuthaluru 2014).
CheckTo allow the fluid to flow in one direction only (Vuthaluru
2014).
Stop cockTo regulate small fluid flow rate within the pipeline
(Vuthaluru 2014).
DiaphragmTo regulate corrosive and viscous fluid across the
valve (Vuthaluru 2014).
AngleSimilar as globe, but used with the presence of fittings
(Vuthaluru 2014).
ReliefRegulate fluid flow rate when pressure consideration is
required (Vuthaluru 2014).
BallFor flow control and on-off service for isolated fluid
(Vuthaluru 2014).
These scheduled site visits mainly focused on the piping systems
in both of the BPT ships, in order to have better and indepth
understanding on real life pipeline applications. These scheduled
site visits contributed knowledge on the type of valves and
fittings in 10 core piping systems presence which are bilge,
ballast, firemain & wash deck system, fuel oil transfer system,
engine cooling system, domestic fresh water & sea water supply
system, grey water & black water system, oily bilge & dirty
oil system, oil dispersant system, lube oil piping system, external
fire fighting system and CO2 fire fighting piping system.
Exposure on the floating dock and rexpeller were conducted too.
The purpose of this floating dock it to conduct ship repair and
docking for ships in the middle of the sea. Rexpeller is a newly
developed technology for ships movement as it combines both
propeller and rudder which promotes azimuth movement for the
ships.
2.2 Week 2 (8/12/2014 13/12/2014)
For the second week, few things regarding piping system for
ships were learnt which were summarized as shown in Table 5 below.
Table 5: Week 2 summary of dutiesDateTimeDurationTypes of
duties
8/12/20149.00 am3 hoursApplication of common fittings and valves
in both YD408 & YD409 BPT ships.
2.00 pm3 hoursBilge, ballast, firemain & wash deck piping
system analysis.
9/12/20149.00 am3 hoursFuel oil transfer piping system
analysis
2.00 pm2 hoursEngine cooling piping system analysis
10/12/20148.00 am3 hours and 30 minutesSite visit on both YD408
& YD409 BPT ships on bilge, ballast, firemain & wash deck,
fuel oil transfer, engine cooling and domestic fresh water &
sea water supply piping systems.
2.00 pm2 hoursDomestic fresh water & sea water supply piping
system analysis.
11/12/20148.00 am3 hoursGrey water & black water piping
system analysis.
2.00 pm2 hoursSite visit on YD408 BPT ships external fire
fighting piping system.
12/12/20148.00 am3 hoursOily bilge & dirty oil piping system
analysis.
2.00 pm2 hoursSite visit on YD408 BPT ships oily bilge &
dirty oil piping system.
13/12/20148.00 am4 hoursOil dispersant piping system and lube
oil piping system analysis.
Apart from doing research on the theoretical piping equipments
used in ships, analysis was done on the common piping equipments
(valves and fittings) used in the BPT ship, which are summarized in
Table 6 and Table 7 respectively. These analyses were required
before making any valves and fittings installation along the
pipelines.Table 6: Common fittings used in BPT
shipsFittingsApplications
Elbow Installed between pipes/tubings, which requires bending of
450 or 900. Galvanized steel short radius 450 elbows are used for
water circulation system, whilst cast iron short radius 450 is
widely used for lube oil and fuel oil system. Galvanized steel 900
street elbows are used for connection for hoses to valves, water
pressure pumps and deck drums.
Reducer To connect two pipes with different outer diameter/size
to meet the hydraulic flow requirements of the system. Widely used
reducers are bronze threaded reducer and copper sweat reducer.
Union To connect two pipes with same outer diameter/size to meet
the hydraulic flow requirements of the system through welding
process, without welding. Provide quick and convenient connection
of pipe and disconnection of pipes for maintenance.
Tee To extend and terminate similar pipes and connect dissimilar
pipes. Female tee is used to join male threads pipe in a
perpendicular direction. Male tee is used to join female threads
pipe in two perpendicular directions.
Flange Similar as union, however, gasket is needed in between
two flanges for the ease of pipe removal and maintenance. Welding
process is required.
Table 7: Common valves used in BPT shipsValvesApplications
Gate To minimize pressure drop across the valve in a fully
opened position. To ensure the fluid flows continuously to the
desired location, otherwise is stopped completely in case of
emergency situations. Uses in all of the piping systems.
SDNR Also known as Screw Down Non Return valve. To ensure that
the fluid flow in one direction across it, this is to prevent the
fluid from flowing back to the starting point.
Butterfly To regulate fluid flow rate at low pressure drop
applications. Usually connect with any flanged pipe. Common used
butterfly valves are geared type butterfly valves, for ease on
control.
Quick closing Applicable for emergency situations only, whereby
the valves will be used to stop all the fluid flow almost
immediately via controlling configurations in the control room.
Usually installed along the fuel oil systems pipeline.
Angle SDNR To regulate fluid flow rate at different altitude.
This valve transports horizontal fluid to upper area/move
vertically upwards and then move horizontally to the desired
location. These valves are used in engine cooling system.
Check To regulate the isolated fluid flow rate. Used in fuel oil
transfer system, to prevent the oil from been isolated in the
pipeline, which may cause blockage or difficulties in cleaning.
Angle storm Similar as angle SDNR valve, but the transportation
direction is different. Angle storm transports horizontal fluid to
lower area/move vertically downwards and then move horizontally to
the desired location. These valves are used in grey water &
black water system.
Angle To regulate fluid flow rate at any pressure drop
requirements. Usually connect with any flanged pipe.
Ball To regulate fluid with tendency of being isolated
throughout the pipeline. Usually applied in the fuel oil system, as
the fuel oil tends to isolated as time passes by.
Fire hydrant Transport CO2 from CO2 storage area located in main
deck to put out fire in the engine room. Applied for firemain
system only.
In a BPT ship, there are 10 main piping systems presence which
are bilge, ballast, firemain & wash deck system, fuel oil
transfer system, engine cooling system, domestic fresh water &
sea water supply system, grey water & black water system, oily
bilge & dirty oil system, oil dispersant system, lube oil
piping system, external fire fighting system and CO2 fire fighting
piping system. Detailed drawings, explanations and valves
applications are addressed in Section 3.1. All of the pipes used in
these systems must be flanged with the gap of 1.50m between two
pipes for the ease of construction, maintenance and removal (Lloyd
2012, 11-33).
Bilge, ballast, firemain & wash deck system In this system,
three different types of piping systems are installed, which are
bilge piping system, ballast piping system and firemain piping
system. The purpose of bilge piping system is to remove small
quantities of fluid that have leaked out or condensed into a dry
space with the aid of two centrifugal pumps. The purpose of ballast
piping system is to stabilize the ships weight and coordination by
adjusting the input, output and storage of the fresh water in the
ballast tank with the aid of a centrifugal pump. The purpose of
firemain piping system is to transport sea water for firefighting
system in the ship for both main deck and below main deck with the
aid of a centrifugal pump.
Fuel oil transfer system The purpose of this piping system is to
transport diesel oil to both main and auxiliary engines with the
aid of built-in centrifugal pump installed in each of the engine;
operated at 25m3/h @ 2bar powered by a 220V AC motor and a duplex
strainer. This system also transports diesel oil to generator for
electricity generation in the ship.
Engine cooling system The purpose of this piping system is to
transport sea water to cool down two main engines of the ship via
heat exchanger equipment installed in the engines circulated by
generator built-in pump. This system also transports sea water for
air cooling system.
Domestic fresh water and sea water supply system The purpose of
this system is to transport fresh water supply for ballast tank,
engine cooling, main deck area (toilet, galley/kitchen and washing
machine) and for window wiper water supply in wheelhouse deck area.
Generator with built-in heat exchanger is installed with the closed
fresh water circuit for heating and cooling function.
Grey water & black water system The purpose of this system
is to transport both grey water and black water away from the ship
either through overboard or into sewage tank. The black water means
human excretory waste from the washroom, whilst the grey water
means waste water produced other than human waste, such as from
kitchen/galley. Black water will be transported into a sewage
treatment plant for treatment and disinfection purposes and then
stored in a sewage tank or discharged to the sea through the below
main decks overboard. Grey water will be discharged directly to the
sea via main decks overboard. If the treated/waste water from the
sewage treatment plant and sewage tank is needed to be discharged
to the sea, the water can only be discharged at least 3 nautical
miles from the nearest land (Lloyd 2012, 11-49). Oily bilge &
dirty oil system The purpose of this system is to transport oily
waste fluid/bilge from various sections in the ships and dirty oil
from the engines into a sludge tank and oily water storage for
disposal upon docking. Strum box is required to filter out large
sized and non-biodegradable wastes before entering the sludge tank.
