KPT Internship Report (Ammad Jawed)

Internship Report KPT
Ammad Jawed
Electrical Engineering
In the name of
ALLAH
The Gracious and The Benevolent
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Acknowledgements
First of all the whole praise to ALMIGHTY ALLAH, the

creator of the universe and anything in this universe. He
made us super creature, blessed us to accomplish this work.
We are very thankful to Allah Almighty, Who has provided us
such an opportunity to gain knowledge in such a precious
organization of pakistan. It was a great experience to do
internship over here. We learnt many things practically which
we have learnt theoretically earlier. We also pay our gratitude
to the Almighty for enabling us to complete this Internship
Report within due course of time.
Words are very few to express enormous humble obligations
to our affectionate Parents for their prayers and strong
determination to enabling me to achieve this job.
We would like to thank all the administration engineers,
operators and officials for helping us and for their kind
behavior.
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Introduction
Karachi Port Trust (KPT) is a Pakistan Federal government agency that
oversees the operations of Karachi Port at Karachi, Sindh, Pakistan. Sea Port
plays a vital role in International Maritime Trade. Efficient Port attracts more
business which in turns generates revenue and strengthens economy
of the country. Port is more a service industry not only for the nation but for inte
rnational community as well. The effects of its working are not limited and are
realized beyond the country. I preferred this subject to deal with considering the
Karachi Port Trust an institution of high importance, with varieties of functions.
In order to compete in international market, the price of goods and time
factor are the main considerations for businessmen. Transportation cost contribu
tes avaluable part in determining the price of goods either in domestic or in
international market. Transportation through sea is mainly dominated by ports.
The economists of the ocean carriers say that ships earn in sea and loose in the
port. It is the port which makes the carrier cost efficient with its courteous
reception and timely dispatch. Longer is the waiting time lesser is the efficiency
of the port. The productivity of the port is measured with per ton cost of cargo
handling. This cost is ultimately added to the price of goods and finally borne
by the common consumer. Karachi Port being a natural harbor is a gift of God.
Its value can be better assessed if compared with landlocked countries which do
not have access to the sea. The investors always try to set up their productions
units nearer to the port. Practice of short term planning on the part of our
Government to complete every project within their tenure is a main barrier
which did not allow the country to develop at required pace. Karachi Port is an
evident project of our policy. The sea borne trade alone constitutes 60% of the
world trade. Efficient cost effective and timely clearance of goods through port
though partly depends on efficient inland transport network yet economic
turnaround of vessel with reasonable cost of cargo handling is the key factor in
efficient business of import and export. Karachi Port in the eyes of port users is
more revenue generating organization. This aspect could have been tolerated
had the required facilities were provided to the port users. Port should have
balanced policy in providing service and generating its income to satisfy port
users.
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Historical Background
Karachi due to its geographical and strategic location is known as the gateway
to Asia. Considered as a safe harbor since time immemorial, Karachi was a
small fishing village in early nineteenth century. Historians identify it with its
proximity to a place from where a part of Alexander's Army, boarded the Greek
Flotilla in 326 B.C.
The first mention of Karachi as a port is found in an Arabic treatise 'Muhit' on
navigation relating to the West Coast of India and the Persian Gulf. Written in
1558, this treatise warns the sailors of whirlpools and advises them to seek
safety in Karachi Harbor if they found themselves drifting dangerously.
It is also significant to mention that the first Muslim Conqueror of India,
Mohammad Bin Qasim, landed at Daibal, in vicinity of Karachi in 711 A.D.
Karachi also has the distinction of being the birth place of the founder of
Pakistan, Quaid-e-Azam Mohammad Ali Jinnah and was the first capital of
Pakistan till 1963. It is now the largest city with a bustling and ever increasing
population of over ten million.
By 1852, Karachi was an established city with a population of about 14,000
with a prosperous trade in over-seas markets. However, the existing Port started
taking shape in 1854, when the
projects of dredging the main
navigable channel and the
construction of
a mole or causeway joining the
main harbor with the rest of the city were undertaken.
About 5 years later, construction of Manora
Breakwater,
Keamari Groyne, the Napier
Mole Bridge, Native Jetty and
the Chinna Creek were started
which gave initial shape to the
port.
The construction of the
wharves started in 1882, and by
1914 the East Wharves and the
Napier
Mole Boat Wharf had been completed. During the period between 1927 and
1944, the West Wharves of the Port, the lighterage berths and the ship-repairing
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berths were constructed. Most of these facilities were obsolete by the time
Pakistan came into existence in 1947. Since then, the port administration has
embarked on extensive development of the port on modern lines.
At the time of independence in 1947, the Port capacity was about 1.5 million
tons of dry cargo and 1.0 million tons of P.O.L. products per annum. Karachi
Port is now handling over 11.74 million tons of liquid cargo and 25.45 million
tons of dry cargo, including 1,213,744 TEUs which constitute about 60% of
import/ export of the country.
KPT Profile
The Karachi Port is administered by a Board of Trustees, comprising
Chairperson and 10 Trustees. The Chairperson is appointed by the Federal
Government and is also the Chief Executive of Karachi Port Trust. The
remaining 10 Trustees are equally distributed between the public and the private
sector. The five public sector trustees are nominated by the Federal
Government. The seats for private sector trustees are filled by elected
representatives of various private sector organizations. This way all port users
find a representation in the Board of Trustees.
Head Office Building

