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Materials for marine engineering require high strength, resistance to seawater hydrothermal corrosion, sulfide corrosion, microbial adhesion, high toughness and other characteristics. Titanium metal is light, high strength, corrosion resistant, especially immune to salt water or seawater and marine atmospheric erosion, is a high-quality lightweight structural materials, known as “marine metal”, is an important strategic metal materials. Titanium metal has a wide range of uses in marine engineering, especially suitable for light offshore equipment, is one of the new key materials in the field of marine engineering, therefore, the full use of marine materials – titanium and titanium alloy, will help the development of the national marine strategy.
Commonly speaking, procurement is to buy something. But the enterprise procurement of shipbuilding is different from what we usually call family procurement. Enterprise procurement is a kind of procurement method popularized in the new era economic system. Procurement is the basic condition for production, and it is to meet the needs of production, and production can be carried out only after procurement. Ship manufacturing has been one of the more important industries today, and in order to achieve better production, the relevant departments have to make reasonable procurement plans.
One of the main characteristics of procurement in shipbuilding enterprises is the large number of purchases, in addition to the wide range of procurement markets. Before the procurement, the material department of shipbuilding enterprise needs to fully compare and analyze the manufacturing materials sold by different suppliers, and strictly control all aspects of the procurement, so as to better complete the procurement task and better meet the needs of shipbuilding enterprise.
At present, the overall capacity of the domestic ship repair industry is in a state of supply exceeding demand. On the one hand, the existing domestic production capacity scale exceeds demand, coupled with some domestic shipbuilding enterprises driven by interests in recent years, began to turn to ship repair business; on the other hand, the domestic ship repair market demand decline, especially in 2021, due to the epidemic prevention and control policy changes in some areas of the country, resulting in part of the ship repair orders flow to Singapore, Malaysia and other Southeast Asian ship repair yards, coupled with the recovery of the global shipping market resulting in freight prices High, the shipowner for modification or large-scale repair will not be strong. The above-mentioned combined factors cause the risk of overcapacity in the domestic ship repair market to further increase.
According to Clarkson data, from 2017 to 2021, the global merchant fleet capacity grew year by year, with an average annual compound growth rate of about 4%. In 2021, the global merchant fleet capacity reached about 2.2 billion deadweight tons. And it is expected that the global fleet capacity will further grow in 2022, which will bring part of the fleet overhaul and conversion demand to be released, and China, as the world’s largest ship repair market, still has further room for development.
The ship’s repair strategy should be graded according to the importance of the ship’s equipment, such as equipment type, equipment fault diagnosis technology, repair implementation feedback, and internal and external experience. The equipment that plays an important role in the working process of the overall ship’s working units must improve the aggressiveness of pre-repair to reduce the aging phenomenon of the equipment and avoid unintended failures.
Preventive maintenance of ships is divided into cyclic maintenance and condition maintenance. Periodic maintenance is more conservative and has a higher probability of excessive maintenance, but at the same time, this maintenance method is convenient for premaintenance planning control and has a lower risk of equipment failure. Condition maintenance is more reasonable than periodic maintenance, but this maintenance method is easy to make ship equipment out of repair. Condition maintenance requires careful condition monitoring and fault analysis of equipment to confirm that there are enough fault analysis means to exclude all kinds of faults, and must strictly implement ship equipment sex ratio testing work.
According to the familiarity of ship maintenance management personnel to ship equipment, the pre-maintenance of ship equipment should be based on periodic maintenance in the early stage, which can maintain the maintenance status of ship equipment even if the maintenance personnel have an insufficient grasp of the state of ship equipment. With the familiarity of maintenance personnel to ship equipment and the accumulation of basic data, the pre-maintenance mode for ship equipment should gradually transition from periodic maintenance to status maintenance.
Marine stainless steel is 304L low carbon stainless steel, 316L low carbon stainless steel, and 2205 duplex stainless steel.
304L low carbon stainless steel is a general-purpose stainless steel material, also with an austenitic organization structure of stainless steel, it’s widely used in the production of marine equipment requiring good overall performance (corrosion resistance and formability).
316L low carbon stainless steel after 304L low carbon stainless steel, the second most widely used austenitic stainless steel grade, because the addition of molybdenum (Mo) metal elements to make it obtain excellent corrosion resistance, so commonly used in the food industry and surgical equipment. 316L low-carbon stainless steel is also called “marine stainless steel” because of its better resistance to chloride corrosion than 304L low-carbon stainless steel.
