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