Our national heritage embarks our cultural symbol in form of Karachi Port
Trusts Head Office Building. It was incorporated in the era of British
government in sub-continent. The first glance of the building reminds us the
renaissance of British Raj. It is a wonderful amalgamation of British, Hindu and
Gothic cultures. G. Witted has designed the KPT Head Office, who was a
consultant architect of the Government of Bombay. Witted was also the
Architect of the Prince of Wales Museum / the Gateway of India (1908). This
grandeur building is located on the opposite side of Qamar House, Eduljee
Dinshaw Road, Karachi. Its structure was completed in 1915 under the
supervision of the Engineering Department, KPT and the cost incurred for its
completion was Rs.9,74,990/-. Lord Willingdone, the Governor of Bombay
inaugurated KPT Head Office Building on 5thJanuary, 1916. It occupied a large
area about 1400 sq. meter. On the other side, KPT Head Office Building has a
historical side, in the First World War (i.e. 7 th February, 1916 to 6th May, 1919),
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the building was converted into 500 beds hospital, aimed to serve people. The
color of building and material used in the construction was very unique as the
color of the building is in a yellowish color that is Sepia, stone based. The
curvature of this building is matchless and makes it stand tall amongst many
structures. In buildings center curve, there is a large dome placed at the top of
it. Domes are the prominent feature of Roman Architectures. Design of KPT
Head Office and architect seems to be inspired by Roman Architects. Although,
Domes were common feature in Islamic architecture but they were canvassed in
different styles. The other classic materials of the buildings are its doors,
windows and arches, which are huge in size and in green color. The
combination of Green & yellow color
enhances its beauty.
Exterior
of the
and interior
building is
very
simple
yet unique. Rooms are specious and have high
ceiling on it. The building seems as it consists of three to four floors, but
practically the two floors gap has been kept to make it colossal. The other
interesting feature of the building is the teak wood works. Teak wood is very
expensive and used in this building excessively. The wood works on the
window is printed in dark green color, which adds more to its adornment. KPT
Head office building had only one entrance with a huge door and 2 large
anchors are kept on both sides. Striking arches of the corridors crafted in both
exterior and interior, which is symbolic Roman Styled Architecture. The floors
are tiled with black & white color and easily washable. These tiles are called
cemented tiles, purposely made of by adding different colors in the cement. As
we have already mentioned earlier, the usage of teak wood is found everywhere
in the building, even the elevator is also wooden. While going up in elevator,
you can experience a site seeing of every floor that passes by because there is
no wall is present in between. There is only one railing back of the elevator,
which is uncovered and mechanism of the elevator is visible. On its 2 nd floor,
there is a huge and specious Board Room that adds great significance because it
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is located right under in dome, where all the meetings held. There are two huge
arch shaped glass windows; beautiful glass painting is done on them. Old clock
kept there by the name of Elliot Brother Company, London. There is another big
Conference Room adjacent to the Board Room. Now, all the meetings are held
in conference room. On 2nd floor, the third most important room is Record
Room, which is used for keeping the records of the original proceeding and
secret files. All the proceedings from 1893 till to date are kept here.
This symbol of history is still in its original shape.
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Vision Statement
KPT's Mission Statement is as under:
"In pursuance of the Landlord Port Strategy, to

lease out port infrastructure, land, access and
assets to private port operators on long term
basis while retaining regulatory functions.
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Power Generation
Mobilizing and generating affordable and environment-friendly energy
resources is one of the key challengers for any nation in today's world. Today
the top priority for Pakistan is Energy and Power Generation. Presently, Out
of around 162 million population only 65-70% has access to electricityTo
Enter into power generation is one of the diversified decision of kpt with
the vision to provide with power when kesc is not available to enhance its
Investment into Energy Sector. Its a 750 kva in east wharf and 500 kva in
west wharf Power Plant based on Reciprocating Engine Technology.
The primary fuel of the Plant is

