CSL FINAL_3

7/23/2019 CSL FINAL_3

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A Report on

Industrial Training

Undergone in

COCHIN SHIPYARD LIMITED(An ISO 9001:2000 Company)

Cochin, Kerala

From 12-05-2011 to 10-06-2011

Submitted by:

AKHIL AUGUSTINE

Roll No: 046th

semester

B.Tech (NA&SB)

Department Of Ship Technology

Cochin University Of Science And Technology

Kochi-22, Kerala

CSL TRAINING REPORT 2011

1 DEPT OF SHIP TECHNOLOGY , CUSAT

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O H IN UN IV ERS ITY O F

S IEN E ND TE HNOLOGY



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CONTENTS

Page no

1.

Acknowledgement------------------------------------5

2.

Introduction-------------------------------------------7

3. Ship repair office-------------------------------------18

4. Procedure for repair a ship-----------------------22

5. Machine repair---------------------------------------31

6. List of machineries in csl---------------------------33

7. Electrical and instrumentation office-----------38

8.

Hull repair---------------------------------------------42

9.



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ACKNOWLEDGEMENT

On this occasion I post my sincere prayers to the almighty, without whose grace Icould not have got a training seat in this great organization.

I also pledge my sincere regards for Mr. K.P.NARAYANAN, HEAD OF THE

DEPARTMENT, Mr. DILEEP KRISHNAN, Mr.MATHIAZHYAKAN TRAINING CO-

ORDINATOR, and all professors for permitting me to attend the training and doing

necessary help for that

Now it’s my turn to owe my gratitude to all who helped me out through out the part

and parcel of the training helping me out in all the works and guiding. First and foremost

I thank Mr.Madhu.S.Nair (DGM Marketing), Mr.N.J.Joseph DGM Training, under whom

I did my training in guiding me through out the training and giving me timely advices.

Next I thank all other members of the ship repair office, hull department, outfit

department for being very friendly with me and helping me learn from the training here.

I also thank Mr. Sunny Thomas (DGM hull), without whose help I could not have

achieved some knowledge in hull department. I would like to express my sincere thanks

and gratitude to Murugaian (DGM), Mr.Anoop R ,Mr.Vineeth N, Mr. Jimmy Vincent

and all other supervisors and workers for their valuable guidance and supports in hull

department

I also thank Mr. James Micle(DGM SRO), Mr.Jayan Thampi, Mr.Sajin P Samual

from ship repair office, Mr. Mani for providing me best of the knowledge from outfitdepartment.

I wanted to name each one of them who helped me out through out the training here.

But due to space constraints I am restricting and thanking one and all who helped me out

in the training

Lastly but not the least I thank my parents and all teachers without whose

encouragement I would not have been here. I also could not miss my friends who have

helped me lot in coming here.



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INTRODUCTION

Cochin shipyard is established in 1969.This is the first Greenfield ship building yard in India. The yard commenced the shipbuilding operations in 1978 and ship

repair in 1981.The only yard which can repair an Air Defense Ship is Cochin

shipyard.ISO 9001-2000 certified for Design and manufacture of small & medium crafts

up to 900 GRTConstruction of ships upto 1,10,000 DWT

Repair of ships upto 1,25,000 DWT

Training of Marine Engineers & Conducting of fire fighting courses

Cochin Shipyard is an ISO 9001 Company, which has to its credit the biggestand most modern shipyard in India. This is the only yard, which has been set up as a

green field shipyard in 1972 and was conceived as a pioneer in establishing India in the

world shipbuilding scenario. Today, CSL is able to match the international standardsin quality, price and delivery schedules. There are two main sections in Cochin Shipyard.

First one is SHIP BUILDING SECTION (SB) and second one is SHIP REPAIR

SECTION (SR)

I have got training in the following sections:

1. Ship repair dept

2. Ship building dept

3. Ship design dept



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PROFILE

Cochin shipyard is one of the leading shipbuilding & repair yard in India, which has aninfrastructure that combines economy, scale, and flexibility, and has ISO 9001

accreditation. CSL also has an exclusive area set for offshore construction and future

expansion.

