School of Aerospace and Mechanical Engineering

Report on Industrial Orientation

With Jurong Shipyard Pte Ltd

Prepared By: Teoh Shun Xiang Alvin (U1122542F)

Company Mentor: Mr Hoe Joo Liang

NTU Tutor: Assoc Prof Chen Chun-Hsien

Attachment Period: 20th May 2013 to 30th July 2013

Table of Contents

Table of Contents ...................................................................................................................... 2

Abstract ...................................................................................................................................... 3

Acknowledgement ..................................................................................................................... 4

List of Figures ............................................................................................................................. 5

List of Tables .............................................................................................................................. 6

1.0 Introduction ......................................................................................................................... 7

1.1 Company Profile ............................................................................................................... 7

1.2 Organisational Structure .................................................................................................. 8

1.3 Work Nature of Attachment ............................................................................................ 9

1.4 Personal Objectives ........................................................................................................ 10

2.0 Pipe Fabrication Process .................................................................................................... 11

2.1 Pipe Drawing .................................................................................................................. 12

2.2 Cutting & Bevelling ......................................................................................................... 13

2.3 Fitting.............................................................................................................................. 15

2.4 Welding .......................................................................................................................... 16

2.4.1 Semi-automated Welding (Machine Welding) ......................................................... 16

2.4.2 Manual Welding ....................................................................................................... 18

2.5 Final Visual Inspection .................................................................................................... 21

2.6 Non-destructive Testing (NDT) ....................................................................................... 22

3.0 Operations MaNagement Innovation (OMNI) ................................................................... 25

3.1 Stage 1 ............................................................................................................................ 26

3.2 Stage 2 ............................................................................................................................ 28

3.2 Stage 3 ............................................................................................................................ 29

4.0 Conclusion .......................................................................................................................... 32

5.0 References ......................................................................................................................... 34

Abstract

The ten weeks that the author was attached to Jurong Shipyard (JSPL) has enabled him to

understand the duties and responsibilities of a shipyard engineer and also gain an insight into

the attractive marine industry. The following report follows the author’s ten-week attachment

at JSPL, highlighting in particular the pipe fabrication process currently adopted by the new

built workshop in JSPL as well as the WSQ Operations Management Innovation (OMNI) which

trains management level staff to employ operation management techniques and

technologies that are in line with their companies’ strategy to achieve manufacturing

excellence in their company. In the report, the adopted pipe fabrication process is elaborated

in detail while three stages of the OMNI methodology will also be discussed in detail.

Acknowledgement

The wonderful and fruitful internship of the author would not have been made possible

without the presence of the following few people whom he would like to thank.

Mr Luei On Sai, Assistant General Manager (Piping & Outfitting): For giving himthe

opportunity to work as an intern in his department

Mr Hoe Joo Liang, Acting Deputy Head of Department (Piping & Outfitting): For

planning his internship and allowing the author to assist him in the OMNI

programme

Mr Koh Kai Siang & Mr Ho Chin Yong, Workshop Engineers (Piping & Outfitting): For

being wonderful teachers, teaching the author about the pipe fabrication process

Mr Durairaj Ramu & Partivan, Technical Engineers (Piping & Outfitting): For

orientating the author to the different parts of a jack up rig

Mr Loi Teck Chuan, Engineer (Piping & Outfitting): For being approachable and kind

to answer any queries that the author may have at any time

Ms Joee Ee, Human Resource: For her unwavering support and desire that all

interns would be able to benefit and learn from their attachment

Associate Professor Chen Chun-Hsien, NTU Mentor: For being understanding and

supportive during the length of the attachment

List of Figures

Figure 1: Pipe Fabrication Process ................................................................................... 11

Figure 2: Shielded Metal Arc Welding .............................................................................. 14

Figure 3: Gas Tungsten Arc Welding ................................................................................ 14

Figure 4: Tack Welding ...................................................................................................... 15

Figure 5: Elbow Welding Machine ...................................................................................... 16

Figure 6: Manual Welding .................................................................................................. 18

Figure 7: Work Procedure Specification .............................................................................. 19

Figure 8: Gas Tungsten Arc Welding ................................................................................... 20

Figure 9: Shielded Metal Arc Welding ................................................................................. 20

Figure 10: Acceptable Standards for Visual Inspection ......................................................... 22

Figure 11: Classes of Pipes (DNV Standards) ........................................................................ 23

