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from one place to the other, from one country to the other country and from one part of
the globe to the other part of the globe. They are
1 Transportation by Sea,
2 Transportation by Rail,
3 Transportation by Air
&
4 Transportation by Road
Port is a place where facilities are provided for the ships and other Sea going Crafts to
take shelter, have facilities for unloading and loading, for fuelling, for taking fresh waters
and such facilities as may be required by them.
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Various types of Export & Import cargoes are handled at each Port for International
Trade as well as Coastal Trade. The Export Cargoes are those cargoes which are loaded
in a ship and go out of the Port and or to the country. The Import Cargoes are the
incoming cargo from outside the country and are generally unloaded at the Port.
For handling various cargoes as well as for shipping movements and/or Marine Operation
within and outside the Port, a no. of equipments are needed to support the services to be
rendered to the Port Users.
To go into the details of the Management System, one should know the types of cargoes
being handled at the Port as well as the machineries needed to support the Port Operation,
right from entry of the vessel at the port limit to the exit of the vessel from the port limit.
The facilities required for the entry and exit of a vessel from a port are as follows :
1 Pilot Vessels/Launches
2 Despatch Vessels
3 Dredgers
4 Tugs
5 Survey Launches
6 Mooring Launches
7 General Purpose Cargo & Inspection Launches
8 Hopper Barges
9 Self Propelled Barges/Water Barges
10 Fire Floats
11 Good VHF/UHF Communication Facilities etc.
12 VTMS (Vessel Traffic Management System)
There may be special type of Crafts, specifically maintained by certain Ports for their
Captive Use.
When a vessel is within a Port, various types of Cargoes are loaded and/or
unloaded,on and off the Vessels. The equipment/ machineries required for handling
the cargoes, the following inputs may given an idea :
i) Conventional
ii) Semi-Mechanised
iii) Fully mechanized
The conventional Dry Bulk Cargo handling can be carried in the following ways :
Mechanised : The most important and the fastest Handling System for Dry Bulk Cargo is
the mechanical bulk material handling system or mechanized system for Dry Bulk Cargo.
In last 2 decades, the volume of Dry Bulk Cargo Traffic has increased worldwide to a
remarkable extent. This becomes clear when one considers the increase in production
figure for steel, aluminum, fertilizer and all forms of energy from basic fuel. The
economical exploitation of overseas and coastal raw materials was made possible only by
a far reaching rationalized means of transportation. Towards the end of the 50’s Ship
builders suggested a bulk transport ship with a cargo carrying capacity of 60,000 DWT
and this formed the basis for the Ports Planning Work. By the end of the 60’s new sites
for Harbour with larger depths were being sought in order to take ships of cargo carrying
capacity in excess of 1 lakh DWT,may be upto 2,50,000DWT presently, even at low
water. Such Bulk Freight Ships can only achieve optimum efficiency of correspondingly
short turn round times. As a result, to cope with this increasing and changing trend of Dry
Bulk Cargo Handling, new methods had to be devised in order to make loading and
unloading possible as fast as possible. Accordingly, the Ports had to adjust to this type of
trend. The handling functions required for the transportation of Dry Bulk Cargo as
elaborated above, consist from the mining stage to the receiver of Raw Material of the
following stages :
B. Port of Despatch
II Transportation to Stock pile & Stacking and Reclaiming in the Port through
Mechanised Conveyor System, Stackers/ Reclaimers etc.
Clamshell type
Spiramatic
II transportation to Stock Pile & Stacking & Reclaiming in the Port’s Stock
Pile through mechanized Conveyor System, Trippers, Stackers / Reclaimers
etc.
III Loading of Inland Transport (Barge, Rail Wagons, Conveyor, Truck etc.)
through mechanized Conveyor System, Barge Loaders, Stacker/
Reclaimers, Pay Loaders, Open Wagon Loading System, Hoppers/Bins &
Bagging/Stitching Machines etc.
Apart from the Mechanical Handling System of Dry Bulk Cargo in dry form, there is
another method by which the Dry Bulk Cargo is converted into slurry by mixing the fines
with water at the Pit Head (for Ore, Coal etc.) and subsequent transportation of the same
in slurry form through a cross country Pipe Line to the nearest Port of loading. The cargo
can be loaded on to the VSL either in slurry form or the slurry is once again converted
into fines or pallets by (slurry pit, pumping machine, pipe lines etc.) some conversion
arrangement installed adjacent to the unloading/loading port. This mode of transportation
is very costly because of the reason that for laying the cross-country pile line, pumping
installation and transportation from unloading point to the user point is required. When
no other alternative method is possible or the road / rail connection from the Pit Head to
the Loading Port or Unloading Port is not available or very difficult, then such mode of
transportation may be used.