Two separate tanks are required to store oily bilge and dirty oil
respectively (Lloyd 2012, 11-42). Sludge tank is used to store
dirty oil/lubricant oil from the main engines, meanwhile oily water
storage is used to store oily bilge from various sections in the
ship.
Oil dispersant system The purpose of this system is to transport
oil from the dispersant tank to two dispersant booms at both
left/port and right/star board side for cleaning service. Since
most of the oily bilge, waste fluid and grey water are disposed
into the sea directly through overboard, thus the dispersant boom
system is required to clean the ships exterior from these
wastes.
Lube oil system The purpose of this system is to transport
lubricant oil from the sump tank to the main engines in order to
ensure the main engines operate smoothly, reliable lubrication in
order to have adequate heat transfer and also to reduce the
corrosion rate occurring in the main engines. According to Lloyd
(2012, 11-30), emergency lubrication oil supply can be installed
for the main engines in case of interruption of lubricating oil
supply from the main storage, and besides the lubricant oil
treatment is a mandatory for adequate treatment of the oil via
several processes such as filtering, purifiers and
centrifuging.
These scheduled site visits contributed knowledge on the piping
systems along with valves and fittings applications implemented in
the BPT ships.2.3 Week 3 (15/12/2014 20/12/2014)
For the third week, few things regarding piping system for ships
were learnt which were summarized as shown in Table 8 below. Table
8: Week 3 summary of dutiesDateTimeDurationTypes of duties
15/12/20149.00 am3 hoursExternal fire fighting and CO2 fire
fighting piping system analysis.
2.00 pm2 hoursComparison between external fire fighting,
firemain and CO2 fire fighting systems.
16/12/20148.30 am3 hours Site visit on YD408 BPT ships CO2 fire
fighting piping system.
2.00 pm2 hours and 30 minutesTeaching & learning session
with supervisor on the material purchasing technique and procedure
for valves to be installed for the BPT ships.
17/12/20148.00 am2 hoursSketch bilge, ballast, firemain &
wash deck piping system based on the schematic diagram.
10.30 am1 hourSite visit on both YD408 and YD409 BPT ships main
engines piping alignment.
2.00 pm2 hoursMaterial listing for bilge, ballast, firemain
& wash deck system.
18/12/20149.00 am2 hoursSketch fuel oil transfer piping system
based on the schematic diagram.
2.00 pm2 hoursMaterial listing for fuel oil transfer system.
19/12/20148.30 am2 hoursSketch engine cooling piping system
based on the schematic diagram.
2.00 pm2 hoursMaterial listing for engine cooling system.
20/12/20149.00 am2 hoursSite visit on YD408 BPT ships grey water
& black water piping system.
External fire fighting system The purpose of this system is to
transport foam from the storage located at below main deck area to
main deck and wheelhouse deck for external fire control purposes.
This system also transport foam to the fire monitor to put out fire
on the other ships and burning/fire zones. Air operated sirens are
installed as a part of the external fire fighting system, to
provide warning/emergency sound during emergencies. There are two
types of foam to be used, which are the low expansion foam and high
expansion foam. For the low expansion foam, the ratio volume of
foam produced to the mixture of water and foam concentration
supplied must not exceed 12:1, whereas for the high expansion form,
the ratio must not exceed 1000:1 (Lloyd, 12-28).
CO2 fire fighting system The purpose of this system is to
transport CO2 from the CO2 room located at the main deck to 12
different positions at the below main deck area for fire fighting
purpose. The difference between this system and the firemain system
is that; CO2 fire fighting system uses CO2, whereas firemain system
uses sea water to put out fire in the below main deck area.
However, firemain is only used as the last resort where CO2 fire
fighting system fails to put out the fire completely.
The aim of this teaching & learning session with supervisor
on the material listing for purchasing technique and procedure of
piping materials was to make quantitative and qualitative analysis
on choosing valves and materials for the piping systems based on
the schematic diagram. Drawing review on materials basis was
required to ensure the material list provided by the designers is
accurate. To conduct material listing, few criteria are required,
such as items, size, material, allowable pressure drop and
materials purchased reference number (JIS). The reference numbers
are usually referred to the supplier such as Sun Korea Co., LTD.
(2005) and Najin Corp. (n.d.) Material listing for all of the 10
systems based on the schematic diagram were and tabulated in
Section 3.1.2.4 Week 4 (22/12/2014 27/12/2014)
For the fourth week, the daily duties given and conducted were
summarized as shown in Table 9 below. Table 9: Week 4 summary of
dutiesDateTimeDurationTypes of duties
22/12/20148.00 am4 hoursCheck the construction progress of YD409
BPT ships pipeline piping system.
2.00 pm3 hoursSketch and conduct material listing for domestic
fresh water & sea water system based on the schematic
diagram.
23/12/20148.00 am3 hoursCheck the construction progress of both
YD408 &YD409 BPT ships pipeline piping system.
2.00 pm3 hoursSketch and conduct material listing for oily bilge
& dirty oil piping system based on the schematic diagram.
24/12/20149.00 am2 hoursConduct material listing for grey water
& black water and oil dispersant system based on the schematic
diagram.
2.00 pm2 hoursCheck the construction progress of both YD408
& YD409 BPT ships firemain and fuel oil piping system.
25/12/2014--None, due to public holiday (Christmas)
26/12/20149.00 am2 hoursLiterature studies on the BPT ships
Daihatsu main engines.
2.00 pm2 hoursHands on BPT ship main engines fittings
arrangement based on the manual.
27/12/20148.00 am3 hoursSketch and conduct material listing for
lube oil piping system based on the schematic diagram.
As for week 4, material listing and block diagram sketching
activities were continued for the remaining piping systems. Apart
from that, checking and updating the piping construction progress
for both YD408 and YD409 BPT ships were conducted to ensure the
construction progress ran smoothly. All of the construction
progress/supervisory work were summarized in Section 3.2.
Since the ships main engines piping system is the most crucial
system, a literature studies on the main engines was conducted. The
main engines used are Daihatsu main engine, built in Osaka, Japan,
with the function to provide both mechanical and electrical energy
for the ship at maximum continuous output of 1920kW @ 750RPM. In
order to understand the piping mechanisms of the main engines, the
arrangement of the main engines fitting and the relevant piping
system are required. The piping systems involved in these Daihatsu
main engines are ballast system, domestic fresh water & sea
water supply system, engine cooling system, fuel oil transfer
system, oily bilge & dirty oil system and lastly lube oil
system. The fitting arrangements are like lube oil inlet &
outlet, fresh water inlet & outlet, fuel oil inlet & outlet
and other fittings. Once the main engines fittings arrangements are
recognized, the alignment for the involved piping systems can be
conducted.
A hand on BPT ship main engines fittings arrangement based on
the manual was conducted. The purpose of this activity is to
provide industrial application on the piping connection in the
Daihatsu main engines. In practical, the piping connection
throughout the main engines are mostly welded and flanged with a
maximum distance gap of 1.50m. Daihatsu main engines required
lubricant oil, fuel oil, sea water and fresh water in order to
operate smoothly. Lubricant oil is used to provide sufficient oil
for smooth mechanical process; meanwhile fuel oil is used for
operating services. Both sea water and fresh water are used for
engine cooling system and also for cleaning service. Although this
activity is more to mechanical engineering applications, one
requires this knowledge in the piping field, so that the piping
misalignments can be reduced. 2.5 Week 5 (29/12/2014 3/1/2015)
For the fifth week, the daily duties given and conducted were
summarized as shown in Table 10 below. Table 10: Week 5 summary of
dutiesDateTimeDurationTypes of duties
29/12/20149.00 am2 hoursConduct material listing for CO2 fire
fighting and external fire fighting systems.
2.00 pm2 hoursCheck the piping construction progress of both
YD408 & YD409 BPT ships.
30/12/20149.00 am3 hoursRevised on the piping systems block
diagrams, processes and descriptions.
2.00 pm2 hoursRevise on the piping systems block diagrams,
processes and descriptions.
31/12/20148.00 am2 hours Check the piping construction progress
of both YD408 & YD409 BPT ships.
10.30 am1 hour and 30 minutesRevised on the piping systems block
diagrams, processes and descriptions.
2.00 pm40 minutesTask briefing for the upcoming Germanisher
Lloyd (GL) overboard checking.
3.00 pm1 hour and 30 minutesSite visit on YD408 BPT ships
overboard for the upcoming GL supervision.
1/1/2015--None, due to public holiday (New Year).
2/1/20158.00 am1 hourLiterature studies on a BPT ships
overboard.
9.30 am2 hoursAssist GLs representative on YD408 BPT ships
overboard checking.