Residual Furnace Oil ("RFO") and
its
uninterrupted
supply
is
guaranteed by SHELL Pakistan. The
Plant Configuration is eleven (11)
proven Engine sets of type 18v46
manufactured by Siemens germany
and elevenThe primary fuel of the
Plant is Residual Furnace Oil ("RFO") and its uninterrupted supply is
guaranteed by SHELL Pakistan. The Plant Configuration is eleven (11)
proven Engine sets of type 18v46 manufactured by Siemens germany and
eleven
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Safety Measures:
Safety measures are activities and precautions taken to improve safety, i.e.
reduce risk related to human health. Common safety measures include:
Root cause analysis to identify causes of a system failure and
correct deficiencies.
Visual examination for dangerous situations such as emergency
exits blocked because they are being used as storage areas.
Visual examination for flaws such as cracks, peeling, loose
connections.
Chemical analysis
X-ray analysis to see inside a sealed object such as a weld, a
cement wall or an airplane outer skin.
Destructive testing of sample
Implementation of standard protocols and procedures so that
activities are conducted in a known way.
Training of employees, vendors, product users
Instruction manuals explaining how to use a product or perform
an activity
Instructional videos demonstrating proper use of products
Industry regulation so suppliers know what level of quality is
expected.
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Industry regulation is often imposed to avoid potential

government regulation.
Self-imposed regulation of various types.
Drug testing of employees, etc.
Physical examinations to determine whether a person has
physical condition that would create a problem.
Periodic evaluations of employees, departments, etc.
Geological surveys to determine whether land or water sources
are polluted, how firm the ground is at a potential building site,
etc.
Different Safety Signs

Safety signs are used for indication of the hazard involved while carrying out
the certain action. They are very helpful in for the subject as they give clear
guideline about the hazard that one could face at the site where they are
erected. Some different safety signs are:
In safety there is a rule of triple M.

Man safety
Machine safety
Material safety
Man safety
In safety the first thing is man safety. Man safety is one of the important
things between the rules of safety. Man safety means how to safe man in
working area (plant).Mask, safe-guard, gloves etc are provided for safety.
Also no use of mobile
Machine safety
Machine safety is also important. The trouble shoot, maintenance of
temperature is the important one. No use of mobile near to machine because
safety of tripping and matching of frequency.
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Material safety
The safety of material is also important. The thing like sand is safe according
to its way of safety. Other things like PTA, MEG are store according to its
conditions.
Power Distribution
The feeder lines are fed to the panels situated there which are connected to
each other with bus couplers along
with VCB breakers. From there, these
lines are fed to Transformer Room
where the voltage is stepped down
from 11KVA to 415V. The lines from
the transformers are fed to LVD
Room in the form of bus wires. The
bus wires are fed to the panels in
LVD Room w here the panels are
connected in the form of Ring Main
System along with Power Factor
Control and ACCB Breakers for
safety purpose. From there, the
power is supplied further as per
requirement.
MCC Room
The purpose of this room is to control the speed of the motors hence
controlling the. The speed is controlled through inverters which in turn are
controlled through PLCs via Control Room.
The explanation of different terms and the equipment mentioned above will
be explained after giving the summary of each section.
MCC is the motor control centre which is controlling the all the motors and
pumps connected in the specific area. In MCC room the panels which are
controlling the Motors parameters the technology which is using in MCC
room is the one of the modern technology which the inverters based.
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The main purpose of the invertors is that many motors which are using in the plant
are proportional to the frequency and the power we having the frequency of 50 Hz
so that by using invertors we can vary the frequency of the power given to the
motor. We known t the speed is directly proportional to the frequency we apply.
Communications:
The port has well lit channel aided by leading lights and light house. The operation
centre is fully equipped with vessel tracking system along with all major
communication facilities to assist all vessels.
KPT is honored to be the first ISPS complaint port of Pakistan with following
security measuring systems:
CCTV
VESSEL TRAFFIC SYSTEM
UAIS
BIOMETRIC ENTRY
Other facilities includes:

VHF
INTERNET
LOCAL AREA NETWORK ON FIBER
OPTICS
FAILOVER WIRELESS LINKS etc
KPT has continued to upgrade computerized port access control system. The
system software is integrated with following systems as well;
COMPUTERIZED CENTRAL PASS ISSUING OFFICE

COMPUTERIZED VISITORS MANAGEMENT SYSTEM
SECURITY CAMERAS
2D SMART CARD
SWALKTHROUGH GATES
BIOMETRIC ENTRY OF PORT USERS
VISITORS KIOSK etc.
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Video Management System (VMS)