2205 duplex stainless steel is a compound stainless steel composed of 22% chromium, 2.5% molybdenum and 4.5% nickel-nitrogen alloy, its yield strength is more than double that of 304L mild stainless steel and 316L mild stainless steel, this characteristic makes 2205 duplex stainless steel lighter than the two mild stainless steel. It has high strength, good impact toughness, and good overall and local stress corrosion resistance.
Today’s maritime market requires greener, smarter and more technologically advanced ships. To remain competitive, shipbuilders must deliver these vessels on time, on budget and on quality. Integrated ship design and engineering solutions allow marine companies to remain in control of the design spiral. By bringing all multidisciplinary design data, processes and tools together in one centralized environment, they can break down information and collaboration silos, foster innovation and increase corporate productivity.
As the demand for higher value-added ships increases, so does the need to identify and mitigate the risks associated with more complex design and manufacturing processes. The current climate of unpredictability and increased competition in the shipbuilding market has exacerbated this need. To remain competitive, shipbuilders must offer bids that are both attractive and accurate. To this end, having a fully planned, resourced and budgeted end-to-end project management solution becomes critical.
As the economic slowdown continues to affect an already overcrowded shipping market, shipowners and operators are looking to maximize profitability by reducing operating costs and increasing vessel availability. At the same time, the rise of information and communications technology (ICT) has elevated data collection, exchange and analysis to unprecedented levels, opening up new horizons for shipping companies and shipbuilders.
The ship and offshore engineering manufacturing industry is a branch of the manufacturing industry, but also a relatively isolated industry. At present, the world’s marine engineering technology research, product development, science and technology applications, has experienced hundreds of years of development, but also reached a relatively high level, all kinds of new technologies and new products are also endless.
Although this industry originated in Europe and the United States, at present, in addition to military manufacturing, necessary repair, and cruise ship manufacturing in Europe and the United States, there are few old ship repair yards left, and a large number of ship and marine engineering projects repair business has moved to the Asia-Pacific region. Countries represented by China, Japan, Korea and Singapore have taken a large share of the market orders. However, many core advanced technologies and products are still in the hands of European and American suppliers.
As far as our country’s situation is concerned, under the national strategy of Made in China 2025, our ship and offshore engineering industry, too, is vigorously moving forward. However, we have been promoting the process of localization and independentization of advanced technology and equipment, which should be called “a long way to go, I will go up and down and seek for it”. In addition, we still have a lot of room for improvement in project management, production organization, resource allocation, quality control, etc.
Innovation is the key to maritime projects. The introduction of new technologies in port projects around the world has established a reputation for excellence. Professionals will plan automated container terminals spread across five continents and deliver the world’s first shore-to-ship power system for an offshore tanker. Integrating innovation into plans, models and designs, the projects delivered take into account the needs of today and tomorrow. Marine developments delivered include: container, liquid and dry bulk terminals, waterfront developments, cruise and ferry terminals, leisure terminals, and military facilities.
The rapid development of the economy has driven the development of ports, and there are numerous mechanical equipment in ports. The management of mechanical equipment can effectively reflect the management level of ports and improve the economic efficiency of ports. At the same time, machinery and equipment as an important part of the port, promoting the development of the port. From the analysis of the management of port machinery and equipment to find out the problems in the management of port machinery and equipment, mainly the management of a certain degree of confusion, the lack of management personnel and ideological awareness of the backward, leading to problems in the management of port machinery and equipment.
In the process of continuous development of major ports for the effective management of machinery and equipment is a very important means for the good development of the port and the normal operation of the dry buckle are of great significance, so for the management of port machinery and equipment should be effective solution to the problems in the management of port machinery and equipment, to ensure that through the improvement of management methods and the establishment of the management concept, so that managers understand the importance of port machinery and equipment management, improve the importance of management, can certainly promote the development of port machinery and equipment management.
In terms of transportation, yachts are basically similar to other cargoes, including road transportation, water barge transportation, ocean-going container ship transportation, general cargo ship transportation, terminal transfer and yacht lifting. However, due to the oversize, overweight, high cargo value and easy damage characteristics of yachts, the transportation work is very demanding and must be planned and managed by a professional team, with careful and professional design for lashing and lifting.
The yacht exit is usually a bulk ship to Malaysia and Phuket. Unlike other goods, yacht exit requires the concerted efforts of the exit enterprises, port and port supervision departments, especially the yacht on the deck needs to be fixed and tied down, these special needs put forward higher requirements for the speed of customs clearance.
A ship must be equipped with a complete set of power units and auxiliary equipment that meet the specification requirements before it can navigate on the water. These power units include main power units, auxiliary power units, steam boilers, refrigeration, and air conditioning units, compressed air units, marine pumps, and piping systems, water-making units, and automation systems. This electromechanical power equipment is mainly concentrated in the engine room, and the technical department specializing in managing this equipment is the engine department.