As one of the India's top 10 public sector undertakings, CSL has been rated excellent

by the Government of India, four times in a row for achieving the targets set for the yard

under the MOU system

With specialized industry knowledge and superior resources, CSL has constantly

unfolded new levels of excellence in shipbuilding and ship repair. As a technology leader

in India, CSL has adopted the Japanese Integrated Hull Outfitting and Painting system(IHOP) for its new construction, which gives a clear edge to CSL in the field of

fabrication of commissioning of accommodation modules & topside modification.

AN OVERVIEW

Cochin Shipyard was incorporated in the year 1972 as a fully owned Government of

India company. In the last three decades the company has emerged as a forerunner in the

Indian shipbuilding & Ship repair industry. This yard can build and repair the largest

vessels in India. It can build ships up to 1,10,000 DWT and repair ships up to 1,25,0000

DWT. The yard has delivered two of India’s largest double hull Aframax tankers each of

95 000 DWT. CSL has secured shipbuilding orders from internationally renowned

companies from Europe & Middle East and is nominated to build the country’s first

indigenously built Air Defence Ship.

Shipyard commenced ship repair operations in the year 1982 and has undertaken repairs

of all types of ships including upgradation of ships of oil exploration industry as well as

periodical lay up repairs and life extension of ships of Navy, UTL, Coast Guard,

Fisheries and Port Trust besides merchant ships of SCI & ONGC. The yard has, over the

years, developed adequate capabilities to handle complex and sophisticated repair jobs.Recently Cochin Shipyard has bagged major repair orders from ONGC. The order for

major repairs of three rigs viz. Mobile Offshore Drilling Unit (MODU) Sagar Vijay,

Mobile Offshore Drilling Unit (MODU) Sagar Bhushan and Jack Up Rig (JUR) Sagar

Kiran was secured by CSL against very stiff international competition, thus achieving.

The Shipyard also trains graduate engineers to marine engineers who later join ships both

Indian and foreign as 5th Engineers. 100 are trained every year.



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HISTORY

1. Cochin Shipyard was conceived of in the year 1969 when a team surveyed variouslocations in India before selecting Cochin for the launch of the first Greenfield

shipbuilding yard in the country.

2. The yard facilities in the first phase were completed by 1982. The yard was designed

and constructed under technical collaboration with M/s Mitsubishi Heavy Industries

(M.H.I), Japan. The company was legally incorporated in the year 1972.

3. The yard commenced the shipbuilding operations in 1978, ship repair in 1981, Marine

Engineering Training in 1993 and Offshore Upgradation in 1999.

4. Cochin Shipyard’s recent success in securing export orders have been achieved

through consistent improvement in productivity and also aggressive marketing

undertaken in the last few years.

5. The yard could reduce the average time of construction of large ships in the last decade

through augmentation of facilities, upgradation of ship design department with

installation of Tribon and CAD/CAM software and adoption of IHOP system of

construction.

6. The shipyard commenced ship repair operations in the year 1982 and has undertaken

repairs of all types of vessels including upgradation of ships of oil exploration industry as

well as periodical lay up repairs and life extension of ships of Navy, UTL, Coast Guard,

Fisheries and Port Trust besides merchant fleet. The yard has, over the years, developed

adequate capabilities to handle complex and sophisticated repair jobs.

Strategic Tie-Ups

7. CSL has established tie-ups with select specialist firms from near-east, far-east, South-

east, Europe and USA for technology transfer & material packages for shipbuilding, ship

repair, platforms, Rigs & Upgradation of yard facilities



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CREDENTIALS

Shipbuilding

Only Shipyard in India which can build up to 1,10,000 DWT

Has built various types of vessels including Tankers, Bulk Carriers, Port Crafts,

Passenger Vessels etc

Reputed international clientele consisting of National Petroleum Construction Company,

Abu Dhabi, M/s Clipper, Bahamas, Jeddah Port Authority, Saudi Arabia & Sea tankers

Management, Norway.

Currently building 30000 DWT Bulk Carriers and Platform Supply Vessels

Shiprepair

Only Shipyard in India which can repair ships up to 1,25,000 DWT

The only yard which can repair an Air Defence Ship

Can undertake complex and sophisticated repairs to Oil Rigs; & ships of Navy, Coast

Guard & Merchant Navy

Secured three major projects from ONGC for repairs of Mobile Offshore Drilling Unit

(MODU) Sagar Vijay, Mobile Offshore Drilling Unit (MODU) Sagar Bhushan and Jack

Up Rig (JUR) Sagar Kiran in 2005-06.