As part of mitigation strategies, KPT has installed state of the art harbour and area
scanning cameras on the port with following specification:
Espirit TM Image Pak System, PTZ outdoor colour Digital Camera System.
Spectra III TM Series High Resolution Speed Dome, 16 x for surveillance of
gates, plinths and quay wall.
Digital, distributed, networked integrated for Video Management and
surveillance over Inter Protocol (IP) networks.
Digital recording and surveillance serve as high capacity database.
VMS greatly enhances security, safety and emergency response on the port and
renders advantages as under:
It tracks ships right from anchorage to the berth.
Assists in identification and monitoring of ships without transponders.
Provides surveillance and monitoring of all the ships/ crafts inside the
harbour.
Assists in identification of suspicious ships/ crafts in the harbour.
Allows surveillance and monitoring of the ships at the berths.
Surveillance and monitoring of cargo operations.
Surveillance and monitoring of vehicular traffic on the port.
Enable to activate prompt response to meet emergencies.
Helps in maintaining historical record of movement of ships/ cargo.
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Vessel Tracking System (VTS)

KPT has installed cutting edge Vessel
Tracking System in the port to surveil/
monitor vessels in the port area / territorial
waters/ harbour. The system receives
vessel information transmitted by them
and displays their position on a shore
based computer work station on an
electronic chart. User can select both the
desired areas and amount of details
required; system continuously automatically logs the reports, records latitude and
longitude, speed and course of all tracked vehicles. Historical track information
can be recalled and printed out either as chart or database report in real time along
with history of the track. VTS has greatly helped in managing vessel traffic
diversity on the port. The system provides:
Better command and control.

Effective utilization of assets.
Quick emergency response.
Safe and secure passage of ships.
Identification and monitoring of aligned/ non aligned ships.
Dynamic data base for recording of information/ activities.
UAIS as per ISPS code required.
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Floating crafts :
The Karachi Port has four dredgers trailer suction hopper dredger Mahmood-ulHassan, back hoe dredger Ali, bucket dredger Aftab and trailer suction hopper
dredger Abul.
Trailer Suction Hopper Dredger Abul(TSHD ABUL)

Hopper dredger ABUL procured by the Karachi Port Trust (KPT) at a cost of 51
million Euros from the Netherlands arrived at the port here in 2008. KPT Chairman
Vice-Admiral Ahmad Hayat and other officers received the trailer suction hopper
dredger, which sailed for 32 days to reach its destination.
The 104.4-metre-long and 20-metre-wide dredger has two 550-kilowatt in-built jet
pump motors, 110 jet nozzles and two 3,100-kilowatt engines.
Dutch experts trained local workers in operating ABUL for a year under a contract.
Trailing suction hopper dredger is a ship that has a full sailing capacity used to
maintain navigable waterways, deepening the maritime canals that are threatened
to become silted, to construct new land elsewhere or to replace sand eroded by
storms or wave action on the beaches. This made possible by large powerful pumps
and engines able to suck sand, clay, silt and gravel.
A trailing suction hopper dredger is self-loading/unloading and sometimes
equipped with a pressurized discharging system.
Loading
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From the side of the ship one or two suction pipes descend to the bottom of the
seabed. On the end of the pipe a so-called trailing drag head is connected. This
head is comparable to a large vacuum cleaner and is trailed along the seabed. In the
head there are nozzles connected to a high pressure water installation that are
capable of loosening the material on the seabed. Due to lower pressure in the pipe,
the material will be sucked inward and discharged in the hopper.
The vessel should always have a positive speed over the ground. It is possible to
regulate the density of the sucked substance. If the head is lowered, more material
will be sucked but there is a greater possibility of damaging the installation
because the material can get stuck inside the pipes. Once the mixture is loaded
inside the hopper, the substance will sink and the water is discharged overboard,
creating more room for extra substance. A trailing suction hopper dredger is only
capable to suck relatively loose substance because the steel teeth are not so big.
Harder substances such as rock, or ironbased rock must be destroyed by a cutter.
Discharging
There are several ways to discharge a TSHD. The most common way is dumping
the material.
Dumping - This is done by simply opening the doors that close the hopper. Once
opened the substance will simply drop to the seabed because of gravity. The hopper
will never be completely empty because there will always be some residue and
water left inside.
Pressing - High pressure pumps will pump water inside the hopper to loosen or
even liquefy the substance, which can then be pumped via long hoses over great
distances (i-e. ashore)
Rain bowing - This is the same principle as pressing, but instead of transporting the
substance it will simply be blown away. This is often used to create land.
Crane - It is always possible to discharge the load with a crane, but this will be a
time consuming process.
Equipment
A trailing suction hopper dredger is equipped with the following equipment:
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One, or more, rearward extending suction pipes