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The fast development of ship size had a strong influence on the layout and the selection
of equipment of mechanized Dry Bulk Handling Port Terminal. The large size vessels
require faster rate of loading/unloading.This require specialized equipment which means
high investment and this can only be profitable, if there is enough work to be done so that
there is enough coverage for this investment.
Considering all the above, the following factor should be kept in mind while creating a
10 The design should consider the local atmospheric and operating conditions.
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2 Break Bulk Cargo – Wharf Cranes, Mobile Cranes, Fork Lifts, Tractors, Trailers,
Launches, Wagons Locomotives etc. and any other special equipment for specific
use.
3 Containerised Cargo - Container Handling Quay Cranes and Yard Crane, Reach
Stackers, Top Lift Fork Lift, Trucks, Fork Lift Trucks for staffing and destaffing.
Transport Equipment like Heavy Duty Tractors & Trailers, Straddle Carriers,
Reach Stackers, Heavy duty mobile cranes,AGVs etc. and any other special
equipment for specific use and purpose.
Since multiple activities are associated with Port Operations & Management, an
executive must have the attitude and aptitude to develop himself in this changed scenario
for taking up multidisciplinary tasks. For example, in a Manufacturing Organisation, the
product line carries out repetitive nature of jobs as such, the persons employed generally
have similar nature of demands which an HRD Manager has to face but due to the
complex nature of operation in a Port a HRD Manager has to tackle diverse nature of IR
problems quickly. Surprisingly, similar is the task for all the Managers of all of the
departments in a Port. Fortunately,pdfMachine
Port Sector is still now a profitable sector but due to
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liberalization of economy, threats are coming from the Private Ports being emerged as
challengers to existing Ports.
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From the observations and recommendations the different committees on Ports, it
would be evident that they cover almost the same points with more or less similar
recommendations. In the organization and management structure of the Ports, all the
committees have suggested restructuring of Boards and Departments, Management
Accountability and Human Resource Development. On operational side, emphasis has
been given by all for all round improvement of functions and services, utilization of full
capacities, optimum use of all equipment, improvement of facilities like Ware Housing,
Communication etc. Labours are getting higher wages and so, they must reciprocate by
giving higher productivity or output.
From the above projection/ suggested projection, one can easily understand the
enormous task ahead for Management Group in a Port. For handling the projected cargo,
quite a good amount of fund has to be invested for replacement of old equipment and
obsolete equipment, upgradation of existing facilities by addition of high speed efficient
and modern equipment of the state of the art technology. This can be partly done by the
Ports itself and partly by privatization. Presently, a no. of facilities are being created
through BOT process with private investments.
Some one should know the nature of documentation carried out in a Port
Operations.
For any type of Cargo Handling Operation in a Port, Import and Export or Coastal
& International Trade, there are standard procedures which are recorded in writing or
documented properly in approved formats and kept in record for future references. This is
essentially required because of the fact that a number of contracts, transactions, clearance
of Port Trust, clearance of Statutory Authorities etc. are required. Hence, the
documentation.
In this process, a number of agencies are involved according to the type of trade
but the following are the main agencies :
1 Port Trust
2 Despatcher
3 Receiver
4 Shipper
5 Customs
6 Charterer
7 Agents of Despatcher
8 Clearing & Forwarding Agency
9 Handling Agency
10 Logistics Agency
11 Stevedors
12 Agents of Charterer
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13 Agents of Receiver
14 Agents of Shippers
15 Insurance Agency
16 Surveyors etc.
The above agencies carry out their respective functions and record their endorsements
on the documents which are very valuable records since for loss or damage or less
receipt, representation is to be made at the appropriate forum for settlement of claims,
dispute etc. Also, a number of agencies, as stated above, work on behalf of their
principals with proper authorization, since it is not possible always for the dispatcher,
receiver or shipper to deal the matters directly and so they take the help of specialized
services of various agents, who take part in the transaction process.
For any cargo, whether it is bulk, break-bulk, containerized or general cargo etc. or
Import or Export (Foreign Trade) or Coastal Trade, the method of documentation is more
or less similar.
