Wednesday, 23 May 2012
Sunday, 16 October 2011
"RAMON MARGALEF": EL HIERRO ISLAND
The "Ramon Margalef", equipped with an unmanned underwater vehicle "Liropus 2000", will record the seabed up to 2000 m depth to observe the underwater eruption of El Hierro. The probe of the "Ramon Margalef" performs a three-dimensional topography of the seabed allowing water to assess the differential to see if there are gas vents from the seafloor. All this with the mission for the study of a phenomenon unknown and unpredictable and subject to scientific evaluation will allow taking all necessary protection measures.
- Guascor has manufactured the five generator sets of the vessel's power plant.
- Ibercisa has supplied five trawl winches and a double net drum.
- Ferri provides the main crane, gantries and a telescopic arm.
Monday, 12 September 2011
"PRODUCTIVITY OF THE SHIPYARDS CAN BE TRIPLICATED"
As a consequence of my recent article “INTELIGENCE + TECHNOLOGY IN THE MODERNIZATION AND AUTOMATION OF THE NEW AND EXISTING SHIPYARDS”, I have received a lot of responses and requests about MARTEC.
M.G.- I think we made a good impression because a robotized cutting line and the development of its correspondent software, was something as science fiction at that time in Spain. I suppose they thought that we would be able to get quite similar results in other fabrication processes. I also think they considered to be very positive the fact of proximity, providing a fast service.
P.O.- Aren´t you surprised about the low rate of automation in our SYs ?
P.O.- To my understanding, the automation equipment is rather expensive. Is it possible to draw a plan in terms that require step by step investment?
M.G.- Effectively, quality is enormously improved. The assembly work made in the slip way is very unpleasant and normally unpredictable. For that reason, we will try to minimize those problems reducing the job in the workshop but with the maximum possible precision. The suitable dimensional accuracy can only be achieved by using modern machines capable to obtain it. I would also like to emphazise that automatized welding is much more reliable than when manually executed. Although we have qualified and homologated welders, we should be conscious that welding represents an unpleasant job and the adverse emotions are also a handicap for a worker, all which affects to the state of his mind, making this job much more irregular than a well programed and optimized machine.
M.G.- As I said before, handling heavy and big loads by cranes implies important risks. Clear and strict standards and protocols regulate the handling of cranes and even though, it is not always possible to avoid incidents or casualties which in most cases are fatal accidents. The main rule, whenever possible, is that all loads should be moved at floor level by means of specialized equipment as the hydraulic carriages that we use to transport the sections from one phase to another in the in-line production. The order which resuls from the in-line production, together with an in-put out-put of materials safe and well defined, -without crossing and mantaining the alleyways free of materials- are essential. The replacement of welders by automatic machines will prevent them from eyes and joint injures. The better grade of skills and knowledge of the qualified staff in their specialized working field, the safer will get their environment.
M.G.- Yes, I would like to set clearly, that the human being is intelligent and capable when using his brain, but physically we are very fragile. Let us make use of our intelligence and let us use machines to execute heavy, monotone and/or dangerous works as long as the state of the art allows it. There shouldn’t be used persons to execute jobs that can be done by machines. Humans can’t compete with them, but their intelligence is greater, and by using this intellingence is how the human being has highly developed and progressed.
Friday, 26 August 2011
"THE SPANISH NAVAL INDUSTRY WILL REACH WITH FORCE TO BRAZIL AND ANY COUNTRY THAT INTENDS"
C. Marqués- How did your life? Can you make a brief summary of your experience?
A.R.- First of all a very significant reduction in NOx emission levels, engine much "cleaner" and careful with the environment.
C.M.- The IMO II includes significant and progressive limits to reduce emissions of sulfur oxides (SOx), nitrogen oxides (NOx) and particulate matter (discussed first). Also includes important revisions to the NOx Technical Code, which contains procedures for testing and certification of marine engines that comply with the regulations. How to deal with this legislation and testing?
In MAK engines is carried out basically a variation of Miller cycle that involves a change in the moment of opening the intake valves. The final result is a lower temperature in the combustion chamber, reducing the concentration of NOx emitted into the atmosphere.