One or more, Dredging pumps to create an under pressure in order to suck
the substance into the hopper
Transportation tubes to transport the substance from the pipes to the
hopper
An overflow to discharge the redundant water overboard
Degassing installation to extract any possible gas from the substance in
order to reduce damage and increase fluency
Functions
A dredging vessel and particularly a TSHD is mostly used for
Maintaining the depth of a harbor, canal or waterway.
Constant delivery of sand for land reclamation or beach nourishment.
BUCKET DREDGER AFTAB (B.D Aftab)
The bucket dredger is one of the mechanical
dredgers. A bucket dredger is a stationary
dredger that is equipped with a continuous
chain of buckets, which are carried through a
structure, the ladder. This ladder is mounted
in a U-shaped pontoon. The drive of the
bucket chain is on the upper side. The bucket
dredger is anchored on six anchors. During
dredging, the dredger swings round the bow anchor by taking in or paying out the
winches on board. The buckets, which are filled on the underside, are emptied on
the upper side by tipping their contents into
a chute along which the dredged material can slide into the barges moored
alongside. The chain is driven by the so called upper tumbler at top of ladder
frame, which is connected either via a belt to the diesel or directly to an electro
motor or hydro-motor. Since 1960, bucket dredgers ( also called bucket line
dredge(r) or bucket chain dredger that were much used before the Second World
War, have been almost entirely replaced by Backhoe dredgers or trailing suction
hopper dredgers and cutter suction dredgers. The reason for this is that the bucket
dredger, with its six anchors, is a big obstacle to shipping. Moreover maintenance
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costs are high and the bucket dredger requires many highly skilled operatives. But
above all, their production has not kept pace with the increase in scale that has
taken place in the suction dredgers.
DEISEL ENGINE:
Rudolf Diesel, was the first inventor of
diesel engine. The diesel engine (also
known as a compression-ignition
engine) is an internal combustion engine
that uses the heat compression to initiate
ignition and burn the fuel that has been
injected into the combustion chamber.
This contrasts with spark-ignition engines
such as a petrol engine (gasoline engine)
or gas engine (using a gaseous fuel as
opposed to gasoline), which use a spark
plug to ignite an air-fuel mixture.
The diesel engine has the highest thermal efficiency of any standard internal or
external combustion engine due to its very high compression ratio. Low-speed
diesel engines (as used in ships and other applications where overall engine weight
is relatively unimportant) can have a thermal efficiency that exceeds 50%.
Diesel engines are manufactured in two-stroke and four-stroke versions. They were
originally used as a more efficient replacement for stationary steam engines. Since
the 1910s they have been used in submarines and ships.
TYPES OF DIESEL ENGINE:

Mainly, their are three types of engine, which are currently used in B.D Aftab and
are as follows:
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M.A.N Engine + Generator.

Auxiliary Engine + Generator.
Harbor Engine + Generator.
M.A.N Engine:
Dimensions (L x W x H) (mm):
2950*1330*2100
Cylinders: 6
Engine: 4 Stroke
Engine Position: Inboard
Engine Capacity: > 6L
Fuel Type: Diesel
MAN 6L20/27 marine engine
Bore*stroke 200*270mm
Cylinders: L6
Power: 450/750 kw/rpm
AUXILIARY Engine:
Cylinders and arrangement: 6 cylinders in-line
Operation mode: water cooled 4-stroke diesel engine with exhaust turbocharger
and intercooler
Number of valves: 2 valves per cylinder
Fuel system: Direct injection Bosch injection pump
Engine block: High-strength casting with integrated oil and water ducts and
replaceable cylinder liners
Engine lubrication: Closed system with forced feeding, oil cooling and filtering
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Type of cooling: Seawater cooled heat exchanger

