The Team Excellence Convention (TEC) is an annual affair organised for the various business associates of
ST Engineering to share their innovative projects and ideas. It also encourages collaboration and be creativity allowing participants to share their experiences and learning journey with others.
Organised by ST Marine, the TCE took place on 16 November 2017. Organised by ST Marine. Three external judges from the Singapore Productivity Association presided over the competition, with a total of 13 participating teams, including three from ST Aerospace, three from ST Electronics, three from ST Kinetics, and four from ST Marine.
Mr Twoon Kok Yam (SVP, Benoi Yard) kicked off the convention with an opening address, and the event was graced by Mr Sew Chee Jhuen (President – Special Projects, ST Engineering) as the Guest of Honour. Other attendees for the convention included Miss Pauline Ng (VP – Business Excellence, ST Engineering) and Business Excellence from other business associates.
A total of five Star, six Gold and two Silver awards were awarded to the participating teams, with
ST Marine teams securing two Star and two Gold awards.
The award winning projects are as follows:
STAR AWARD WINNERS
Team Name: WWS
Team Members: Aaron Azhari (Team Leader), Sun Haixin (Co-leader), Wang Dong Shui, Povaneswaran
The processes relating to hatch cover repair work are generally performed on dry land in ST Marine’s Tuas Yard and routinely, it involves a group of six to ten workers. Every year, about 25 to 30 vessels undergo hatch cover repair work, with the majority being container ships. This process involves high man power deployment and long cycle time, specifically on the renewal of hatch rubber and steel coaming on the hatch’s perimeter. In addition, workers are susceptible to fatigue due to long repair hours.
The team began by creating the Value Stream Map for both the renewal processes of the hatch cover steel and rubber packing. With this Value Stream Map, the team could identify the bottlenecks and gaps in their process flow, information flow and material flow. The members then proceeded to use the Affinity and Tree Diagram to further analyse each gap. The analysis led to several solution ideas, including enhancement of manpower deployment, effective train workers before work and use of new jigs, as well as the use of a portable flat bar renewal jig and portable rubber renewal jig to speed up the hatch cover steel and rubber packing renewal process.
The result was a reduction in 78% of the usual man hours used for 178.4m of flat bar and rubber coaming installation process. The intangible benefits improve safety of worker by reducing risk level from medium to low, improving quality and customer satisfaction.
Team Name: Mech-Jig
Team Members: Kejenthran Jayakrishnan (Team Leader), Teh Chia Wee (Co-leader), Ian Chang,
The conventional method is to erect staging and weld eye-lugs onto the ship’s structure to hook up multiple chain-blocks, which was used to hold and move the shaft out of its alley. This operation requires a crane to hold the shaft end and transport the shaft onto the trailer. Extended use of the crane and mark-lift is required with several supporting staff working near the crane lifting operation. Even with the strictest observations on safety and risk assessments, the possibility of an accident or incident remains high due to equipment failures as well as humans susceptibility to error due to fatigue, inexperience and ignorance.
There was also an issue of limited working space. From analysis of work flow and risk assessment, the team designed their own jig to aid in the removal and reinstallation process. The jig was fabricated in-house and features a double acting cylinder driven by Hydraulic Power Packs. The design has also taken the inclined ground into consideration. The benefits are providing a smooth and controlled operation, reduction of manpower, and the load being supported under beneath.
The outcome has also proven to totally eliminate the number of medium risks from 6 to 0, which includes the elimination of hot work for the temporary eye lugs and the need for staging. Aside from these improvements, there was also a cost savings of $72,120 per annum due to savings in number of man hours utilised. Based on their confidence attained, the team is now looking into further modifications of the jig to enhance its capabilities, as well as developing a brand new jig design for the withdrawal and reinstallation of other types of vessel propeller shaft.