2.00 pm2 hoursRevise on the piping systems block diagrams,
processes and descriptions.
3/1/2015--None, due to public holiday (S.A.W. birthday)
As for week 5, supervisory work for the piping construction
progress for both YD408 and YD409 BPT ships was continued, which
were summarized in Section 3.2.
All of the piping systems block diagram sketches and the process
flow explanation were revised to meet the ships classification
society, Germanisher Lloyd (GL) and also the constructor standard,
Shin Yang Shipyard Sdn. Bhd.
Meanwhile on 2/1/2015, a Germanisher Lloyd (GL) representative
Mr. Gan Chee Kian came to check the overboard position,
construction progress for YD408 BPT ship. To assist the GLs
representative, overboards schematic diagram and information such
as size, valve used, location and the height from the Draft Water
Level (DWL) are required. Detailed explanation and working
experience were addressed in Section 3.2.
2.6 Week 6 (5/1/2015 10/1/2015)
For the sixth week, the daily duties given and conducted were
summarized as shown in Table 11 below. Table 11: Week 6 summary of
dutiesDateTimeDurationTypes of duties
5/1/20159.00 am2 hoursCheck the piping construction progress of
both YD408 & YD409 BPT ships.
2.00 pm2 hoursSort out piping equipments of external fire
fighting system for both YD408 & YD409 ships.
6/1/20158.30 am3 hoursSite visit on YD408 ships main engines and
its external fire fighting systems piping alignments.
2.00 pm2 hoursCheck the air test status of YD409 BPT ships
bilge, ballast & firemain system.
7/1/20158.30 am1 hourLiterature studies on exhaust system.
10.00 am2 hoursCheck the piping construction progress of both
YD408 & YD409 BPT ships.
1.30 pm3 hoursCheck the air test status and piping construction
progress of YD409 BPT ships fresh water & sea water system.
8/1/20158.00 am1 hourExhaust system arrangement analysis.
9.30 am2 hoursSite visit on YD408 BPT ships main engines and
generators exhaust system.
2.00 pm2 hoursCheck the piping construction progress of both
YD408 & YD409 BPT ships.
9/1/20158.30 am3 hoursCheck the exhaust system installation
progress of both YD408 & YD409 BPT ships.
2.00 pm2 hoursProblem solving on the main engines exhaust.
10/1/20158.30 am3 hoursProblem solving on the main engines
exhaust.
As for week 6, supervisory work for the piping construction
progress for both YD408 and YD409 BPT ships was continued, which
were summarized in Section 3.2. However, a problem encountered
within one of the main engines exhaust system connection and
alignment. The problem encountered from the main engines left
side/starboard is that when the expansion joint, bend and the
silencer are connected as shown in Figure 10 in Section 3.3, the
drainage system for condensed exhaust vapour was unable to be
installed due to its unsuitability. In order to solve this problem,
knowledge, fittings and the mechanism of the exhaust system are
required. Thus, literature studies, site visit and analysis on the
main engines exhaust system were conducted in order to have better
understanding on the exhaust system. Problem solving for the
starboard side main engines exhaust system was addressed in Section
3.3.
As for the exhaust system literature studies, the fittings and
the mechanism of the exhaust system from exhaust piping arrangement
schematic diagram (Appendix A) is summarized as follow. Exhaust
system is applied for both main engines and its generators
(genset), whereby the main engines and the genset have their own
respective pipeline, fittings and arrangements. However, they have
the same purpose. The purpose of the exhaust system is to remove
exhaust gas from both main engines and genset, similar to any
vehicles. Both main engines and genset are connected with expansion
joint, silencer and lastly exhaust funnel. The function of
expansion joint is similar to flange which connect between pipes
for the easy of construction and removal. Meanwhile, silencer
reduces the exhaust sound to the minimal level and lastly the
exhaust funnel channels out the exhaust gas from the ship.
This system does not require any valves but require Schedule 40
seamless black mild steel pipes, except for the exhaust funnels
which require Schedule 40 stainless steel pipes. Besides, both of
the main engines and genset exhaust pipe are insulated with
aluminum sheet of 75mm and 50mm thick respectively, with mineral
wool in between the aluminum sheet and the exhaust pipeline for
heat insulation purpose.
2.7 Week 7 (12/1/2015 17/1/2015)
For the seventh week, daily duties given and conducted were
summarized as shown in Table 12 below. Table 12: Week 7 summary of
dutiesDateTimeDurationTypes of duties
12/1/20158.30 am3 hoursCheck both of the ships main engines
piping construction and air test progress.
2.00 pm2 hoursAssist supervisor in rearrange the pipe connection
due to misalignment in YD408 BPT ship.
13/1/20158.00 am3 hoursCheck both of the ships piping
construction progress and observe scupper installation
progress.
2.00 pm2 hoursRevised on main engines exhaust drawings.
14/1/20158.30 am2 hoursSite visit on hydraulic power pack
machinerys fittings and alignment.
11.00 am1 hourRevised on main engines exhaust drawings.
1.30 pm3 hoursCheck the piping construction progress of both
YD408 & YD409 BPT ships.
15/1/20158.30 am3 hoursCheck and update on the main engines
exhaust new design installation.
1.30 pm1 hourCheck on the scuppers installation progress on both
YD408 and YD409 BPT ships.
3.00 pm2 hoursRevised on the material listing for each
system.
16/1/20158.30 am3 hours Check both of the ships piping
construction progress and scuppers installation progress.
2.30 pm2 hoursRevised on the material listing for each
system.
17/1/20159.00 am2 hoursAssist supervisor in checking the
outstanding piping construction progress for both BPT ships.
As for week 7, supervisory work for the piping construction
progress for both YD408 and YD409 BPT ships was continued, which
were summarized in Section 3.2.
On 12/1/2015, scuppers were planned to be installed for both
ships main deck, one on port side and another on the starboard side
respectively, as water always accumulated on the main deck when it
rains. Therefore, this task was assigned to the yards welders and
fitters in order to speed up the construction progress and this
task was expected to be completed within 4 working days. Thus, an
additional supervisory work was assigned by supervisor, by checking
and updating the scuppers installation progress. This task was
completed on 16/1/2015.
Site visit on hydraulic power pack machinerys fittings and
alignment was conducted on 14/1/2015 in order to have better
understanding on the purpose and the piping connection; as the
hydraulic power pack was initially placed on YD408 BPT ship on
17/1/2015, whereas the hull and piping fitting and alignment will
be conducted on training week 8. The purpose of this hydraulic
power pack is to provide hydraulic power supply to the ships
capstan and anchor windlass via two respective control stations.
The function of a ships capstan is to hold the ship in position
during docking session by applying forces on ropes and cables;
whereas the function of a ships anchor windlass is to restrain and
control the ships anchor chain for mobility purpose.
2.8 Week 8 (19/1/2015 24/1/2015)
For the eighth week, the daily duties given and conducted were
summarized as shown in Table 13 below. Table 13: Week 8 summary of
dutiesDateTimeDurationTypes of duties
19/1/20158.30 am3 hoursAssist supervisor in ships outstanding
tasks distribution to contractors and yards foremen.
1.30 pm3 hoursAssist main engines engineers (Daihatsu) in main
engines exhaust cleanliness checking.
20/1/20159.00 am3 hoursSite visit on genset testing by Daihatsus
engineers.
2.00 pm2 hoursAssist main engines engineers (Daihatsu) on the
main engines exhaust second checking.
21/1/20158.30 am3 hoursCheck the main engines fuel oil piping
progress for both YD408 & YD409 BPT ships.
2.00 pm2 hoursAssist supervisor in rearrange YD408 BPT ships
lube oil piping connection due to misalignment.
22/1/20158.00 am2 hoursSite visit on main engines and genset
testing by Daihatsus engineers.
1.30 pm1 hourAssist yard foremen in the installation of the main
engines turbo charger in YD409 BPT ship.
2.30 pm2 hoursCheck the main engines piping connection and
alignment progress in YD409 BPT ship.
23/1/20158.30 am3 hoursCheck the outstanding compressed air
piping connection progress for both BPT ships.
2.00 pm2 hoursCheck air test status of YD408 BPT ships fresh
water & sea water and oily bilge & dirty oil systems.
24/1/20158.00 am3 hoursUpdate outstanding piping progress for
both ships.
As for week 8, supervisory work for the piping construction
progress for both YD408 and YD409 BPT ships was continued, which
were summarized in Section 3.2.
On 19/1/2015, YD408 both port and starboard main engines
cleanliness was scheduled to be inspected by the Daihatsu
engineers. In order to assist the engineers, the expansion joint
attached between the two pipelines (turbo charger pipeline and
silencer pipeline) needed to be detached as per referred to the
exhaust piping arrangement schematic diagram in Appendix A.