For example, for any Bulk Cargo Import (Foreign Trade), the main documents
involved are as follows :
The materials can be unloaded at the berth on receipt of customs passout/ clearance by
the Appraiser of customs, clearance of Port Finance Division regarding payment of
Handling Charges over Board and on Shore, Gate Delivery Charges etc.
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For Export (Foreign Trade), the main documents involved are as follows :
Here also Port Finance Division Clearance regarding payment of On-Board Charges,
Rent Bill, if any, Customs Clearance etc. will be required for loading on the vessel.
However, with more and more use of computers, the number of papers and the time will
come down for speedier disposal of the documents.
The Major Ports are generally governed by the following Acts,duly amended from time
to time :
ENVIRONMENT
Environmental problems at existing ports can be seen to arise from within the
ports themselves and from their interaction with their surroundings. These problems
include.
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Ports Handling Cargoes for which they were not designed,
with the result that working and storage areas are often
inadequate and different activities are insufficiently
segregated.
Outside the Port boundary, Ports can cause environmental problems through
traffic congestion, and air, water and noise pollution can arise even from well
managed bulk handling facilities.
Furthermore, the Port Environment itself often suffers from water and air
pollution caused by adjoining industrial and urban land use outside the direct
control of the Port Authorities
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Current development schemes provide the opportunity to make significant
improvement at a number of existing ports, primarily through the concentration of
Bulk Handling Operations at strategic ports which are able to offer sophisticated
handling equipment capable of significantly reducing air, water and noise
pollution.
A major concern at present within the industry are the delays being
encountered in obtaining environmental clearances for new port related
developments. It is important to note that this experience is not confined to the
Port Sector alone and is currently affecting many major infrastructure,
developments projects in the country, such as, roads,new power plants and
pipelines.
SUGGESTIONS
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o Mapping of environmental constraints in the vicinity of all green field port
sites and those ports earmarked for substantial new developments
o Integration of port planning with land use planning and coastal zone
management
Now that, due to liberalized Govt. policies, action has already been initiated to
invite capitals from outside sources including FDI leading to corporatisation of
major ports as well as for setting up of Private Ports and / or leasing handling
facilities and berths to Private Operators on B.O.T/B.O.O.T/Joint Ventures etc.
a) Vision Workshop
b) HRD Policy
c) Performance Appraisal System
d) Performance Reward System
e) Job Responsibilities
f) Consensus decision making
g) Behavioural science to improve attitudes
h) Trust Building Exercises
i) Team Spirit Building Exercise
j) KAIZEN Principle
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k) Time Management
l) Value Engineering & Organisational Values Practicing
m) Success & Failure Stories – Real Life Case Studies
n) Skill Building Exercise
o) Quality Circles
p) Suggestion Schemes
q) Self Appraisal
r) Cross Functional Groups
s) Incentives
t) Welfare Schemes
u) Trade Union relationship
v) SWOT Analysis etc.
This list can be extended since this is not exhaustive and any activity towards
development of productive approach to human sensibility will give excellent results.
Berth No.4 is a dedicated berth for handling Thermal Coal for Power Generating Stations
and Cement Companies etc. situated at the Southern part of India.
Berth No. 5 was originally constructed for handling Fertilizer and Fertilizer raw material
for the adjacent HFC & Unilever Factory. But since the cargo prospect did not mature
due to the reason that the HFC Factory did not start functioning due to reasons best
known to them, this berth with its original installations have been operated for unloading
finished fertilizer and raw materials, coking coal, rock phosphate, sulphur, food grains,
soda ash etc. successfully. However, due to Govt. of India’s new policy of privatization
in Ports, this Berth has been handed over to M/s. SAIL on lease basis for a committed
cargo throughput per annum for 5 years. The installation in Berth Nos. 3 & 4 are more or
less similar in nature except that the Wagon Tippler is slightly different in form & there
was no Grizzly, Apron feeder and the Crushing arrangement at berth 3, because Iron Ore
is normally supplied in sized lump and in fines. All other machineries are more or less
identical that of Berth No.4. However, a number of modifications have been carried out
to modify the tippling, stacking/reclaiming and loading arrangement suitable for handling
Thermal Coal. Both Berth 3 & 4 are having Marshalling Yard with Railway Tracks for
inward movement of Wagons to Tippler and Post-Tippling Railway Tracks for holding
and clearing the empty wagons. The basic difference between Berth 3 & 4 combined and
the Berth No. 5 is that Berth No. 3 & 4 are loading berths with Wagon Tipplers, various
Conveyor Systems, Crusher, Apron Feeder, Vibro Feeder, Open Stack Yard, Stacker
cum-Reclaimers, various Transfer Towers and the Ship loaders while Berth No. 5 is
having Ship Unloaders with Grab attachments (Clamshell), various Conveyors and
Transfer Towers, covered storage for finished fertilizer, food grains, soda ash etc. and
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open Storage Yard for Sulphur, Rock Phosphate etc. Vibro Feeders, Open Wagon
Loading System, Tripper Car for Stacking, Hoppers and Bins associated with Bagging &
Stitching Machines and Platform with suitable Railway Tracks adjacent to Bagging
Platform for final dispatch of Bagged Cargo.