It is the heart of the ship and the most important part of the ship power equipment, mainly including
It is a common name of the engine that can produce ship propulsion power, including various pumps and heat exchangers, pipe systems, etc. that serve the main engine. At present, the main engine of merchant ships is mainly diesel engine, followed by steam turbine.
Transmit the power of the main engine to the propeller equipment, in addition to the transmission of power, but also can play a role in deceleration, damping, small ships can also use transmission equipment to change the direction of rotation of the propeller. Transmission equipment varies slightly according to the type of main engine, in general, it is composed of reducer, clutch, coupling, coupling, thrust bearing and ship shaft.
Ship propeller is the most widely used propeller, most of them use fixed pitch or adjustable pitch propeller propeller ; ship shaft system is the device that transmits the power from the main engine to the propeller. The main engine of the ship drives the propeller to rotate and generate thrust through the transmission device and shaft system to overcome the resistance of the ship to make the ship move forward or backward.
Auxiliary power unit of the ship, also called “auxiliary engine”, refers to the generator on board, which provides electrical energy for the ship in normal and emergency situations. The engine set, switchboard and other electromechanical equipment constitute the ship’s power station.
The primary power is mainly provided by diesel engine. Based on the consideration of ship safety and reliability and easy maintenance and management, large ships are equipped with no less than two diesel generators of the same type, and more than one of them can generate electricity at the same time according to the need.
In order to save energy, during the voyage, some ships can use the drive shaft of the main engine to drive the generator to generate electricity (shaft with generator) or use the waste heat of the main exhaust gas to generate low pressure steam to drive the turbine generator set to generate electricity, etc.
It distributes, controls, transmits, and transforms voltage and current to ensure the needs of each electric towing equipment and the whole ship’s life, lighting, signal, and communication, etc.
The ship with diesel engine as the main engine needs to have steam boiler, which is composed of auxiliary fuel oil furnace and exhaust gas boiler as well as the tube system and equipment for its supporting service. Auxiliary fuel oil boiler is to supply some auxiliary steam needs on board, such as heating fuel oil and lubricating oil, heating, living water, kitchen, boiling water, etc., and to meet the needs of some auxiliary engine steam. In order to save energy, the exhaust gas boiler in the voyage uses the waste heat in the diesel engine exhaust to produce steam, and only uses auxiliary oil boilers when moored.
The ship is installed with refrigeration device to refrigerate the transported cargo, refrigerate a certain amount of food and improve the living and working conditions of the crew and passengers. The task of the air conditioning device is to keep the cabin with climate conditions suitable for people to work and live, which includes cooling and dehumidification in summer, heating, and humidification in winter, and ventilation throughout the year. Its main equipment is refrigeration compressors, evaporators, condensers, air conditioners, and their automatic control components.
Generally, the ship is equipped with multiple air compressors and multiple compressed air bottles to supply and store the compressed air required by the whole ship, such as starting the main and auxiliary diesel engines with compressed air; commuting the main engine; providing air source for the air horn, deck pneumatic machinery and other equipment. Its main equipment are air compressor, air storage cylinder, pipe system and safety, control components, etc.
In order to pump seawater, fresh water, fuel oil, lubricating oil and other liquids on the ship, a certain number and different types of pumps are needed. Generally, it is necessary to set bilge pumps, fuel oil and lubricating oil transfer pumps, boiler feed pumps, cooling pumps, ballast pumps, sanitary pumps and other major oil and water pumps in the engine room. Connected with the pump, the ship is set up for various purposes of piping, which can be classified according to different purposes as follows
The piping system which serves for the safe and continuous operation of the main and auxiliary engines. There are piping systems for fuel oil, lubricating oil, sea water and fresh water, steam, compressed air, etc.
The piping system serving for ship navigation, ship safety and personnel life. Such as ballast, bilge water, fire-fighting, sanitation, ventilation (air conditioning) and domestic water piping system.
Water-making device, also called a water-making machine, is a device that generates steam by heating seawater under vacuum, and then condenses the steam into fresh water.
With the progress of science and technology and the wide application on board, the cabin control system is more and more advanced. The remote manipulation and centralized control of the ship’s power plant greatly improves the working conditions of the crew, increases the working efficiency and reduces the maintenance and repair workload. The automation system composed of remote control, automatic adjustment, monitoring and alarm for main and auxiliary engines and other mechanical equipment in the cabin is an essential part of modern ships.
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