Figure 12: Level 2 Value Stream Map .................................................................................. 28

Figure 13: Level 3 Value Stream Map .................................................................................. 30

Figure 14: Level 3 Value Stream Map (Hot Spots Identified) ................................................. 30

List of Tables

Table 1: Table showing relevance of the different business objectives w.r.t to the

different departments ..................................................................................................... 27

Table 2: Cost Calculation of Current Input Resources of Improvement Area .......................... 31

1.0. Introduction

Over the last 40 years, Singapore has transformed from a small regional ship repair and

building centre into a world premier ship repair and conversion centre. It is also a

global leader in jack-up rig construction, the building of customised and specialised

vessels as well as the conversion of Floating Production Storage and Offloading unit.

Singapore’s strategic geographic location along with its comprehensive and integrated

marine infrastructure services ensure that the marine industry will continue to be a

crucial component of its economy, in view of Singapore's desire to become a leading

international maritime hub.

As such, it is little wonder that many fresh engineering graduates choose to pursue a

career in the marine and offshore engineering industry. As such it is the author’s desire

to gain a better understanding of the industry through his attachment at Jurong

Shipyard.

1.1. Company Profile

Jurong Shipyard Pte Ltd (JSPL) is a wholly owned subsidiary of Sembcorp Marine Ltd, a

company listed on the SGX Mainboard.

Jurong Shipyard Ltd was first established in 1963 as a joint-venture between the

Singapore and Japan’s Ishikawajima Harima Heavy Industries Co Ltd (IHI). With more

than forty years of experience in the marine engineering industry, Jurong Shipyard has

developed into one of Asia’s premier shipyard, offering one-stop services ranging from

ship building, repair and conversion to rig construction and offshore engineering.

It has a total land area of 68 hectares in two locations, operating four graving docks

with a total capacity of 1.1 million dead weight tonnage and 2,728 metres of berthing

quays. These facilities are supported by a highly-skilled workforce, blasting chambers,

warehouses, wide-ranging crane operation capacities as well as sophisticated

workshops equipped with state-of-the-art machines such as plasma/robotic profile

cutting machines and panel line systems.

1.2 Organisational Structure (Production Team)

Ship building, repair and conversion as well as rig construction are major projects and

are handled by the many departments in JSPL’s production team.

Project Management

Machinery &

Electrical

Piping &

Outfitting

HH

Jurong Electrical

Automation

Hull Structure Hull Painting

Jurong Integrated

Structure

Design

Engineering

QA/QC Docking

Operation Safety

Project manager are the overall coordinators for a project, acting as the liaison

between the clients and JSPL, deciding on the work plan on the entire project as well as

coordinating efforts between the different departments and each department is

responsible for a different part of the project.

During the course of his attachment, the author is attached to the Piping and Outfitting

(PF) department which is responsible for the fabrication and fitting of piping systems

on board ships and rigs. In the marine and offshore engineering, piping is a critical

aspect of the vessel. Without a proper functioning piping system, it could render the

whole vessel non-operational, leading to monetary losses.

1.3. Work Nature of Attachment

The author was attached to the new built pipe fabrication workshop for 5 weeks where

he aided the workshop engineers in their daily responsibilities. This allowed him to

understand its pipe fabrication process.

Later on in his attachment, the author had the opportunity to be attached to engineers

who are working on board a jack-up rig, West Linus. The engineers orientated him to

the different parts of the rig and exposed him to their daily tasks and responsibilities. In

addition to that, he also had the chance to assist his supervisor in the Workforce Skills

Qualifications (WSQ) Operations Management Innovation (OMNI) Programme.

1.4. Personal Objectives

Through the attachment, the author is hoping to gain relevant working experience and

understand how engineering theories learnt in school can be applicable at the

workplace. Besides that, he also wishes to gain an insight into the marine and offshore

industry as well as the roles and responsibilities that engineers play in the industry.