Detailed explanation and working experience were addressed in
Section 3.2. The exhaust cleaning for both of the main engines
exhausts was conducted on the following next day (20/1/2015) as per
requested. The Daihatsu engineers were satisfied with the results
and the expansion joint was flanged back to each of the main
engines respectively.
YD408 BPT ship was planned to be delivered to the owner within
the first week of February 2015, thus, several machinery tests were
required to be conducted. Gensets testing was scheduled to be
tested and operated on 20/1/2015, whilst main engines testing was
schedule to be tested and operated on 22/1/2015.Thus, the supplier,
Daihatsu sent two of their engineers to conduct testing and
operated the main engines and gensets to test the machines
efficiency and endurance for a maximum of 4 hours per day.
Therefore, site visits were conducted to observe and to learn on
how these machines were being tested and operated by the
engineers.
YD408 BPT ship was scheduled to be delivered to the owner
(Nautilus Tug & Towage Sdn. Bhd.) within the first week of
February 2015, all of the outstanding piping tasks were expected to
be completed by the end of January 2015 but all of the outstanding
tasks were completed one week earlier. Since all of the piping
construction for YD408 had completed, therefore all of the
supervisory works will be focused on YD409, which still have 58
outstanding tasks to be completed in three weeks time.
2.9 Week 9 (26/1/2015 31/1/2015)
For the ninth week, the daily duties given and conducted were
summarized as shown in Table 14 below. Table 14: Week 9 summary of
dutiesDateTimeDurationTypes of duties
26/1/20159.30 am2 hoursAssist supervisor and yards foreman in
finding copper tubing and copper sockets with supplier.
2.00 pm2 hoursParticipate in YD408 BPT ships yard trial.
27/1/20158.30 am3 hoursAssist supervisor and yards foremen in
doing minor piping adjustment for engine cooling in YD408 ship.
2.00 pm2 hours and 30 minutesAssist supervisor and yards foremen
in installing copper tubing of air supply from air reservoir to
control panel and main engines in YD409 ship.
28/1/20159.00 am3 hoursAssist supervisor and contractor in doing
minor piping adjustment for chain wash at YD408 ship firemain
system.
1.30 pm3 hoursCheck the piping construction progress of YD409
BPT ship.
29/1/20159.30 am2 hoursCheck and update the YD408 BPT ships main
deck penetration of air vents, soundings and filling tanks.
2.00 pm2 hoursAssist supervisor in reconfirm the air vents size
and position on YD408 BPT ships main deck.
30/1/20158.30 am3 hoursAssist yards foremen in doing piping
adjustment for the rexpeller cooling system for both BPT ships.
2.00 pm2 hoursCheck the piping construction progress of YD409
BPT ship.
31/1/20158.00 am3 hoursCheck the piping construction progress of
YD409 BPT ship.
As for week 9, supervisory work for the piping construction
progress for both YD408 and YD409 BPT ships was continued, which
were summarized in Section 3.2.
Since YD408 BPT ship had completely constructed and passed all
of the machinery tests, the ship was scheduled to undergo yard
trial for 2 hours on 26/1/2015. The purpose of this yard trial is
to check and test the overall ships performance on river with the
minimum depth of 15m. After passing the yard trial, the ship will
undergo sea trial which takes places at the wide open sea area,
which is to check and test the overall ships performance under sea
condition. However, on the way back to the site, the YD408
experienced some vibration at the port side rexpellers shaft due to
less tighten of bolt and nut. This vibration will cause fatal
problem if not taken seriously. Thus, the ship required to undergo
some modifications. Since there was a problem detected on the
ships, therefore the ship need to undergo second sea trial which
was scheduled to be on 3/2/2015.
Although the YD408 BPT ship had fully constructed, however minor
piping, fittings and electrical modifications were conducted to
resolve for any problems encountered during and after the yard
trial. As for piping, the minor adjustments were made on the engine
cooling pipelines, rexpeller cooling pipelines and the hawse pipe
wash down pipelines. On 27/1/2015, minor piping adjustment for
engine cooling in the YD408 ship was conducted due to main engines
unbalance pressure. Meanwhile, on 28/1/2015, the chain wash pipe of
firemain system in YD408 ship was reallocated to allow the bollard
installation on the main deck. Whilst, on 30/1/2015, rexpeller
cooling system pipelines in both BPT ships were readjusted as per
requested by the Daihatsus engineers.
2.10 Week 10 (2/2/2015 7/2/2015)
For the tenth week, the daily duties given and conducted were
summarized as shown in Table 15 below. Table 15: Week 10 summary of
dutiesDateTimeDurationTypes of duties
2/2/20159.00 am3 hoursCheck the piping construction progress of
both YD408 & YD409 BPT ships.
2.00 pm2 hoursCheck the main engines piping connection and
alignment progress and also the copper tubing installation of air
supply from air reservoir to both control panel and main engines in
YD409 BPT ship.
3/2/20159.00 am7 hoursParticipate in YD408 BPT ships second yard
trial.
4/2/20159.00 am3 hoursUpdate the exhausts expansion joint
reinstallation in YD409 and butterfly valve tightening in
YD408.
2.00 pm2 hoursCheck the main engines piping connection and
alignment progress in YD409 BPT ship.
5/2/20158.00 am3 hoursAssist yards foremen in doing minor
modification of soundings for both BPT ships.
2.00 pm2 hoursCheck the soundings modification progress of both
BPT ships.
6/2/20158.30 am2 hoursCheck the soundings modification progress
of both BPT ships.
2.00 pm2 hours and 30 minutesAssist supervisor in checking and
updating any outstanding piping construction tasks for YD409 BPT
ship with contractors and yards foremen.
7/2/20158.00 am3 hoursAssist supervisor in checking and updating
any outstanding piping construction tasks for YD409 BPT ship with
contractors and yards foremen.
As for week 10, supervisory work for the piping construction
progress for both YD408 and YD409 BPT ships was continued, which
were summarized in Section 3.2.
On 3/2/2015, a yard trial for YD408 BPT ship was conducted at
9.00 am. The first phase of the trial was conducted to travel back
and forth from PSSB to Shin Yang Dockyard Sdn. Bhd. which is about
3km far, which minimum water depth of 15m for 4 times. Then, the
ship docked at Shin Yang Dockyard Sdn. Bhd. or also known as
Shipyard 1, for fresh water filling, which took about 3 hours to
fully fill the fresh water tanks. At 3.30pm, the ship departed from
Shipyard 1 and docked safety at PSSB at 4.00 pm. This yard trial
considered as a successful yard trial as no machinery problems were
encountered throughout the entire trial, only a minor leakage
occurred for standby main engines cooling pump was detected. The
leakage problem was solved on 4/2/2015, by tightening the butterfly
valve along the pipeline.
On 3/2/2015, main engines exhaust cleanliness checking was
conducted by the Daihatsus engineers for YD409 BPT ship. This
inspection was conducted during the night time. Similarly with
YD408 BPT ship, dirt was detected surrounding the exhaust pipeline,
which required cleaning. On the next day 9.00 am, second inspection
was conducted and the Daihatsus engineers were satisfied with the
exhaust cleanliness. The expansion joint was installed back to the
main engines exhaust, completed at 11.00 am.
On 5/2/2015, minor modification was made to 5 soundings located
on the main deck by fabricated an adapter in between current
sounding cap and the sounding pipeline for each of the soundings
for both of the BPT ships. The purpose of adding this adapter for
each of the soundings is to ensure the soundings are having the
same height level with the main deck flooring board, in order to
prevent water being accumulated around the soundings due to height
difference. This task was completed on 6/2/2015 for YD408 BPT ship
and 7/2/2015 for YD409 BPT ship.2.11 Week 11 (9/2/2015
14/2/2015)
For the eleventh week, the daily duties given and conducted were
summarized as shown in Table 16 below. Table 16: Week 11 summary of
dutiesDateTimeDurationTypes of duties
9/2/20158.30 am3 hoursCheck the lube oil piping systems welding
and connection progress for YD409 BPT ship.
2.00 pm2 hoursCheck the main deck piping construction progress
(Marpol and decks penetration) for YD408 ship.
10/2/20159.00 am2 hoursAssist supervisor and yards foremen in
doing minor piping modification for both of the BPT ships external
fire fighting systems pump.
2.00 pm2 hoursCheck the YD409 BPT ships main engines fuel oil
piping construction progress.
11/2/20158.30 am2 hoursCheck and update the ships external fire
fightings pump piping modification with yards foremen.
1.30 pm3 hoursAssist supervisor and yards foremen in doing minor
piping modification for YD408 BPT ships fresh water pipeline.