Sagar Ratna repair-loading on to submersible barge 'Swan'

Offshore

Has undertaken a variety of complex and sophisticated offshore Upgradation contracts .

Others

Conducts Marine Engineering Training, Basic & Advance Fire Fighting Courses

ISO 9001-2000 certified for

Design and manufacture of small & medium crafts up to 900 GRT

Construction of ships up to 1,10,000 DWT

Repair of ships up to 1,25,000 DWT

Training of Marine Engineers & Conducting of fire fighting courses

Has a laboratory for destructive and non-destructive testing of material, chemical

analysis, oil-fuel testing, ultrasonic thickness gauging and other activities.

Complies with ISPS certification.



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LOCATION

Cochin Shipyard Ltd (CSL) is the largest green field Ship building and Ship repair yard

in the country, situated adjacent to the Port of Cochin in the West Coast of India. The

yard is built up in 170 acres of land, out of which 60 acres is set aside for future

expansion.

Lying close to the site where Vasco Da Gama landed in 1498, it has various points of

tourist attraction. Lush green landscape and picturesque backwaters with Jew Street,

Willingdon Island, Annual boat races, Vasco Da Gama's grave, Chinese fishing nets,

wildlife and bird sanctuaries at Periyar and Alappuzha, tea estates near Munnar, and

Ayurveda therapy centers in and around the city makes it one of the 'to be seen' places of

the world.

MANAGEMENT TEAM

Cochin shipyard has an excellent management team headed by Commodore M. Jitendran,

Chairman & Managing Director of Cochin Shipyard Limited, leading it to the credit of

being the only shipyard with ISO 9001 accreditation for Ship Building, Repair & Marine

Engineering training

Cochin shipyard is the only shipyard to win the award of excellent rating by the

Government of India for 4 years. It has been judged as the one of India's top 10 public

sector units. CSL also has the reputation of completing time bound projects in record

time with a very efficient team in project management.

SERVICE & PRODUCTS

With specialized industry knowledge and superior resources, Cochin shipyard has

constantly unfolded new levels of excellence in Shipbuilding and Ship Repair. It has a

dazzling history of delivering to record deadlines with cost-effectiveness in every

venture.

For shipbuilding and repair CSL has worked hand in hand with market leaders like MHI

Japan, IHI Tokyo, Dynex Germany National Iranian Company Iran, Dalian New

Shipyard China, IHI Marine International Japan, Mitsubishi Corporation Japan, Ganz

Danubuis Trading Co. Ltd. Hungary, M/s Worley Limited Australia, Global Offshore

International, USA, M/s Haskonings of The Netherlands, Coflexip Stena Offshore Asia

Pacific Pvt. Ltd, BSA Shipping Agencies ANS, Oslo, Norway and Gaz Transport

Technigaz France.



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SHIPBUILDING

Cochin Shipyard with its proven expertise is perfectly positioned to offer a flexible range

of products such as Tankers

Product Carriers

Bulkers

Passenger Vessels

High Bollard Pull Tugs

Platform Support Vessels

Air Defence Ship

SHIP BUILDING TECHNOLOGY

Advance Out-fitting and PaintingAdvance out-fitting to the extent of 80% has been carried out in the hull blocks for the

tankers, resulting in reduction of cycle time. CSL has introduced the latest Japanese

Integrated Material Management concept in which at the basic design stage itself not only

all high value and long lead items that go into the ships are identified, but also the method

of outfitting viz. Unit/On block/On board is also finalized. Portable painting sheds are

used for efficient and fast painting of the hull blocks.

Tie ups

The tie-up with the renowned shipbuilder M/s Ishikawajima Harima Heavy Industries

(IHI), Japan and with Shipping Research Services (SRS), Norway for building Crude Oil

Tankers have provided exposure to the latest ship building technology adopted in Japan

and Europe and hence the confidence to take up more challenging jobs.

Tribon based in house capabilities

CSL uses the state of the art TRIBON shipbuilding package for undertaking basic design,

structural, machinery and electrical design. With over 80 workstations, and fully trained

personnel CSL has world-class capabilities to undertake ship deigns. 3D hull, piping and

electrical models are created leading to error free and optimum ship designs. Information

for various NC equipments is also generated on these systems.