2.0. Pipe Fabrication Process

Fig. 1 Pipe Fabrication Process

Final Visual Inspection

Treatment

Non-destructive

Testing

All Class I Pipes:

Butt Weld – Radiographic Testing (RT)

Fillet Weld – Magnetic Particle Testing (MPT)

5% of Class II and III Pipes

Galvanization

Blasting and Painting

Galvanization and Painting

Cut and Bevel

Machine Welding

(2D Welding)

Fitting

If three dimensional

welding is needed

Manual Welding

(3D Welding)

Fit-up Inspection

Diameter >

0.1016 metre

Diameter <

0.1016 metre

Fabrication

Materials

Pipe Spool

Drawings

2.1. Pipe Drawings

Pipe drawings describe the piping material, size, shape and location of a piping system

as well as its dimensions, notes and specifications. There are three types of pipe

drawings: Schematic Diagrams (P&ID), Arrangement Drawings and Spool Drawings.

Schematic Diagrams

Schematic Drawings are created at the preliminary stage.

They are schematic single line process diagrams showing the sequence of equipment,

valves, inline components, pipeline sizes as well as the overall arrangement required

for the system to function properly. Also, they display the relationship among pipes,

pipe fittings, equipment, machinery and tanks.

Every diagram usually presents a singular piping system while providing information

such as pipe line numbers, flow direction specifications, line sizes, equipment, valves

and instrumentation with controlling devices fitting types.

Arrangement Drawings

Arrangement drawings which show the comprehensive layout of equipment and pipes

on the vessel are created at the detailed design stage. Computer software is used to lay

out the pipes in a 3D model environment.

To display the relationship among pipes, hull structures, machinery and equipment, key

lines of hull and equipment are sometimes drawn in the background of pipe

arrangement.

Spool Drawings

Spool drawings represent sections of the piping system to be fabricated. They show the

shape of the pipe as well as all the required information of pipe pieces needed for

fabrication and installation. This information includes:

Pipe Line Number: Identification number for the pipe spool

Hull Block Number: The identification number of the area on board the vessel

which houses the spool.

Fabrication Material: The material required to fabricate a spool inside the

workshop, for example pipes, fittings (elbows & couplings) and flanges.

Erection Material: The material required to install the spool on board the vessel.

Dimensions of the individual pipe pieces needed to fabricate the spool

2.2. Cutting and Bevelling

After the required fabrication material is sent to the workshop, the pipes are sent to

the Computer Numerical Control (CNC) Machine for cutting. There, they are cut to the

according to the specified lengths in the spool drawings either by oxygen gas cutting or

plasma arc cutting.

Oxygen Gas Cutting

In oxygen gas cutting, a flame is used to rapidly oxidize the metal, forming a liquid

oxide which is then blown away by a gas stream.

Plasma Arc Cutting

The cutting torch which acts an electrode in the circuit is made up of a tungsten

electrode held by water-cooled nozzle. The pipe to be cut is the other electrode. A

stream of ionized gas which conducts electricity completes the circuit. This ‘plasma gas’,

supplied around the tungsten electrode, constricts the arc formed between it and the

pipe. A high temperature region (3000-5000oK) created at the arc, melts and cuts

through the metal. The melted metal is then removed by a jet-like gas stream. Inert

gases such as argon, nitrogen-hydrogen is introduced to the cut region prevents the

formations of metal oxides.

Bevelling

Fig. 2 Shielded Metal Arc Welding Fig. 3 Gas Tungsten Arc Welding

In addition to cutting, the CNC machine also has the ability to prepare the edge before

the pipes are welded. The type of bevelling depends upon the thickness of the pipe and

the type of weld. Figure 2 and 3 shows two different types of bevel.

Edge preparation is especially important for thicker pipes in order to create the

required geometry to provide accessibility for welding to ensure the desired weld

soundness and strength. The opening at the root of the joint and the included angle of

the groove is chosen such that the least weld metal is necessary to give the needed

access and meet strength requirements.

2.3. Fitting

After the pipes are cut, the necessary fabrication materials along with the cut pipe will

be brought to the fitting station. With the help of position guides, fitters will then

temporarily fit the different parts of a spool together via tack welding according to the

diagram drawn in the spool drawings.

Fig. 4 Tack Welding

A fit-up inspection is then conducted by the Quality Assurance Department and the

client to ensure that the spool has been fitted correctly before the different parts of

the spool are welded together on a more permanent basis,

2.4. Welding

Welding is the process by which two pieces of metal are joined together by a current

running through an electrode, depositing the molten electrode along a line or a surface

between them or at a certain point. It joins different parts of a piping system together,

and also to the structures of the hull.

When compared to those piping systems that involve infrequent dismantling and

require strong leak proof connections, welding is preferred. Welded piping systems,

compared to pipes that are joined by any other methods, are stronger, require less

maintenance, last longer, allow smoother flow, and weigh less.