12/2/20159.00 am2 hoursFollow up yards foremen tasks
progress.
2.00 pm2 hoursCheck the YD409 BPT ships main engines fuel oil
piping alignment and connection progress.
13/2/20158.30 am2 hoursAssist yards foremen in relocating the
chain wash pipeline of YD409 ships firemain system.
2.00 pm2 hoursAssist supervisor in updating any outstanding
tasks for YD409 BPT ship with contractors.
14/2/20158.30 am3 hoursAssist supervisor in updating any
outstanding tasks for YD409 BPT ship with contractors.
As for week 11, supervisory work for the piping construction
progress both YD 408 and YD409 BPT ships was continued, which were
summarized in Section 3.2.
Few piping modifications were made throughout this week due to
minor technical problems or as per suppliers request. On 10/2/2015,
minor piping modification was made for both BPT ships external fire
fighting systems pump as per required by the supplier, FITECH
Engineering Pte. Ltd. This modification was conducted by removing
all of the pipes connected to the fire fighting pump as well as the
pump itself. This is for the ease of the installation of additional
device on the pump and along the pipelines. This task was partially
completed on 12/2/2015, whereby the firefighting pump and the pipes
were removed from its position, whereas the additional device was
not installed yet as it had not arrived yet and was expected to
arrive on 13/2/2015. Thus, this task was completed on 14/2/2015 and
underwent fire hydrants testing at 3.00 pm.
Apart from external fire fighting system, minor piping
modification was conducted on 11/2/2015 for one of the YD408 BPT
ships domestic fresh water system pipelines (main decks washrooms
pipeline). With the current fresh water pipeline, there was
tendency for the fresh water to flow back into the water tank. To
solve for this problem, a bronze swing check valve was installed
along the pipeline, after the gate valve. The purpose of installed
an additional swing check valve is to ensure the fresh water flow
in one direction only, which is to the washrooms. The installation
of the swing check valve can be checked by referring to the
domestic fresh water & sea water supply systems schematic
diagram in Appendix A. This task was completed on 12/2/2015. This
modification was applied to YD409 BPT ship and was scheduled to be
conducted on 16/2/2015.
The chain wash pipeline for YD409 was reallocated on 13/2/2015
to allow the bollard installation on the main deck and was
completed at 4.00pm.
2.12 Week 12 (16/2/2015 21/2/2015)
For the twelfth week, the daily duties given and conducted were
summarized as shown in Table 17 below. Table 17: Week 12 summary of
dutiesDateTimeDurationTypes of duties
16/2/20158.30 am2 hours and 30 minutesAssist supervisor and
yards foremen in doing minor piping modification for YD409 BPT
ships fresh water pipeline.
2.00 pm2 hoursFollow up yards foremen tasks progress and check
the YD409 BPT ships main engines fuel oil piping alignment and
connection progress.
17/2/20158.30 am2 hoursCheck the YD409 BPT ships main engines
fuel oil piping alignment and connection progress.
2.00 pm2 hoursLiterature studies on corrosion control and paint
system.
18/2/20159.00 am2 hoursCheck the YD409 BPT ships hydraulic
piping connection progress.
2.00 pm3 hoursLiterature studies on corrosion control and paint
system.
19/2/2015--None, due to public holiday (Chinese New Year).
20/2/2015--None, due to public holiday (Chinese New Year).
21/2/20158.00 am3 hoursAssist supervisor in updating any
outstanding tasks for YD409 BPT ship with contractors.
As for week 12, supervisory work for the piping construction
progress YD409 BPT ship was continued, which were summarized in
Section 3.2.
Since the all of the minor piping modifications for both piping
and fittings had completed, YD408 BPT was set off for sea trial on
16/2/2015, 1.00 pm. The sea trial was conducted at the sea area
with the sea depth of more than 60m and safe location away from
subsea cables for 5 days continuously. The sea trial program for
YD408 BPT ship was listed as shown below:1. Anchor dropping and
hoisting test @ 100% Maximum Continuous Rating (M.C.R) of main
engines.2. Steering gear test @ 100% M.C.R of main engines.3.
Turning circle test @ 100% M.C.R of main engines.4. Crash stop test
@ 100% M.C.R of main engines.5. Inertia test6. Straightness
checking with vessel astern at 7knot and rudder at 007. Speed trial
& endurance trial Operates at 25% M.C.R. Operates at 50% M.C.R.
Operates at 75% M.C.R. Operates at 100% M.C.R. Auto pilot test to
verify and accept conformance by ship officer. Navigation and
communication equipments to verify and accept conformance by ship
officer.8. Escort trial to perform test for Verify the speed for
assisted vessel speed during full scale trial. Verify the
maneuvering time needed to shift indirect towing from an oblique
angular at stern of assisted vessel to mirror position at other
side. Verify maximum steering force. Verify towing wince damping
system. Similarly with YD408 BPT ship, minor piping modification
was conducted on one of the YD409 BPT ships domestic fresh water
system pipelines (main decks washrooms pipeline) with the same
problem encountered whereby the fresh water had the tendency to
flow back into the fresh water tank. Thus, a bronze swing check
valve was installed along the pipeline, after the gate valve to
ensure that the fresh water flows directly to the washrooms only.
The installation of the swing check valve can be checked by
referring to the domestic fresh water & sea water supply
systems schematic diagram in Appendix A.
There are many types of corrosion tend to occur on any part of
the ships, especially hull and pipelines. Table 18 below summarized
the common corrosion and its description that occurred on the pipes
of any ships, whereas Table 19 shows the common prevention for the
corrosion listed in Table 18. Table 18: Several types of common
piping corrosionType of corrosionDescription
Atmospheric corrosionA common type of corrosion which depends on
the relative humidity, oxygen and salt content that occurs widely
on pipes on deck, in bilge and ballast tanks and pipes that are
exposure to rain (Eyres 2001, 299).
Pitting corrosionA localized breakdown of the inert protective
surface layer that protect the mild steel and stainless steel from
corrosion (Murdoch 2012, 22). A prolong condition may caused the
formation of cavities on the pipes surface.
ErosionCavitation damage caused by frictional force occurred
between turbulent fluid flow and the pipes inner surface (Eyres
2001, 304). Severe condition may occur when sea water flows within
the pipes.
Graphitic damageA common type of corrosion which often found at
cast iron bends and elbows, whereby fluid often accumulates at that
area due to different in velocities (Murdoch 2012, 25).
Table 19: Corrosion and its preventionsType of
corrosionPrevention
Atmospheric corrosion Protection by using paints Cathodic and
anodic protection
Pitting corrosion Cathodic and anodic protection Use higher
alloys for increased resistance to pitting corrosion
Erosion Reduce the occurrence of turbulent flow by using larger
diameter pipes and reduce the pumping rate; to reduce the fluid
flow rate (Eyres 2001, 304).
Graphitic corrosion Inspect every cast iron pipe or fittings
that have a connection to the sea during docking session (Murdoch
2012, 25).
In PSSB, the corrosion preventive method widely practiced for
pipes are applying blast cleaning, followed by pickling and lastly
paint application on the pipes surfaces. Initially all of the
welded pipes will undergo blast cleaning, whereby sand is thrown
into the pipes surfaces at high velocity by using an impeller wheel
plant. The purpose of blast cleaning is to brush of any rust on the
pipes surfaces. After blast cleaning, the pipes will undergo
pickling process. Pickling process is defined as an immersion
process of metallic pipes in an acid solution, such as hydrochloric
acid or sulphuric acid. The purpose of pickling process is to
remove rust and millscale which are unable to be removed by the
blasting process and also to remove the excess sand from the
blasting process. Both blasting process and pickling process serve
as a surface preparation for the pipes to ensure successful
painting on the pipes. The common types of paints applied on the
pipes are alkyd resin paints and oleo-resinous paints. Alkyd resin
paints are paints made from alcohols and acids which provide
enhanced drying time and film forming properties of drying oil.
This paint is only applicable for indoor use. Oleo-resinous paints
are paints made from natural or artificial resins into drying oil
protective layer, which is applicable for any pipes exposed to
weather such as main decks and wheelhouse decks pipes and also for
underwater service.
2.13 Week 13 (23/2/2015 25/2/2015)
For the twelfth week, the daily duties given and conducted were
summarized as shown in Table 20 below. Table 20: Week 13 summary of
dutiesDateTimeDurationTypes of duties
23/2/20159.00 am2 hoursCheck the completion status for all of
the drainage pipelines for the grey & black water system of
YD409 BPT ship.
2.00 pm2 hoursCheck the main engines exhaust joint and
connection progress of YD409 BPT ship.
24/2/20158.30 am2 hoursCheck the misc fittings of YD409 BPT
ship.