Quality Control and Testing Laboratory

From the very inception of the yard itself, strict quality control techniques had been

adopted. As a result quality of the ships constructed at CSL have been very good and

lauded by ship owners and classification societies. CSL has in its premises a well-

equipped laboratory capable for undertaking all NDT tests. The labora_tory is approved

by various classification societies.



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IMS

Integrated Management System is a system that guides the Organization through

the difficulties of managing compliance with multiple standards in the field of

environment, quality, health, safety, security etc. In CSL, IMS is a combined

Management System, which consists of standards such as ISO 9001:2008 (Quality

Management System), OHSAS 18001:2007 (Occupational Health, Safety Assessment

Series) and ISO 14001:2004 (Environmental Management System).

ISO 9001

ISO 9001 specifies requirements for a Quality Management System and requires an

organization to demonstrate its ability to consistently provide product that meets

customer and applicable statutory and regulatory requirements. This Management System

is already implemented in CSL and certified by third party certification body.

OHSAS 18001

OHSAS 18001 is a comprehensive Occupational Health and Safety Management System

specification, designed to enable organizations to control Health & Safety risks and

improve its Health & Safety performance. It enables an organization to have control over,

and knowledge of, all relevant hazards resulting from normal operations and abnormal

situations, and improve its performance.

ISO 14001

ISO 14001 is an International Standard that specifies a process for controlling and

improving a company’s environmental performance. This Management System addresses

the needs of broad range of interested parties and of society in general to protect the

environment.



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VARIOUS DEPTS AND THEIR FUNCTIONS IN CSL

1.

ADMINISTRATION: Management & administration of the entire yard

2. FINANCE: All Financial dealings, payment of salary, supplier/SC payment, etc.

3. CIVIL ENGG: Civil Construction & Maintenance in the yard.

4. MATERIALS: Procurement of all the materials for Ship building & yard requirements.

5. SHIP DESIGN: Design of ships, Production of drawings using Tribon system etc.

6. PLANNING & PRODUCTION CONTROL:

7. SHIP BUILDING

8. SHIP REPAIR

9. U&M

PERFORMANCE

Introduction

1. Cochin Shipyard is the only yard, which has been set up as a green field shipyard in

1972 and was conceived as a pioneer in establishing India in the world shipbuilding

scenario. The yard has recently been successful in securing a series of export orders in

shipbuilding through proactive marketing and production planning. Today, CSL is able to

match the international standards in quality, price and delivery schedules.

Shipbuilding

Export Orders

Year 2004

2. On 22nd January 2004, CSL concluded a contract for construction of 30000 DWT

Bulk Carriers for M/s Clipper Group. The order is for series of 6 ships (with an option for

2 more). Secured against razor sharp global competition from leading shipyards of the

world, this contract, the first series construction order for large ships, is of special and

strategic importance to the Shipyard.

Year 2003

3. During the year, the yard concluded a contract for construction of series of tugs for

Jeddah Port Authority, Saudi Arabia. The order of 9 Fire Fighting tugs was signed in

June 2003. The construction is proceeding on schedule.



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Year 2002

4. In Feb 2002 CSL signed the contract for the first export order for construction &

delivery of an Ocean Going Cargo / Launch vessel for the National Petroleum

Construction Company Abu Dhabi, which was delivered in Feb 2003, within the

contracted period to the full satisfaction of owners.

Production Improvement Measures

5. CSL’s entry into the global market had been preceded by a period when the company

made all out efforts to improve its productivity and performance.

(a) This has been achieved partly through augmentation/ up gradation of facilities and

partly through streamlining material procurement procedures.

(b) The ship design department was upgraded with the installation of 30 AutoCAD

licenses, 4 Tribon Modules (Hull), 4 Tribon Modules (Gen.Design), 1 Tribon module forinitial design and 1 license each of Tribon pipeline and component. Employees have been

trained in the application of these softwares.

(c) Further, augmentation of facilities relating to carnage and more covered area of work

was undertaken.

(d) The use of IHOP system of construction whereby the ship is constructed in Modules

and fully outfitted and painted before assembly has also helped the yard to bring down

the construction time.

Domestic Orders 1996-2001 :

6. Apart from the export orders, CSL has constructed various types of vessels including

tankers, bulk carriers, high-bollard pull tugs, patrol vessels, passenger vessels etc. The

yard delivered “Abul Kalam Azad”, the first Indian built double hull tanker of 92,500

DWT for Shipping Corporation of India (SCI) in May 99. The second double hull tanker

for SCI “ Maharshi Parashuram” was delivered in Oct 02.