2.4.1. Semi-automated Welding (Machine Welding)

In semi-automated welding, the operator

manually places the parts to be welded into the

welding fixture. Following that, he ensures that

the speed of rotation of the parts, motion of the

torch, and stillness of the parts is kept to pre-set Fig. 5 Elbow Welding Machine

parameters. After every pass, the process is stopped for the joint is grinded joint to

remove any irregularities on the surface. When welding is completed, the operator

removes the completed assembly from the welding fixture and the process begins

again.

Compared to manual welding, semi-automated welding has three advantages: an

increase in weld quality, improved output and decreased labour costs.

Automated torch and part motions in welding machines are pre-determined by

electronic parameters. This eliminates the probability of human error, helping to

maintain weld integrity and ensuring the strength of the joint. As a result, a higher

quality weld than can be accomplished manually is produced.

With the higher weld speeds provided by a welding machine, a semi-automated

welding system can easily outpace a skilled manual welder. This leads to an increased

in both the rate and amount of output. The higher rate of output afforded by the

machines helps to reduce the reliance on the slower manual welders, leading to a

reduction in labour costs in order to produce the same amount of output.

Fig. 6 Manual Welding

2.4.2. Manual Welding

Despite the many advantages provided by a

semi-automated system, the workshop would

not be able to stay away from manual welders

due to the numerous constraints of the

machines.

The geometry of a particular pipe spool determines whether the option of semi-

automated welding is available to it. At present, only two-dimensional welding can be

done on the available machines at the workshop. Three-dimensional welding has to be

completed manually.

During the welding process, it is not uncommon for GTAW to be used to create the root

pass (smooth and uniform on the inside of the joint). SMAW or GMAW (more

economical due to the low cost of the electrode required) are then used to create the

fill and cover passes.

Manual welding is done in accordance to the Welding Procedure Specification (WPS). It

is a formal document clearly stating describing the welding procedures, providing

guidance to the welder to make high quality welds as per the requirements. WPS

guides welders to the accepted procedures so that repeatable and trusted welding

techniques are used.

Fig. 7 Work Procedure Specification

Gas Tungsten Arc Welding (GTAW)

GTAW welding is achieved by creating an electric arc formed between a tungsten

electrode (non-consumable) and the work (part to be welded), creating a region of

intense temperatures. To increase the integrity of the joint, a filler metal is added to

the joint during the welding process. Shielding is provided by an inert gas or inert gas

mixture.

Shielded Metal Arc Welding (SMAW)

Fig. 8 Gas Tungsten Arc Welding

Fig.98 Shielded Metal Arc Welding

In SMAW, the current running through the flux covered electrode results in the

formation of an arc across the gap between its tip and the work. Molten metal from

the electrode travels across the arc to the molten pool on the base metal, where they

mix together. The electrode’s tip and molten metal pool are surrounded and protected

by a gaseous cloud and a covering layer of slag produced as the flux coating of the

electrode melts or vaporizes. As the arc moves away, the mixture of the molten

electrode and base metal solidifies, becoming a singular piece.

The electrodes used in SMAW are usually no longer than 0.46 metres and therefore,

welding must be stopped after the consumption of each electrode. Besides that, de-

slagging is also required after each pass to remove the slag covering that forms on the

weld.

2.5. Final Visual Inspection

Following the completion of the welding of all the joints in a particular spool, a final

visual inspection is conducted by the client and surveyor, accompanied a

representative from the QA department.

Besides the exterior and readily accessible internal surface areas of piping assemblies,

the materials and components are checked for conformance to specification and

defects. In addition to that, inspection is also carried out on welded joints to ensure

that there are no defects such as overlap, under cut, lack of penetration or fusion,

distortion and crack.

If no repairs are required for the pipe assemblies, they are sent for treatment before

being delivered to the dock, ready to be installed onboard.

2.6. Non-destructive Testing (NDT)

Piping systems are classified into different classes (Class I, Class II & Class III) depending

on its operating pressure and temperatures. The designated piping “class” indicates the

materials, manufacturing and inspection requirements which shall be applied to ensure

the operational integrity of piping.