Power: 108/1500 Hp/rpm
HARBOR Engine:
Cylinders and arrangement: 6 cylinders in-line
Operation mode: water cooled 4-stroke diesel engine with exhaust turbocharger
and intercooler
Number of valves: 2 valves per cylinder
Fuel system: Direct injection Bosch injection pump
Engine block: High-strength casting with integrated oil and water ducts and
replaceable cylinder liners
Engine lubrication: Closed system with forced feeding, oil cooling and filtering
Type of cooling: Seawater cooled heat exchanger
Power: 57 Hp
AIR COMPRESSOR:
An air compressor is a device that converts power (usually from an electric motor,
a diesel engine or a gasoline engine) into kinetic energy by compressing and
pressurizing air, which, on command, can be released in quick bursts. There are
numerous methods of air compression, divided into either positive-displacement or
negative-displacement types
Hatlapa supplies air-cooled, water-cooled and screw compressors for starting air,
service air and control air. Every compressor is put through its paces on a modern
test bench, and all well known classification societies are present on a regular basis
to carry out testing procedures.
Air-cooled, 2 and 3 staged compressors of compact design with 2 to 4 cylinders
and a capacity of up to 400 m/h at a final pressure of 40 bar.
HYDROFOR TANK:
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It is used to maintain the pressure of the water supplied to the different parts of the
ship at various heights to keep the constant presser of water in all lines and at all
floors of the ship.
There are two hydro-fore systems used on board:
Fresh water hydro-fore system
Sanitary hydro-fore system
A hydro-fore (pronounced as hi-dro-fore) is an instrument for obtaining samples
of water (as in a river, lake, or ocean) from any desired depth'.
A hydro-fore system is used in tall buildings and marine environments to pump,
store and supply fresh or grey water. Such a system will consist of one or more
chambers with valves, sensors and pipework.
Often under pressure and in combination with a calorifier, hydro-fore chambers
can provide hot or cold fresh or sea water to a ship in a controlled manner, and
provide additional regulatory measures, such as temperature and pressure control.
BILDGE BALLAST PUMP:
A bilge pump is a water pump used to remove bildge water. Since fuel can be
present in the bilge, electric bilge pumps are designed to not cause sparks. Electric
bilge pumps are often fitted with float switcher which turn on the pump when the
bilge fills to a set level. Since bildge pumps can fail, use of a backup pump is often
advised. The primary pump is normally located at the lowest point of the bilge,
while the secondary pump would be located somewhat higher. This ensures that the
secondary pump activates only when the primary pump is overwhelmed or fails,
and keeps the secondary pump free of the debris in the bilge that tends to clog the
primary pump.
The bilge main is arranged to drain any watertight compartment other than ballast,
oil or water tanks and to discharge the contents overboard. The number of pumps
and their capacity depend upon the size, type and service of the vessel. All bilge
suctions must be fitted with suitable strainers, which in the machinery space would
be mud boxes positioned at floor plate level for easy access. A vertical drop pipe
would lead down to the bilge.
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The emergency bilge suction or bilge injection valve is used to prevent flooding of
the ship. It is a direct suction from the machinery space bilge which is connected to
the largest capacity pump or pumps. An emergency bilge pump is required for
passenger ships but may also be fitted as an extra on cargo ships. It must be a
completely independent unit capable of operating even if submerged.
DIESEL SERVICE TANK:
Our aim to provide our client good quality product and long life diesel tanks and
fuel reserve tank.
Our engineer and technical staffs check in every step diesel tank and fuel reserve
tank progress so the chances of leak is impossible.
We give the diesel tank hydro testing system and UV light testing system we
understand the important of our client and our product.
We give the fuel tank sun blasting paint and before use it we clean all kind rust and
water and some thing else in the diesel tank.
According to the client requirement we are manufacturing diesel tank and fuel
reserve tank that help good and long relationship between our clients.
We give the diesel and fuel reserve tank to show the how many level of diesel and
fuel available in the tank. We done our diesel tanks Calibration process so help the
measure fuel in the tank.
CONCLUSION:
Now, I conclude my report. In my report, I have explained about Bucket Dredger
Aftab (B.D Aftab) and some functions of Engine Room.
Here, we have observed that their are 4 Engines & generator in the Engine room.
Two are M.A.N Engine and the other two are Auxiliary and Harbor Engine. The
main purpose of the engine is to generate electricity so that the B.D Aftab, which
was manufactured for a certain purpose can be easily done. It was designed for
dredging and to maintain the sea level.
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Secondary operations are also done on B.D Aftab for the better goods of the crew
of the ship. Some process which came under observations are Air Compressor,
Hydro-fore Tank, Bildge Ballast Pump, Diesel Service Tank, Water Filtration Plant,
Sewage Treatment Plant, Main AC Plant, Box Cooler etc.
Karachi Port Trust Operation Centre(KPOC)
The state of the art KPOC has been established at a strategic location having
panoramic view of the port to supervise, monitor and control activities. The centre
is fully computerized and all the reports and returns are being electronically
generated. Intranet, internet and direct communication facilities help in making
prompt and real time decision making. KPOC serves as a nerve centre and houses
representatives of departments of the port.
Functions of KPOC are:
To collect, collate process and disseminate information.