Ship repair 1997-2004

7. Shipyard commenced ship repair operations in the year 1982 and has undertaken

repairs of all types of vessels. The yard has repaired over 1000 ships of various types

including

Up gradation of ships of oil exploration industry

Periodical lay up repairs and life extension of ships of Navy, UTL, Coast Guard,

Fisheries and Port Trust & Merchant fleet.



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Repairs of vessels/ offshore structures of oil exploration/exploitation industry.

CSL is also authorized service center for Sulzer engines.

Have capabilities to handle complex and sophisticated repair jobs.

METI

8. The Marine Engineering Training Institute (METI) was set up by CSL in the year 1993

for imparting Marine Engineering Training to Mechanical Engineers. The institute has so

far trained over 950 trainees since inception, manning ships all over the world and

functions as a profit center. The institute also imparts basic and advance fire fighting

courses and would soon commence courses on Personal Safety Techniques, Personal

Safety and Social Responsibilities and Elementary First Aid.

Net Worth:

9. The net worth of the company has steadily increased to reach a level of Rs 255.66 crs

in the year 2002-03.



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SHIP REPAIR DEPARTMENT

(12/05/2011 – 20/05/2011)



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Y

Ship Repair Department

Cochin ship yard is fully geared to carry out major repairs to all type of vessels and

handles a large portion of repairs carried out. The Company's repair service is famous for

the quality of its work and adherence to delivery schedules. Deck, hull and machinery

repair works are undertaken. Underwater repair can be carried out on all types of vessels

Scope of repair comprises of repairs to Hull, outfitting of living and service spaces,

refurbishing and overhaul of main propulsion machinery and equipment, auxiliaries,

stabilizer and steering gear, control systems, electric installation, fire fighting and life

saving systems and equipment.

The Company has also been implementing the concept of total ship care comprising

'maintenance-refit-repair' on offshore patrol vessels and platform supply vessels .Major

repairs and modernization of Naval Ships and platform supply vessel, and jack-up rigs

are also being carried out.

Facilities:Repair Dock (Dock – I) - 270m x 44.8m x 11m -

Pneumatic Winches - 8T x 2Nos, 5T at centreElectric Capstan - 10T x 2Nos

Cranes - 40T (Stbd) & 10T (Port)

Mooring Boats



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ISRS (Integrated Ship Repair System)

This is a computer network connecting all the Depts of SR like SRP&M, SRC, SRO,

SR(E&OS) with a main server. This provide a quick and realistic data about all the

activities of SR.

When the RS of the vessel is received, SRC enter the same into the system.

Quotation is prepared for the vessel in the same way in computer formats.

All the Depts have access to these data for reference and can make advance arrangements

like indenting, procurement of matls. Indents are raised in the formats given in the

computer by SRO. SRM, referring to the indents on computer arrange to procure the

items. Enquiry, quotations, approval, PO and receipt of materials. SRC refer these data

for preparing invoice.

Highlights

ISRS is used for Standardising of Ship Repair activities and linking Tariff Rates and the

Sub Contractor Guidance Rates with the Activities to automate the Quotation

preparation, Work Completion Certificate preparation, Invoice preparation and Sub

Contract Bill verification. This area was totally unstructured and they were able to create

around 10000 SR activities which forms the basis of all the activities at Cochin Shipyard.

Goal and Objectives

Cost Reduction in Ship Repair Operations

Better Material Management

Better Sub Contract Management

Better Labor Management

Faster preparation of Quotations & Invoices

Creation of Database for future quotations

Sharing of information among various agencies like commercial, planning & operations



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Modules

SR Commercial

SR Planning

SR Sub ContractingSR Purchase & Stores

SR Operations

SR Finance

Security

Important Functions

Quotation preparation

Work Completion CertificateSub Contractors & Suppliers’ Bill verification & approval

Job Card Processing

Invoice Preparation

Money Collection and Reports

Some major repair projects Major upgradation of Mobile Offshore Drilling Unit ‘Sagar Vijay’ of ONGC. The

upgradation increased the drilling capacity of the vessel from 300 M to 900 M

Maintenance and repairs to the Aircraft Carrier “ INS Viraat” of Indian Navy

Repair and maintenance of tankers and bulk carriers of Shipping Corporation of India.