The operating pressure and temperatures of Class I pipes are the highest and thus their

requirements for NDT is the most stringent requiring all Class I pipes that are fabricated

to be tested and pass the NDT. On the other hand, only 5% of any Class II and III that

are fabricated need to be tested for and pass the NDT.

Fig. 10 Acceptable Standards for Visual Inspection

Non-destructive testing is extremely important during the pipe fabrication and

installation process as it helps to detect any material discontinuity which at some later

time might lead to failure of an entire piping system while under operating conditions.

Most NDT indications are qualitative. Interpretation of NDT results requires judgment

based on past experience.

Non-destructive inspections include:

• Dye penetrant inspection

• Magnetic particle inspection

• Ultrasonic inspection

• Eddy current inspection

• Radiographic inspection

Fig. 11 Classes of Pipes (DNV Standards)

Magnetic Particle Inspection (MPI)

Discontinuities are revealed by applying magnetic particles onto the surface, in the

form of a dry powder or suspension in a liquid. It is used for locating surface or near

surface discontinuities in ferromagnetic materials.

The item to be inspected is subjected to a current, creating a magnetic force field

within it. The surface is then sprayed with a fine iron powder which will align itself with

the magnetic field. Any discontinuity normal to the magnetic field will create a leakage

field around it. A consequential build-up of the powder will determine the defect’s

position.

Radiographic Inspection

A radiograph is photographic record of a test specimen that is exposed to X-rays or

gamma rays, with the result captured permanently on film.

When X-ray or Gamma radiation travels in straight lines to the specimen, some rays are

absorbed while others simply pass through it. A reduced density of the which may have

resulted from slag inclusion, gas bubbles, porosity or other internal defects, absorbs

less radiation. This causes a darker spot to appear on the film, indicating the size and

precise position of any inclusion.

3.0. Operations MaNagement Innovation Programme (OMNI)

The Workforce Skills Qualifications (WSQ) Operations MaNagement Innovation (OMNI)

Programme is a joint initiative between the Singapore Institute of Manufacturing

Technology (SIMTech), a research institute of the Agency for Science, Technology and

Research (A*STAR), and the Singapore Workforce Development Agency (WDA). Its aim

is to train management level personnel on the methodology of employing operations

management techniques and technologies that are in line with their companies’

strategy to achieve manufacturing excellence. This ensures that the company’s

operations improvement are both effective (align to company's strategy) and efficient

(achieve productivity gains).

The Operations Management Innovation methodology (OmniMethodologyTM) based

on R&D has a proven track record, having been successfully applied in numerous

sectors of the manufacturing industry.

OMNI consists of two parts: classroom training and mentorship. The training in the

classroom concentrates on imparting operations management knowledge and

methodology. On the other hand, the mentorship provided by SIMTECH trainers will

augment the classroom learning by directly applying the methodology in the

participant’s company.

The author was fortunate to have the opportunity to attend the course alongside his

supervisor and to assist him in the tasks assigned by the SIMTECH trainers. Over the

course of the programme, he managed to gain a better understanding of the functions

of the different departments in JSPL as representatives from various departments

across the production team presented the coursework they have done.

3.1. Stage 1

Before embarking on a project to improve a company’s productivity, there is a need to

fully understand the background of the company.

This is achieved by first identifying its products. And based on the company’s products,

determine the potential clients and competitors of the company. As the Chinese saying

goes, “知己知彼, 百战百胜.”, if one knows themselves and their enemies well, they

will emerge victorious in every battle.

The ideals about which the company’s business strategy revolves about are determined.

The company’s strategies stemming from the various ideals are then identified and

evaluated against the clients’ expectations as well as competitor’s performances to see

how well the company is doing in these areas. Doing so allows a company to see clearly

what the areas to be worked on and what the areas of strengths to be maintained or

even improve further. JSPL’s business strategy is centred about three ideals namely,

customer intimacy, operational excellence and service leadership.

Attempts are then made to further define the areas of weaknesses and to account for

the less than desired performances. To tackle these more defined issues, numerous

business objectives are decided and clear measures to achieve set targets are

implemented.

3.2. Stage 2

All the business objectives of a company may not all align or be completely relevant to

the different departments in it. Some of the business objectives may even not be

applicable to a particular department. The table enables one to simply show the

relevance of the different objectives of the company with respect to the different

departments. By doing so, it allows a particular department to focus its energies on

achieving a business objective of the company that is relevant to it.