Since, basically the working of all the 3 berths are more ore less similar in nature, except
that the process is reverse, the deliberation will generally concentrate now on the Coal
Handling Plant (Berth No.4) only due to paucity of time.
The Coal loading facility at Berth No.4 Haldia was planned as an important component
of the Dock for loading of coal originating from Bengal, Bihar Coal Fields and Orissa
Coal Fields. The facility was meant for export and transportation of coal as stated earlier.
M/a. MAMC Durgapur was the main contractor for construction of the Coal Loading
Plant alongwith the erstwhile ore Handling Plant. The Ore Handling Plant was sub-
contracted by M/s.MAMC to M/s.TRF Ltd., Jamshedpur. The plant was commissioned in
1977 and commercial operation commenced from 28.02.1977.
The Coal Plant, made of twin identical circuits, essentially comprises of :
2 Long Yard Conveyors carrying coal over the entire length of the Stock Piles,
Extend upto the nearest Transfer Towers of the Intermediate Conveyors & upto the
loading area of the Plant. Stacker-cum-Reclaimers,
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each of the 2 Yard Conveyors. During direct ship loading from tippling, the coal is
straight away carried to the Shiploader by the Yard Conveyor, when
receiving and loading coal matches. Otherwise or in case of ships being not
available, the material is stacked with the help of the Stacker-Reclaimer. Again in the
absence of loaded wagons, the Stacker Reclaimer reclaims the material from the Stock
Pile and the Yard Conveyor and subsequent Intermediate Conveyors carry it to the Berth
for ship loading. Coal reaching the loading zone is received by 2 parallel Tripper
Conveyor, extending the entire length of the Coal Jetty and coupled individually with 2
track mounted Shiploaders. The Shiploaders with retractable booms and belt driven
trimmers at the discharge ends fill the hatches with throw of coal at the farthest corners in
the hatches. During the hatch change, the boom of the Shiploader is retracted and raised
to clear the ships structure and during this period, the loading is temporarily suspended
but with a change-over arrangement, the stacking is continued through Stacker-cum-
Reclaimer at the Stock Pile. The particular equipments and their capacities are listed
below :
Apart from this, various other equipments like Mobile Crane, Pay Loaders, Dumpers,
Tractor Trailers, Bulldozers etc. are deployed for day-to-day work.
The adjacent erstwhile Ore Berth also have similar equipments except Crusher, Grizzly
and Apron Feeder, as already stated earlier.
Factors responsible for Low throughput :
The factors responsible for low throughput can be grouped given below :
a) Variation is assumed parameters
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b) Operational factors
a.i) Size of Ships :
The Vessels, that call at the Coal Berth, can carry coal around 28,000 to 35,000
Tonnes but due to Draft restriction in the Navigation Channel, they load between 19,000
to 28,000 Tonnes only. This, in effect, results to under-utilisation of loading side.
a ii) Size of Coal :
The incidence of high percentage of lumps and stones in the coal has been found
to have detrimental effect in the operation of the Plant which is also responsible for
frequent jamming of grizzly and the chutes and hoppers all round the plant. Also at times
during rainy season, coal from some Collieries become very sticky which causes chute
jamming and interrupt the operation. However, after installation of a heavy duty Crusher
& apron feeder, the lumps/stones have been successfully tackled.
b. i) Operational Factors :
Inadequate Stock – If sufficient stock is not maintained in the Stock Pile, the
reclaimed loading is hampered. This, in turn, causes delay in turn-round time of
VSL, vis-à-vis lower throughput. However, presently for a couple of years, there is
no problem in stock pile.
ii) In-adequate Supply – If the incoming wagons is less, it is not possible to build up
stock and as a result ship loading may hamper. However, when the in-flow of
wagons is quite high, the average tippling per day rose upto 225-240. but for high
stock pile, the spontaneous fire takes place which is also detrimental for the plant.
iii) Loading by single Loader and the Loading sequence
Often it has been observed that after 15% cargo is loaded in a Vessel, the Vessel
takes single loader for trimming. This delays the loading and hamper the output.