2.30 pm2 hoursAssist supervisor in updating any outstanding
tasks for YD409 BPT ship with contractors.
25/2/20158.30 am3 hoursRevise corrosion control and paint system
applications with assistant paint coating engineer.
As for week 13, supervisory work for the piping construction
progress YD409 BPT ship was continued, which were summarized in
Section 3.2. YD408 BPT ship had been successfully delivered to the
owner on 22/2/2015. Meanwhile, YD409 BPT ship was still under
construction and was expected to be completed by early March
2015.
Chapter 3: Working Experience
In this section, the working experiences gained throughout these
12 weeks are case studies on the piping systems in harbor tug ship,
site visit on harbor tug ships (YD408/BPT Larut and YD409/BPT
Lumut), material listing for each of the piping systems, literature
studies on machines, supervisory works and problem solving.
3.1 Project Carried Out
One of the projects carried out during the 13 weeks of
industrial training is conducting case studies and analysis on the
piping systems in PBBSs Bollard Pull Tug (BPT) ships. Most of the
pipeline implemented in both YD408/BPT Larut and YD409/BPT Lumut
practiced these exercises (Lloyd 2012, 11-2): 1. Welds on pipe
shall be with full penetration.2. The usage of galvanized bolts and
nuts.3. The usage of long radius elbows for curves in the
pipeline.4. All pumps are installed with pressure gauge, vacuum
gauge and relief valve.5. Corrosion inhibitor is added to the
cooling system of the diesel engines.6. All service tanks and non
structural tanks are installed with level indicators; meanwhile all
storage tanks are installed with sensor.7. All equipment designed
to work with any type of oil shall be fitted with trays with
drains.8. Prohibited to use any piping materials with low heat
resistance (melting point below 9250C), as it will cause outflow of
flammable liquids.9. All valves require open/shut off
indicator.
Since there are 10 main piping systems in the BPT ships that had
been explored, simplified block diagrams were drawn based on the
schematic diagrams (Appendix A) in order to have preliminary
understandings and concepts on the piping systems.
Bilge, ballast, firemain & wash deck system Figure 2 shows
the summarized schematic diagram for bilge, ballast, firemain and
wash deck piping system for below main deck area via block diagram.
The bilge system transport non/low level toxin waste fluid (bilge)
within the ship into manifolds and later discharged those bilge
into the sea via overboard compartment. Manifold act as a mixer
whereby it accumulates all the bilge from different sections. Sea
water strainer is used to remove most of the sodium chloride, NaCl
contain to reduce corrosion rate in the pump. Overboard is a
section where the waste water and bilge are discharged from the
ship to the sea. SDNR valves are widely used to ensure the bilge
flow in one direction only.
As for the ballast system, the fresh water is used to balance
the ships weight and coordination by filling up the ballast tank.
The excess water transported from the fresh water tanks can be
further used for domestic usage in the main deck area and cooling
reagent for heat exchanger for the ships engines in the below main
deck area. Butterfly valves are used to regulate low pressure fresh
water flow rate. Sea water strainer is used for emergency purpose,
just in case sea water is used for the ballast piping system. Gate
valves are used to minimize pressure drop across the valve in fully
opened condition.
The firemain system uses sea water for firefighting purpose in
below main deck area, in case for fire activities. Excess water is
discharged back to the sea via overboard. SDNR valves are used to
ensure the excess sea water is flown back to the sea directly and
the fire hydrant valves are used for emergency situations where sea
water is released in the engine room to put out fire. For this
bilge, ballast, firemain & wash deck system, the pipes used are
Schedule 80 hot dipped galvanized mild steel.
Figure 2: Bilge, ballast, firemain & wash deck system block
diagram
Table 21 shows the material listing for bilge, ballast, firemain
& wash deck system based on the schematic diagram in Appendix
A.Table 21: Material listing for bilge, ballast, firemain &
wash deck systemItemSizePressure (bar)MaterialQuantityJIS
Gate valve (V1)300A10Cast steel1F7366
Gate valve (V2)50A5Cast steel2F7363
Gate valve (V3)65A5Cast iron3F7363
Gate valve (V4)50A5Cast steel1F7363
Gate valve (V5)50A5Bronze4F7367
Gate valve (V6)25A5Bronze2F7367
SNDR valve (V7)80A5Cast iron1F7353
SNDR valve (V8)65A5Cast iron8F7353
SNDR valve (V9)50A5Cast iron6F7353
Butterfly valve (V10)300A5Cast steel2-
Butterfly valve (V11)50A5Cast iron9-
Swing check valve (V12)65A5Bronze4F7371
Swing check valve (V13)40A5Bronze2F7371
SNDR valve (V14)50A5Cast steel2F7353
Angle screw down check valve (V15)300A5Cast steel1F7354
Sea water strainer (SW1)300A5Galvanized mild steel2F7121
Sea water strainer (SW2)65A5Galvanized mild steel2F7121
Mud box (M1)65A5Galvanized mild steel4F7203
Strum box (SB1)65A5Galvanized mild steel4-
Bell mouth (B1)50A5Galvanized mild steel3-
Fire hydrant valve (FH)50A5Bronze6-
Hand pump (P3)40A5Cast iron2-
Fuel oil transfer system Figure 3 shows the summarized schematic
diagram for fuel oil transfer system for both main engines and
generators via block diagram. This system transports fuel oil to
the two ships main engines and to two ships generators from two
identical fuel oil services tanks. By referring to the generator
fuel oil supply line block diagram, it is observed that the fuel
oil is transported from the fuel oil services tank directly to the
generator by passing through two racor filters. The excess fuel oil
is then recycled back to the storage tank. This system applies to
the second generator too. Racor filters are installed to remove
impurities contained in the fuel oil.
By referring to the main engine fuel oil supply line block
diagram, fuel oil is transported from the fuel oil services tank to
manifold, then passes through mercury filter for mercury removal
then lastly to the main engine. Excess fuel oil is then recycled
back to the storage tank by passing through air separator, with the
purpose of releasing the confined vacuum pressure in the recycled
fuel oil via air vent. Dirty used fuel oil is transported to the
sludge tank for disposal. Emergency fuel oil services pipeline is
installed to provide fuel oil for the main engines in case of
emergency situations via stand-by fuel pump operating at 25m3/hr @
30m head. This cycle applies to the second main engine too.
Several valves are used for this system, such as gate valve (to
minimize pressure drop across the valve in fully opened condition),
swing check valve (to ensure the oil flow in one direction only,
back to the storage tank) and flange end ball valve (to regulate
the oil flow rate to the main engine, in-case the oil is isolated
to prevent the oil been isolated in the pipeline). Several quick
closing valves are installed along the fuel oil storage tanks
pipeline to shut off the fluid transportation immediately in case
of emergency situation, especially when there is a fire breaks out.
For this system, the pipes used are Schedule 40 black and seamless
mild steel pipes.
Figure 3: Fuel oil transfer system block diagram
Table 22 shows the material listing for fuel oil transfer system
based on the schematic diagram in Appendix A.Table 22: Material
listing for fuel oil transfer systemItemSizePressure
(bar)MaterialQuantityJIS
Gate valve (V1)100A5Cast steel3F7363
Gate valve (V2)50A5Cast steel4F7363
Gate valve (V3)50A5Bronze6F7367
Gate valve (V4)40A5Bronze2F7367
Gate valve (V5)25A5Bronze6F7367
SNDR valve (V6)80A5Cast iron2F7353
SNDR valve (V7)50A5Cast iron1F7353
Quick closing valve (V8)50A5Cast steel13F7399
Spring loaded valve (V9)25A5Bronze2-
Swing check valve (V10)50A5Cast iron2F7372
Swing check valve (V11)25A5Bronze5F7371
Swing check valve (V12)20A5Bronze2F7371
Butterfly valve (V13)50A5Cast iron12-
Flange end ball valve (V14)25A5Bronze6-
Bell mouth (B1)50A5Mild steel13-
Flat sight glass (SG1)1330 mm--2-
Kamlock (K1)80A5Bronze2-
Hand pump (P2)50A5Cast iron1-
Duplex strainer (Y1)100A5Galvanized mild steel1F7209
Duplex strainer (Y1)25A5Galvanized mild steel2F7208
Racor filter (Y3)50A5Galvanized mild steel2-
Engine cooling system Figure 4 shows the summarized schematic
diagram for engine cooling piping system for below main deck area
via block diagram. This system cools the ships main engines by
regulating the sea water flow rate via built-in generator pump and
valves into the heat exchanger and then discharge the output hot
water to the sea through the overboard. This system also provides
seawater to the air condition condensing units for air cooling
system throughout the ship via air-cond cooling pump operating at
30m3/h @ 30m head.