44

Table 1 Table showing the relevance of the different business objectives

with respect to the different departments

A Value Stream Map (VSM) lays out simply the flow of documents and material among

the different parts of a particular department as well as related departments. Besides

that, it also shows the different operational activities related to the department. These

operational activities are analysed to determine issues that have possibly led to a

potential decrease in the department’s productivity.

The VSM allows one to understand how the department functions at a glance. In

addition, the total lead time and processing time is also accounted for in the VSM. Total

lead time refers to the total time taken for all operational activities to be completed

while processing time refers to the total time taken for activities that create value for

the client.

Fig.12 Level 2 Value Stream Map

The business objective stated in the VSM not only provides a clear target for the

department to aim at but also helps track the progress made by the department as it

work towards its goal.

3.3. Stage 3

At stage 3, the department may decide one of the operational activities identified in

stage 2 to further work on. A higher level VSM zooming in further on the particular

operational activity is created for further analysis.

The level 3 VSM zooms in on the particular operation while zooming out on the other

activities of the department. The enlarged view of the operational activity shows the

different processes involved in it, enabling one to easily identify the hotspots areas

(areas that could be improved) that exist during the operational activity.

In the level 3 VSM, the total lead time and processing time is only with respect to the

particular operational activity and do not account for the entire process.

Fig. 13 Level 3 Value Stream Map

Fig. 14 Level 3 Value Stream Map (Hot Spots Identified)

To determine the cost worthiness of any measures or capital invested to increase

output, the total cost of the current input resources used in the improvement area is

computed. This allows a comparison to be made between the productivity before and

after the improvement measures are implemented. Depending on the increase in

productivity as well as the capital input required to achieve it, the department will

decide if the improvement measure is worth pursuing.

Table 2 Cost Calculation of Current Input Resources of Improvement Area

4.0. Conclusion

The lucrative marine and offshore engineering industry forms an integral part of the

manufacturing industry in Singapore. An “industry that never sleeps”, work carries on

around the clock at the shipyard, even during the weekdays and public holidays. To

become an engineer at the shipyard requires a lot of commitment and dedication and

not forgetting excellent time management skills. One may become disgruntled about

working at the shipyard really quickly if they do not learn to manage their time well as

they will not be able to achieve work-life balance. This affects their level of job

satisfaction, causing their work performance to fall or even plummet.

Being stationed at the new built piping workshop for five weeks has enabled the author

to quickly pick up the ropes of the pipe fabrication process as well as gain a good

understanding of pipes and pipe drawings. It is impossible to fabricate an entire piping

system in a workshop and then install it on board a vessel as a singular object. The

process required in order to do it would be far too complex and impractical. So instead,

each piping system is divided into individual spools to reduce the complexity of the

fabrication either at the workshop or on board the vessel. Inspections are also crucial

during the pipe fabrication process to ensure that the pipes fabricated are according to

the client’s requirements. Later on in the attachment, when the author has the chance

to board a jack-up rig that was still in construction, he had the opportunity to observe

piping systems that has been installed on board a vessel.

OMNI has exposed the author to a brand new methodology to improving the

productivity of a manufacturing company. It lays out simply the operations of a

particular department in a company and from there, hot spot areas are identified. And

initiatives are generated and evaluated to see if the initiative is cost effective. It is with

much pity that the author would not be able to attend the rest of the course alongside

his supervisor and at the time of writing, he had only finished stage 3 of the course.

Nevertheless, it had still been an enriching experience for him.

The author has never worked at a shipyard before and the ten weeks he spent at JSPL

has been an eye opener for him. Being a student currently enrolled in the school of

Mechanical Engineering, being an engineer at the shipyard is definitely one of the

numerous careers that the author would have considered. Employees at the shipyards

enjoy enticing annual bonuses that continually draw fresh graduates to them. During

his ten weeks of attachment at JSPL, the author was able to get a glimpse of the life of

an engineer working at the shipyard and he is very grateful for the experience.

Another quality present in the author's colleagues is the ability to solve problems

efficiently. There will definitely be difficulties or changes on site that requires the

engineer's attention. People will start to ask for solutions and that is when an engineer

has to analyze the situation before giving a sound answer. Communications is a very

important skill to have and would tremendously help in problem solving with others. In

this business, there are many aspects of engineering involved, and cooperation

between engineers from different departments is a necessity. It is definitely a skill that

the author needs to improve on.

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