Monitor and control port operations.
Act as communication centre.
Act as focal point to render technical assistance.
Monitor and control marine pollution in the harbour.
Co-ordinate and maintain security activities on the port.
To activate emergency response to handle crises situation.
Establishment of Port Security Force

Karachi Port with regard to security has taken a giant leap forward in the area of
technology and sophistication. The security sector has been totally revamped with
the induction of Port Security Force. Karachi Port Trust is fully alive to the global
security environments and is proactively poised to meet future formidable security
challenges. The goal of Karachi Port Trust is to provide secure environment in
which trade can be conducted with high assurance and equilibrium of security &
safety versus efficiency. KPT, after having evaluated the global security
environments, has embarked upon revolutionizing security on the port introducing
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state of art security infrastructure as per requirements of IMO and implementation

of ISPS Code in real spirit.
Following cutting edge equipments / measures have been installed/ implemented
on the port:
Video Management System (VMS)
As part of mitigation strategies, KPT has installed state of the art harbour and area
scanning cameras on the port with following specification:
Espirit TM Image Pak System, PTZ outdoor colour Digital Camera System.
Spectra III TM Series High Resolution Speed Dome, 16 x for surveillance of
gates, plinths and quay wall.
Digital, distributed, networked integrated for Video Management and
surveillance over Inter Protocol (IP) networks.
Digital recording and surveillance serve as high capacity database.
VMS greatly enhances security, safety and emergency response on the port and
renders advantages as under:
It tracks ships right from anchorage to the berth.
Assists in identification and monitoring of ships without transponders.
Provides surveillance and monitoring of all the ships/ crafts inside the
harbour.
Assists in identification of suspicious ships/ crafts in the harbour.
Allows surveillance and monitoring of the ships at the berths.
Surveillance and monitoring of cargo operations.
Surveillance and monitoring of vehicular traffic on the port.
Enable to activate prompt response to meet emergencies.
Helps in maintaining historical record of movement of ships/ cargo.
Vessel Tracking System (VTS)
KPT has installed cutting edge Vessel Tracking System in the port to surveil/
monitor vessels in the port area / territorial waters/ harbour. The system receives
vessel information transmitted by them and displays their position on a shore based
computer work station on an electronic chart. User can select both the desired areas
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and amount of details required; system continuously automatically logs the reports,
records latitude and longitude, speed and course of all tracked vehicles. Historical
track information can be recalled and printed out either as chart or database report
in real time along with history of the track. VTS has greatly helped in managing
vessel traffic diversity on the port. The system provides:
Better command and control.

Effective utilization of assets.
Quick emergency response.
Safe and secure passage of ships.
Identification and monitoring of aligned/ non aligned ships.
Dynamic data base for recording of information/ activities.
UAIS as per ISPS code required.
Additional Roles of PSF

Anti Encroachment Duty (Static / Mobile) Patrol
The Port Security Force in tandem with local

police helps the Anti Encroachment Department of
KPT to guard as well rid the precious KPT land
from encroachers on land as well as in Karachi
Harbour.
Anti Mangroves Poaching Duty / Patrol
The Port Security Force contributes in maintaining the
ecological balance through regular patrolling with
small boats to apprehend the poachers and handing
them over to police for justice.
Anti Pollution Patrol

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The Port Security Force in tandem with Marine

Pollution Department KPT, patrols / survey the
Karachi Harbour against pollution proliferators and
bring the culprits to justice.
Implementation of ISPS Codes
The Karachi Port has complied with ISPS Code as per
requirements of IMO on 1stJuly, 2004. The Karachi Port
has been divided into three port facilities. All the port facilities are being
monitored by:
Harbour patrol by boats with armed port
security personnel.
Mobile patrols through mobile vans and
motor
cyclist on wharves, roads and jetties.
Excess Control System at entry/ exits
gates is equipped with Biometrics, Smart
Card Recorders and CCTV.
Computerized Gate Pass System for rntry
with in bonded area.
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KPT Fire Fighting Equipments