Sea water strainers are used to remove most of the NaCl contains
and impurities in the sea water, in order to reduce the corrosion
rate in air-cond cooling pump, generators built-in pumps and the
heat exchangers. Emergency cooling system pipeline from ballast
system is installed to provide cooling system for the main engines
in case of emergency situations via gate valves.
Several valves are used such as gate valves (to minimize
pressure drop across the valve in fully opened condition), check
valves (to ensure the cooled water from the air-conditional cooling
pump flow in one direction only, to the air condition condensing
units), butterfly valves (regulate the low pressure fresh water for
air ventilation purpose) and lastly angle SDNR valve (to ensure the
hot water exit from the heat exchangers; located in below main deck
area to flow upwards to the main decks overboard in one direction
only for water discharge purpose). Shut off valves are required at
the outlet and inlet for both of the heat exchangers (Lloyd 2012,
11-35). For this system, the pipes used are Schedule 80 galvanized
mild steel pipes.
Figure 4: Engine cooling system block diagram
Table 23 shows the material listing for engine cooling system
based on the schematic diagram in Appendix A.Table 23: Material
listing for engine cooling systemItemSizePressure
(bar)MaterialQuantityJIS
Gate valve (V1)200A5Cast iron5F7363
Gate valve (V1)100A5Cast iron13F7363
Gate valve (V3)80A5Bronze8F7367
Gate valve (V4)65A5Cast iron4F7363
Gate valve (V5)50A5Cast iron1F7363
Gate valve (V6)15A5Bronze5F7367
Angle SNDR valve (V7)100A5Cast steel2F7354
Angle SNDR valve (V8)80A5Cast steel2F7354
Angle SNDR valve (V9)65A5Cast steel1F7354
Angle SNDR valve (V10)50A5Cast steel2F7354
SDNR valve (V11)200A5Cast iron2F7353
SDNR valve (V12)100A5Cast iron2F7353
SDNR valve (V13)50A5Cast iron1F7353
Butterfly valve (V14)200A5Cast iron2-
Butterfly valve (V14)100A5Cast iron6-
Butterfly valve (V16)80A5Cast iron1-
Sea water strainer (SW2)80A5Galvanized mild steel1F7121
Sea water strainer (SW3)50A5Galvanized mild steel2F7121
Domestic fresh water & sea water supply system Figure 5
shows the summarized schematic diagram for domestic fresh water
& sea water transfer system for below main deck area via block
diagram. This system transports fresh water from the fresh water
tanks and from ballast system into filing manifolds and suction
manifolds, then further transport the fresh water throughout the
whole ship for domestic activities via Pump 1 and Pump 3. Filling
manifolds act as the distribution centre, whereby fresh water
supply is distributed throughout the whole ship when in need.
External fresh water supply can be transported into the ship via
external pumps, just in case of insufficient fresh water supply.
Apart from fresh water, sea water is also transported from the sea
into the ship for washroom purpose via Pump 2.
Three pumps are operating for this system, a pair of identical
pumps; fresh water pump (P1) and sea water pump (P2) operating at
3.8m3/h @ 35m head and another fresh water pump (P3) operating at
25m3/h @ 30m head. A basket strainer is used to filter out any
impurities from the fresh water supply for safe and clean
consumption.
Gate valves are widely used in this system; to ensure that the
fresh water does not change its fluid flow direction and also to
stop the flow completely in case the fresh water supply is
contaminated or due to emergency situations. Two SDNR valves are
used to ensure that the fresh water flowing out from the pump does
not flow back to the pump. UV light device is recommended to be
installed after P1 to kill bacteria contained in the fresh water.
Since the fresh water can be transported via two directions, pumps
are required to justify the flow direction. For this system, the
pipes used are Schedule 80 galvanized mild steel pipes.
Figure 5: Domestic fresh water & sea water supply system
block diagram
Table 24 shows the material listing for domestic fresh water
& sea water system based on the schematic diagram in Appendix
A.Table 24: Material listing for domestic fresh water & sea
water supplyItemSizePressure (bar)MaterialQuantityJIS
Gate valve (V1)65A5Cast iron3F7363
Gate valve (V2)50A5Cast iron3F7363
Gate valve (V3)32A5Bronze15F7376
Gate valve (V4)25A5Bronze6F7376
SDNR valve (V5)50A5Bronze1F7309
SDNR valve (V6)25A5Bronze2F7309
SDNR valve (V7)15A5Cast iron2F7353
Swing check valve (V8)32A5Bronze1F7371
Bellmouth (B1)32A5Galvanized mild steel5-
Y strainer (Y1)-5Galvanized mild steel2F7220
Two way cock (FC)--Galvanized mild steel15-
Spectacle flange (S1)32A5Galvanized mild steel1-
Spectacle flange (S2)25A5Galvanized mild steel1-
Kamlock (K1)65A5Bronze2-
Basket strainer (BS)65A5Galvanized mild steel1F7121
Grey water & black water system By referring to the ships
grey water & black water system schematic diagram as shown in
Appendix A, the piping system is installed at both main deck and
below main deck. For the main deck area, the grey water is
discharged directly to the sea through overboard by using angle
storm valve for each overboard. Angle storm valve transport the
gray water from the source area down to the main decks overboard
sections. The black water is transported to the sewage treatment
plant located in the below main deck area.
As for the below main deck area, both of the gray water and
black water from the washrooms are transported to the sewage tank
via check valves for each pipeline. These check valves are used to
ensure that both of the grey water and black water do not flow back
to the washroom.
In the sewage treatment tank, the accumulated waste water in the
sewage tank can only be discharged to the sea through the below
main decks overboard at least 3 nautical miles from the nearest
land, otherwise during docking cleaning session. Two check valves
are used after the sewage treatment plant, to ensure that the
treated water either flows directly to sewage tank or below main
decks overboard respectively, without flowing back to the sewage
treatment plant. Several gate valves are used to ensure the
treated/waste water flows continuously to the desired location,
otherwise is stopped completely in case of emergency situations.
For this system, the pipes used are Schedule 40 galvanized carbon
steel pipes.
Table 25 shows the material listing for grey water & black
water system based on the schematic diagram in Appendix A.Table 25:
Material listing for grey water & black water
systemItemSizePressure (bar)MaterialQuantityJIS
Angle storm valve (V1)100A5Cast steel1F3060
Angle storm valve (V2)50A5Cast steel3F3060
Gate valve (V3)100A5Cast iron5F7363
Gate valve (V4)50A5Cast iron4F7363
Check valve (V5)100A5Cast iron1F7372
Check valve (V6)0A5Cast iron5F7372
Bellmouth (B1)50A5Galvanized mild steel1-
Scupper (S1)50A5Galvanized mild steel6-
Oily bilge & dirty oil system Figure 6 shows the summarized
schematic diagram for oily bilge & dirty oil system for below
main deck area via block diagram. The purpose of this system is to
transport oily bilge from four different locations (three from
strum boxes and one from holding tank) and dirty oil from the main
engine lubricant sump tank into a sludge tank for disposal purpose.
The oily bilge will be accumulated in a manifold which later been
filtered via a simplex strainer then pump into an oily water
storage and finally to the sludge tank when the disposal process is
ready. As for the dirty oil, the waste lubricant oil from the main
engines will be pumped to the sludge tank directly via semi rotary
pump. Strum box acts both filter and storage for the oily
bilge.
Swing check valves are used for the oily bilge transportation to
ensure that the oily bilge flow to the manifold and oily water
storage directly. Swing check valves are used for the dirty oily
transportation before the semi-rotary pump to ensure the dirty oil
flow in one direction only, which is to the semi-rotary pump and
also to shut off the valve when necessary to prevent the
semi-rotary pump from overloaded with the dirty oil.
During the oil disposal process, the accumulated waste oil will
be pumped out from the sludge tank and gate valve is used to ensure
that the waste oil flows continuously to the desired location,
otherwise is stopped completely in case of emergency situations.
For this system, the pipes used are Schedule 40 mild steel
pipes.