However, the progress made by MAK does not stop there, but also the engines feature a mechanical device in the camshaft known by its acronym FCT (Flexible Camshaft Technology) which reduces particulate emissions (mainly ash and charcoal) in regimes of low-load work. This makes for a powerplant that produces virtually no visible smoke.
A.R.- We do not verify the emissions directly into the atmosphere, but we check a number of parameters in the engine to ensure smooth operation and verify that the measures taken are as close as possible to the measures on the factory bench testing.
C.M.- In the "Veranes" or "Veriña" tugs for example, which have been working about 8 months and operating with power of 2970 kW, are the new engines IMO II presented a greater adjustment or maintenance of the above?
A.R.- On the contrary, absolutely perfect working conditions, although both vessels are under a special monitoring program directly from the manufacturer CATERPILLAR Motoren, in order to check the performance of new systems during the first hours of operation.
C.M.- CATERPILLAR has two distinct business lines such as Caterpillar and MAK. Tell this differentiation.
A.R.- CATERPILLAR built his first marine engine in 1937 and it has a product range that extends from 11 kW to 5650 kW, in what might be called high-speed engines.
C.M.- Everybody tell me about the excellence of your service and maintenance, I know you're going to say so, but .... What is your strategy of assistance and intervention teams in Asturias for example? What areas do you offer coverage?.
A.R.- Our office is here close to 20 km, in Pruvia, the heart of Asturias. We offer coverage throughout the region, both marine and terrestrial equipment, industrial, mining machinery, public works and construction. We have over 25 fully qualified mechanics and a support team 24 hours. We also have two branches in Leon and Ponferrada to cover the assigned area.
In Spain we have 11 branches and 15 delegations, distributed throughout the country. All of them are located parts warehouses, commercial offices and other ancillary services.
There is also a General Warehouse of spare parts, located in Arganda del Rey (Madrid), with over 10,000 m2, with a stock of over 80,000 references that allow us to offer an availability of 92% in less than 24 hours and 99 % 48 to 72 hours, all looking for "the road to excellence" in service to our customers.
C.M.- The set of technologies developed for the technological know him as ACERT. Can you expand on this concept and what vectors together?.
A.R.- ACERT is the result of an investment of over $ 500 million.
A.R.- Given that the IMO II we note and approved before it was required by law, we are working on technology for engines with IMO III that as you know are needed from January 1, 2016, and I know the results are surprising....
C.M.- Regulations (IMO II, etc) forget the needs of the owner? ¿Real benefit or penalize move-taxed-the owner?. What is your view on this?
A.R.- The law is strictly necessary and there is no doubt that the initial investment cost is higher. The SSCC equip the vessels with a much higher standard of quality, which affects a higher initial value of the ship and lower depreciation thereof. Environmental regulations are part of our everyday life (electric cars, leds ,...) so I think the shipbuilding sector must and will be gradually tightened.
C.M.- How do you see the current situation of the shipbuilding industry in the country? When do you think we will have a reasonable growth?.
A.R.- I see the current situation in a moment of uncertainty to the resolution of the Tax Lease record in the European Competition Commission. But it shows much more movement than in the previous two years and I think from 2012 it will be fully regularized. The crisis has left several shipyards closed or in bankruptcy, but in my humble opinion, the unreal situation we had in 2007 and 2008 where the huge demand we had made even delivery times of 30 months for a particular model of engine.... today we have 6 months.....
C.M.- Since we are in Gijón. Without wishing to commit ... Can you explain the overall project workis taking place in Musel?
The project has implemented a new breakwater, which starts in Cape Torres and with a total length of 3,800 m and three different alignments with structural typology, will form a basin of 145 has sheltered waters. It has also included the construction of a pier located in the northern part of the basin of 1,250 m in length, with depths ranging from 20 to 27 m and a width exceeding 400 m allowing simultaneous berthing of three 230,000-dwt Bulkcarriers and 20 m depth. Complete protection of the slopes filled interiors, located on the west and south of the pier with a length of 1,650 m, giving a total landmass of 140 hectares with land reclaimed in full the sea.
The new dry bulk terminal to be implemented in these facilities have a discharge capacity of more than 25 million tons, with a storage area of 60 hectares which will collect up to 2 million tons of iron ore and coal. All this combined with the new planned investment will make the Musel a reference port in Spain.