Procedure for repair a ship



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PRE ARRIVAL MEETING Before the vessel is coming to the repair yard there would be a pre arrival meeting

between ship’s superintend, ship chief engineer, ship captain, and ship repair manager

and invoicer (last two representing shipyard). This meeting is very important becausethey discuss the general repair work for the vessel.

For every repair yard there will be a standard ‘work list’ containing different job

description, job numbers etc. In the pre arrival meeting the ship repair manager will

discus the work needed for the coming vessel and mark the respective job numbers in the

‘work list’.

WORK LIST PREPRATION:

Prior to the vessel arrival clerk in the office will give set of documents and another

shortened vision marked as “work list”. It is critical that the worklist is correct as

possible. For each job there is a heading, which help to easily identify the job. The details

of the work in the worklist should be sufficient to highlight the important details.

Each job will have a separate job number. It is very important that this worklist

preparation should be as soon as possible because all trades are making their work forms

depending on this worklist before the vessel arrival.

SUPERINTENDENT’S MEETING

Immediately after superintends arrival to shipyard SRM should manage a meeting with

him a soon as possible. This meeting should include,

Details of repair work(including type of welding, type of material etc)

Going through the work list: SRM should go through the worklist item one by one and

discuss problems associated with it.Shore power requirement (440/60 or 385/50).

Service engineer safety briefings

Superintendent office arrangement.

It is very important to make this meeting friendly with the super, because this will set the

ground for future relationship. There are invariably many cancellation and additional

during these meeting and these should be documented as soon as possible so that

worklist is updated. If this is done quickly then during next meeting of SRM with

Forman he can give job numbers for new work and can cancel other work.

INVOICER MEETING

When work list is returned for final approval it should be discussed with theInvoicer, prior to final distribution. This will ensure that invoicer will aware of the

spec. And that he has the opportunity to direct SRM with regard certain sub-

contractor work. This can avoid certain unnecessary changes to the spec at a later

time.

FOREMEN’S MEETING



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If possible one day before the vessel arrival SRM should organize a meeting with the

foremen who have been allocated to the vessel. The best way of organizing this meeting

is go to the supervisor of the each trade and ask him to send his foremen at the

appropriate time. So supervisor will knows SRM name and face and the sooner he will

help the SRM. This will be detailed and formal. In the meeting the special preference

should be given to the critical job. Prior to this meeting SRM should made a preliminary

program, which is the basis for the meeting.

Why above meetings are important:

Ship repair manger’s and invoicer meeting with the superintend, help to discuss the

major repair problem.

The presence of invoicer helps to know approximate cost for each major works.

Meeting help to know which material is required for repair, if there is any major steel

work. Whether it is there shipyard’s stockyard or not?

With this meeting shipyard can decide they want to go for sub contract

Help to decide the critical job early.Meeting with the foreman help him to know about the work and he can request for

special equipment (example platform welding equipment, robotic welding) if needed.

After the vessel has been reached in the yard the identification of the work will do

with the help of previously made worklist. Identification of the job will carry out in the

presence ship’s captain, chief engineer.

FIRE PROTECTIONImmediately after the vessel has been docked in the yard, fire protection system will be

arranged onboard if vessel fire protection system is not activated. This involves

protecting shipyard employment workers, entire shipyard from fire hazards while

conducting ship repair, shipbuilding, ship breaking. Many of the basic tasks involved in

shipyard employment, such as welding, grinding, and cutting metal with torches, provide

an ignition source for fires.

There are also many combustible materials on vessels and in shipyards, including

flammable fuels, cargo, wood structures, building materials, and litter. When torches are

used in confined or enclosed spaces, accidents resulting in oxygen-enriched atmospheres

can cause normally fire-resistant materials to readily burn. When fires do occur,employees are often working in confined or enclosed spaces making escape difficult or

impossible. Fires in such confined or enclosed spaces can also result in atmospheres of

combustible gases, toxic fumes, or oxygen-deficient air or super-heated air.

When the worksite has multiple employers, the host employer (typically the shipyard or

the owner of the vessel) and the contract employer must assure



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that their fire safety plans are compatible (include hazards, controls, fire safety and health

rules, and emergency procedures), and

All employees are familiar with the plan.