Karachi Port has a very modern and efficient fire
fighting system. the system can be extended to the
city of Karachi and countless lives can be saved. the
system can also be operated in reverse to pump out
water from the city during rainy season.KPT fire
fighting system is the second largest fire fighting
resource in the city. In case of receipt of an intimation
of fire at any place Port area, a Labor
Officer/Labor Welfare
Inspector
of
IR&W
department rushes to the sites and starts functioning
from the welfare point of view so that the fire is
extinguished immediately and loss to human life and
property is eliminated.
The Fire and Safety Organisation at KPT is under the overall control of the Deputy
Conservator who is also designated the Port Safety Officer. A Professional Fire
Officer assists the Deputy Conservator in so far as the day to day working of the
Port Fire Service is concerned. He is also the Asst.Safety Officer for the Port
and looks after the enforcement of Safety Regulations on behalf of the
Deputy Conservator through Safety Inspectors.
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On Fire fighting side Fire Officer is assisted by 2 Asst. Fire Officers, Safety
Inspectors and Sub Officers. There are Five Fire Stations with a Total Strength of
190 Fire Service Personnel located in Port Premises and rendering Rescue Service,
Fire
Fighting
and Fire Prevention Work round the clock.
All the Port Premises including Offices have been provided with First Aid Fire
Fighting Equipments (Fire Buckets, fire Aid Hose Reel and Fire Extinguishers) and
being maintained by Port Fire Service Personnel.
Conclusion
After complete my industrial training, I had been exposed to an Electrical
Engineers and technicians working life. Throughout my internship, I could
understand more about the definition of an Engineer and prepare myself to become
a responsible and innovative Engineer in future. Along my training period, I realize
that observation is a main element to find out the root cause of a problem. Not only
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Ammad Jawed
for my project but daily activities too. During my project, I cooperate with my
colleagues and operators to determine the problems. Moreover, the project
indirectly helps me to learn independently, discipline myself, be
considerate/patient, self-trust, take initiative and the ability to solve problems.
Besides, my communication skills is strengthen as well when communicating with
others. During my training period, I have received criticism and advice from
engineers and technician when mistakes were made. However, those advices are
useful guidance for me to change myself and avoid myself making the same
mistakes again. Apart from that, I had also developed my engineering skills
through various programs that I had done. In sum, the activities that I had learned
during industrial training really are useful for me in future to face challenges in a
working environment. Throughout the industrial training, I found that several
things are important:
o Critical and Analytical Thinking

To organize our tasks and assignment, we need to analyze our problems and
assignment, and to formulate a good solution to the problem. We would have
to set contingency plan for the solution, so that we are well prepared for the
unforeseeable situations.
o Time Management
As overall technician and programmer are always racing against tight
timeline and packed schedule, a proper time management will minimize
facing overdue deadlines. An effective time management allows us to do our
assignment efficiently and meet our schedules. Scheduling avoids time
wastage and allows us to plan ahead, and gaining more as a result.
o Goal Management
Opposing to a Herculean goal seemed to be reachable at first sight, it is
better to sub-divide the goals to a few achievable tasks, so that we will be
gaining more confidence by accomplishing those tasks.
o Colleague Interactions
In working environment, teamwork is vital in contributing to a strong
organization. Teamwork is also essential in reaching the goals of the
organization as an entity. Thus, communicating and sharing is much needed
in the working environment. Therefore, we should be respecting each other
in work, and working together as a team, instead of working alone. This is
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Ammad Jawed
because working together as a team is easier in reaching our targets, rather

than
operating
individually.
I would like to once again appreciate everyone who has made my industrial
training a superb experience
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KPT Internship Report (Ammad Jawed)

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Internship Report KPT

Internship Report KPT

First of all the whole praise to ALMIGHTY ALLAH, the

Internship Report KPT

Internship Report KPT

Internship Report KPT

Head Office Building

Internship Report KPT

Internship Report KPT

Internship Report KPT

Internship Report KPT

Internship Report KPT

KPT's Mission Statement is as under:

"In pursuance of the Landlord Port Strategy, to

Internship Report KPT

The primary fuel of the Plant is

Internship Report KPT

Internship Report KPT

Industry regulation is often imposed to avoid potential

Different Safety Signs

In safety there is a rule of triple M.

Internship Report KPT

Internship Report KPT

Internship Report KPT

Internship Report KPT

Other facilities includes:

COMPUTERIZED CENTRAL PASS ISSUING OFFICE

Internship Report KPT

Video Management System (VMS)

Internship Report KPT

Vessel Tracking System (VTS)

Better command and control.

Internship Report KPT

Internship Report KPT

Trailer Suction Hopper Dredger Abul(TSHD ABUL)

Internship Report KPT

Internship Report KPT

One, or more, rearward extending suction pipes

Internship Report KPT

TYPES OF DIESEL ENGINE:

Internship Report KPT

M.A.N Engine + Generator.

Internship Report KPT

Type of cooling: Seawater cooled heat exchanger

Internship Report KPT

Internship Report KPT

Internship Report KPT

To collect, collate process and disseminate information.

Establishment of Port Security Force

Internship Report KPT

state of art security infrastructure as per requirements of IMO and implementation

Internship Report KPT

Better command and control.

Additional Roles of PSF

The Port Security Force in tandem with local

Anti Pollution Patrol

Internship Report KPT

The Port Security Force in tandem with Marine

Internship Report KPT

KPT Fire Fighting Equipments

Internship Report KPT

and Fire Prevention Work round the clock.

Internship Report KPT