Thursday, 4 August 2011
INTELLIGENCE + TECHNOLOGY IN THE MODERNIZATION AND AUTOMATION OF NEW AND EXISTING SHIPYARDS
From my own experience over the years, and that obtained from MARTEC Engineering, a specialized company providing high level modernization and automation solutions to the ship building industry, -particularly Shipyards-, I will try to make a brief observation and comments on those aspects I consider to be the most interesting.
The Operational part is the part that acts directly on the machine. These elements make the machines work and perform the desired operations. These are the driving machine operative elements: motors, cylinders, air compressors, welding & cutting elements, markers, sensors as photodiodes, robots, etc.
The Command Part is usually a PLC (Programmable Logic Controller). In an automated manufacturing system, the programmable automaton is the brain of the system and must be capable to communicate with all the elements of the automation system.
Objectives of the modernisation/automation
Before implementing an advanced automation system, it must be clearly understood as well as be convinced that a number of targets will be mainly achieved:
1. Great improvement of levels of productivity in terms of reducing cost and improving quality
2. Production increase
3. Improve of working and safety conditions by elimination of arduous works.
4. Rationalize the transfer of pieces (plates, profiles, panels, subassemblies, sections, blocks etc.)
5. Perform operations impossible to control intellectual or manually
6. Improve availability providing requested amounts at the right time
7. Simplify maintenance. Operators do not require great knowledge for the process
8. Integrate management and production
My experience in data
Spanish shipyards – Sestao, Ferrol, Puerto real, Sevilla, Juliana… The automated equipment together with the modernisation concepts implanted by MARTEC in these shipyards, allow me to see first hand, and make myself a site composition in this regards.
The first conclusion I draw is the incomparable and surprising quality of the work achieved, which affects directly and very positively to the product itself as well as to the following processes of production, particularly when in tier. A small error at first stage, say in drawings, cutting, welding etc., becomes a huge problem (and cost in hours) during the assembly process. The automation provides the precise quality to eliminate these initial errors.
It is true that to achieve this, among other things, the Shipyard must have a powerful technical office capable to generate reliable final drawings to be then transferred to the Command Part (software) system in real time in order not to stop or create any disturbance to the production chain.
The increase of production and productivity depends on the Shipyards investing decision in modernisation/automation, moving it forward in the same proportion as the ship delivery.
The saving in the line construction of the blocks and the time saving during assembly process in the tier, might be well about 15% of the total time of the steel work (hull). The quality achieved and the well controlled process is directly involved in these savings, preventing in this way having to make costly correction and reforms afterwards.
Another very important aspect to be considered is the significant improvement obtained in safety at work. Since blocks move online, the possibility of accidents caused by plates, panels, subassemblies blocks etc in suspension, are drastically minimized. This point is of utmost importance since, apart from the drama and tragedy that represents each accident or casualty, the productive and economic impact generated is absolutely negative for the Shipyard. I have found that workers are more focused on their job and also more efficient, because they know that the processes are safe and they do not have to take any risks of moving pieces, which forces them to be in a constant vigilance.
The rationalization of materials handling and moving is another point to bear constantly in mind. A huge amount of hours are lost in the transfer of different material and parts when the shipyard workshop is not well organized in conjunction with the equipment installed or to be installed. Depending on each case, the efficiency of the mobilization might be improved between 10 -20%.
No doubt that the implementation of an automated system reduces personal, but the staff required should be more qualified and should be trained and familiarized with computer control environment. Even so, the balance is always positive and this will benefit the shipyard productivity.
As a preliminary summary, from my point of view, nowadays in order to compete in shipbuilding industry at a global level, the Shipyards do not have any other option than get modernized, undertaking the necessary investments to innovate by implementing automation. There is NOT other way. Therefore, the most increase in production and productivity the most reduction of the ratio Hours/Ton, which, in one word, is the most crucial Ratio for a shipyard.
In this complex shipbuilding field, the only company, that I know, capable to modernize/automate the Shipyards, making their complete turn key integration, is MARTEC Engineering.
Today, more than ever, to be competent, one must get trough modernization and reduction of production costs .
Sometimes I think that the intelligence-technology relationship is more than just the application of the equation Intelligence + technology = automation/modernization.