Figure 6: Oily bilge & dirty oil system block diagram
Table 26 shows the material listing for oily bilge & dirty
oil system based on the schematic diagram in Appendix A.Table 26:
Material listing for oily bilge & dirty oil
systemItemSizePressure (bar)MaterialQuantityJIS
Gate valve (V1)40A5Bronze2F7367
Gate valve (V2)25A5Bronze2F7367
Swing check valve (V3)40A5Bronze3F7371
SDNR valve (V4)25A5Bronze12F7351
Simplex strainer (S1)40A5Galvanized mild steel1F7209
Simplex strainer (S2)25A5Galvanized mild steel2F7209
Strum box (SB1)25A5Galvanized mild steel3-
Bellmouth (B1)25A5Galvanized mild steel1-
Bellmouth (B2)40A5Galvanized mild steel3-
Hand pump (P3 & P4)40A5Cast iron2-
Oil dispersant system By referring to the ships oil dispersant
system schematic diagram as shown in Appendix A, this system
transport fuel oil from the dispersant tank (located at below main
deck area) to the dispersant boom (located at main deck area) via
detergent pump operating at 50m3/hr @ 30m head for cleaning the
ships body from discharged waste fluid and bilge. The transported
fuel passes through SDNR valve and swing check valve. These valves
are installed to ensure that the oil flow directly to the desired
locations. Sea water is also transported into the detergent pump
for cleaning purpose. For this system, the pipes used are Schedule
40 galvanized seamless carbon steel pipes.
Table 27 shows the material listing for oil dispersant system
based on the schematic diagram in Appendix A.Table 27: Material
listing for oil dispersant systemItemSizePressure
(bar)MaterialQuantityJIS
Gate valve (V1)65A5Cast iron2F7363
SNDR valve (V2)65A5Cast iron2F7353
Swing check valve (V3)65A5Cast iron1F7372
Butterfly valve (V4)300A5Cast iron2-
Angle valve (V5)300A5Cast iron2-
Sea water strainer (SW1)65A5Galvanized mild steel1F7121
Simplex strainer (S1)300A5Galvanized mild steel2F7121
Lube oil system Figure 7 shows the summarized schematic diagram
for lube oil system for below main deck area via block diagram.
This system transport lubricant oil from sump tank to the main
engines, while undergoing filtering process; to ensure the
lubricant oil is clean and free from unwanted particles. The excess
lubricant oil from the main engines will be recycled back to the
sump tank. Check valves are used in this system to ensure that the
lubricant oil flow directly to the desired location without flowing
back to the origin. A relief valve is installed for each main
engine; to regulate lubricant oil flow rate at a required pressure
so that the lubricant oil filters and main engines are not
destroyed due to excess pressure. The pipes used are Schedule 40
black seamless carbon steel pipes.
Table 28 shows the material listing for lube oil system based on
the schematic diagram in Appendix A.Table 28: Material listing for
lube oil systemItemSizePressure (bar)MaterialQuantityJIS
SNDR valve (V1)100A5Cast iron6F7353
SNDR valve (V2)125A5Cast iron2F7353
SNDR valve (V3)80A5Cast iron2F7353
Ball valve (V4)15A5Stainless steel8-
Gate valve (V5)80A5Cast iron6F7363
Gate valve (V6)100A5Cast iron4F7363
Gate valve (V7)15A5Bronze4F7367
Relief valve80A5Cast iron2-
Figure 7: Lube oil piping system block diagram
External fire fighting system By referring to the ships external
fire fighting system schematic diagram as shown in Appendix A, this
system transports foam from storage tank to water spray system in
both main deck and wheelhouse deck via fire fighting pump operated
at 1500m3/hr @ 115m head. Additional two pipelines are installed to
transport foam to two fire monitors located at the wheelhouse deck
to put out fire on other ships as well as the burning/fire areas.
The difference between this system and firemain system is that
external fire fighting system puts out fire externally, whilst
firemain system puts out fire internally. Butterfly valves regulate
the low pressure foam to the fire monitors at wheelhouse deck. A
SDNR valve is used to discharge the excess foam to the sea
directly. Several gate valves are used to provide on-off service
for the entire external firefighting system. For this system, the
pipes used are Schedule 40 galvanized mild steel pipes. Table 29
below shows the material listing for external fire fighting system
based on the schematic diagram in Appendix A.Table 29: Material
listing for external fire fighting systemItemSizePressure
(bar)MaterialQuantityJIS
Gate valve (V1)100A10Cast steel2F7366
Gate valve (V2)65A10Cast iron7F7364
Gate valve (V3)50A16Cast iron1F7369
Gate valve (V4)40A16Cast iron1F7369
SDNR valve (V5)50A16Cast iron1F7377
Butterfly valve (V6)350A10Cast iron1-
Butterfly valve (V7)250A16Cast iron2-
P/V valve (V8)65A16Cast iron1-
Reducer (R1)150/250A-Galvanized mild steel2-
Reducer (R1)100/150A-Galvanized mild steel1-
Reducer (R1)50/150A-Galvanized mild steel1-
Reducer (R1)65/100A-Galvanized mild steel2-
CO2 fire fighting system By referring to the CO2 fire fighting
system schematic diagram as shown in Appendix A, this system
transports CO2 from the CO2 storage room located at the main deck
to the main engines area, located at below main deck. The
transported CO2 is later further distributed to 12 different
locations. To control this system, a manual operated ball valve is
required, whereby the ball valve is installed along the CO2 rooms
pipeline which transports CO2 to the 12 locations at below main
deck area when fire breaks out. The pipes from the ball valve to
CO2 nozzles (12 distribution locations) are to be welded. For this
system, the pipes used are Schedule 40 galvanized mild steel
pipes.
Table 30 shows the material listing for CO2 fire fighting system
based on the schematic diagram in Appendix A.Table 30: Material
listing for CO2 fire fighting systemItemSizePressure
(bar)MaterialQuantityJIS
Ball valve10A5Cast iron1-
Reducer (R1)110/185A-Galvanized mild steel1-
Reducer (R2)110/135A-Galvanized mild steel1-
Reducer (R3)110/130A-Galvanized mild steel1-
Reducer (R4)130/140A-Galvanized mild steel1-
Reducer (R5)130/155A-Galvanized mild steel1-
Reducer (R6)155/185A-Galvanized mild steel1-
Reducer (R7)155/170A-Galvanized mild steel1-
3.2 Supervisory work
Table 31 below shows the supervisory work for the BPT ships'
piping construction progress as per assigned by supervisor
throughout these 13 training weeks. Table 31: Supervisory work for
the BPT ships' piping construction progressTraining weekDateYD408
progressYD409 progress
422/12/2014 Installed copper tubing for washrooms for both main
deck and below main deck. Installed tubing solenoid valve for fresh
water supply to wiper Installed water sprays at both main deck and
wheelhouse deck. Installed mast water sprays
23/12/2014 Started main engines piping alignment. Started piping
alignment for fuel oil system.
24/12/2014 Installed fire monitors on wheelhouse deck. Installed
sight glass for fuel oil service tanks.
529/12/2014 Installed water spray nozzles for external fire
fighting system. Completed the installation for fuel oil service
tanks tray.
31/12/2014 Main engines piping alignment in progress. Major
piping welding and alignment for main engines generators
65/1/2015 Installation for the main engines generators (genset)
exhaust in progress. Started the installation for the main engines
generators (genset) exhaust
6/1/2015 No air tests been planned or conducted. Conducted air
test for both bilge and firemain systems, except ballast
system.
7/1/2015 Installed silencer drain and exhaust drain for gensets
exhaust. Started the main engines exhaust pipeline connection.
Installed both silencer drain and exhaust pipelines for gensets
exhaust. Completed air test for fresh water & sea water
system.
8/1/2015 Major changes implemented for the starboard side main
engines exhaust system due to leakage. Completed fuel oil supply
pipeline and return pipeline from fuel oil tank to main engines
generators (and vice versa).
9/1/2015 Modification for starboard side main engines exhaust in
progress. Installed gensets air breather pipeline to the exhaust
funnel.
712/1/2015 Completed the main engines fresh water supply
connection. Conducted air test for main engines cooling and fuel
oil systems. Installed pressure gauges for main engines. Conducted
air test for main engines cooling and fuel oil systems.
13/1/2015 Main engines piping alignment in progress. Preparation
for scuppers installation. Installed gensets exhaust drain and
support for gensets expansion joint.
14/1/2015 Completed main engines engine cooling piping
alignment. CO2 fire fighting systems piping installation in
progress.
15/1/2015 Scuppers and main engines exhaust installation in
progress. Scuppers installation in progress.
16/1/2015 Completed scuppers installation. Completed all of the
main engines piping connection Completed scuppers installation.
17/1/2015 Completed fuel oil supply to main engines. Completed
fuel oil return pipeline from main engines to tanks. Completed fuel
oil piping alignment. Completed main engines exhaust joint.
Completed fresh water supply to galley sink, oily water separator,
expansion tank and engine room.
821/1/2015 Completed the pipeline for leaked oil from both main
engines and generators to the sludge tank. Completed main engines
compressed air and lube oil pipeline
Completed the fuel oil piping connection from the tank to both
cargo and filling. Installed fuel oil service tank overflow
pipeline back to the tank.
22/1/2015 None, due to Long Range Identification and Tacking
(LRIT) test been conducted for 18 hours continuously. Installed
main