Also due to de-ballasting problem, the Vessel loading is
hampered. If a good sequence of loading is not given by the Vessel, faster
loading can not be achieved, resulting low throughput. The ideal loading sequence
as has been experienced should be as follows :
1st sequence : 70-75% of the total cargo
2nd sequence : 20-25% cargo and the
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3rd and final sequence, balance 5-10% for final trimming. Also due to frequent
draft checking, the loading is interrupted, off and on, resulting to low throughput.
Also due to improper loading sequence by Vessel, frequent hatch changing has to
be carried out which also results to low throughput.
iv) Empty collection and placement of wagons for Tipplers
If the placement of inward wagons are not done in line with the tippling
performance, the tippler starve and the plant performance suffers. Also if the post
tippling empty wagons are not cleared in time, matching with the tippling
performance, the empty holding line is blocked and tippling performance suffers.
v) Preparation time for starting up the plant
In terms of mobilisation of manpower, spillage cleaning, no load inter-lock test
etc. also add to the idle time, affecting the performance of the plant.
MAINTENANCE
Though we are basically discussing in terms of operation, it is considered necessary to
deal with the maintenance aspects of the plant because of its paramount importance in
trouble free operation of the Plant. The Plant is more than 32 years old. The level of
maintenance, as it require presently, is going to increase manifold in the years to come
because of the inevitable ageing effect of the equipments and its components.
The basic task of maintenance is to keep a machine doing its duty, over the intended
periods of operation, with a minimum loss of time on the working schedule. If the
machine can only be kept running by continuous attention, necessitating stoppages, then
the availability of the machine will be low, giving a poor return on the capital invested
unit. Otherwise, a machine might be coaxed into a very long non-stop run but, when
stopped, might require an unusually long time to get ready for its next run. This could be
unprofitable, except in special cases where the machine must be kept running.
Efficient maintenance, therefore becomes a question of minimum of cost to give the
greatest availability of the machine. Maintenance of any sort is a cost to management
which ever a way person looks at it. Apart from anything else good maintenance will not
only keep the machine of the system working effieicntly, but will preserve the capital
investment as long as possible.
Maintenance primarily consists of
i) Physical aspects
&
ii) The management tools for maintaining the system.
Principal objectives of maintenance can be expressed as –
i) To extend useful life of assets,
ii) To ensure the optimum availability of installed capacity for production or
service & obtain the maximum possible return on investment.
iii) To ensure operational readiness of all equipments required for emergency
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use at all times.
iv) To ensure safety of personnel operating or using facilities.
In the context, one more thing definitely comes in the picture which is very much
associated with maintenance i.e. “Break down”. Let us list out the possible effects of
sudden & frequent break down which affect the normal functions of an organization.
i) Loss of Production, i.e. total output
ii) Repair costs (Unforeseen)
iii) Idle labour
iv) Disturbs Planning & Scheduling
v) Induces dis-satisfaction to the customers.
b) Planned Maintenance
Using experience & manufacturer’s recommendations with
Feedback evaluation, Schedules for maintenance can be prepared. This system has
advantages of planning workload of maintenance to ensure best use of resource & enable
work to be carried out in off periods.
Most of the maintenance management plans aim to reduce the cost of maintenance
without lowering maintenance standards, affecting the safety of personnel or interfering
with the production an essential operations. The plans vary widely from one industry to
the other. Three distinct types of set-ups are observed:-
Last but not the least, this is to point out that the safety aspects are always to be
kept in mind while working in such a Plant which handles Dry Bulk Cargo by
mechanical means. The use of Helmets, Safety Boots, use of Hand Gloves for
mechanical and electrical work, use of proper Hooks and
Slings for lifting and loading purpose etc. would reduce the chances of accident in
the plant and thereby the resultant effect will be a good and all round performance
will improve.
&*&*&*&*&
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