The plan is accessible to all employees.

Steps for implementing fire protection plan:

Fire Safety Plan

Precautions for Hot Work

Fire Watches

Fire Response

Fixed Fire Extinguishing System Hazards on Board Vessel

Land-side Fire Protection Systems

Training.

PREPARING FOR SAFE HOT WORK

Hot work includes welding, cutting, burning, abrasive blasting, and other heat-producingoperations. Hot work presents an increased risk of fire and explosion hazards because it

is most often performed in confined and enclosed spaces. Accidents may occur during

hot work due to the structure of vessels, where hot work in a space can cause fire or

explosion in an adjacent space that has not been evaluated safe for hot work. Special

precautions must be taken in adjacent spaces as well as confined and enclosed spaces.

Steps for safe hot work include:

Preparing Space for Hot Work

Testing and Certifying for Hot work

Hot Work Operations and Maintaining Safe Conditions

1.Preparing space for hot workIn preparation of a space for hot work, shipyard personnel must complete the following tasks :

Determine the nature and the extent of the hot work.

Determine the nature of other operations in or adjacent to the space that may affecting

hot work (such as painting and cleaning).

Determine the cargo history, the last three cargos held in work space and adjacent spaces.

Secure pipelines and other equipment (heating coils, pumps, etc.) in the work space to

prevent flammable or toxic materials from being discharged into the space.

Make space "Safe for Workers" including installing appropriate illumination, access,staging, etc

Post warning signs as appropriate.

Install appropriate hot work ventilation. Before use, ensure that welding and burning

equipment is properly grounded, inspected, and installed

Ensure that adequate fire protection is available.



http://www.osha.gov/SLTC/etools/shipyard/shiprepair/hotwork/hotworktest.html


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2.Testing and Certifying for Hot work

In a shipyard, typically two types of individuals conduct tests and authorize spaces for

hot work:

Certified Marine Chemists (CMC)

Shipyard Competent Persons (SCP)The Marine Chemist certifies spaces and equipment containing or that have previously

contained flammable and combustible materials, as well as all adjacent spaces. The

Shipyard Competent Person tests for and authorizes hot work locations that do not

require a Marine Chemist (their specific areas of jurisdiction are listed below). When a

Marine chemist is not available, a Coast Guard Authorized Person (CGAP) can also

conduct tests and authorize spaces for hot work.

When the testing is complete and the spaces are certified, workers are then permitted to

begin.

Certified Marine Chemist (CMC)

(CMC)is required to test for hot work in confined and enclosed spaces, adjacent spaces,

and equipment (such as fuel tanks, cargo tanks, piping, pumps, etc.) containing, or that

have previously contained, flammable or combustible liquids or gases. Tests to be

performed include:

Atmospheric Testing

Oxygen

Flammable gases and vapors

Inerted atmospheres (<8 percent oxygen) in adjacent spaces

Flammability of residues and coatingsVerification of inspections for hot work conducted by other shipyard personnel

Ensuring pumps and piping are secured

A marine chemist issues a certificate for hot work, which must be posted. The Marine

Chemist Certificate identifies condition of spaces, such as "Safe for Hot Work" or

Atmosphere Safe for Workers." Spaces that are designated " Not Safe for Workers" or

"Not Safe for Hot Work " must be labeled.

3.Hot Work Operations and Maintaining Safe Conditions

During hot work operations, conditions can change. Piping may leak into the space, the

vessel may move, or different types of work (painting or cleaning) may be conducted in

adjacent spaces. Therefore, maintaining safe conditions requires constant precautions,

including frequent inspection and tests performed by the Shipyard Competent Person.

ScaffoldingScaffolds, or staging, are devices used to provide a elevated working surface. Staging




http://www.osha.gov/SLTC/etools/shipyard/shiprepair/confinedspace/atmospherictesting.html#Coast%20Guard%20Authorized%20Person

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http://www.osha.gov/SLTC/etools/shipyard/shiprepair/confinedspace/oxygendeficient.html

http://www.osha.gov/SLTC/etools/shipyard/shiprepair/hotwork/preparing.html#Inspections

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http://www.osha.gov/SLTC/etools/shipyard/shiprepair/hotwork/preparing.html#Inspections

http://www.osha.gov/SLTC/etools/shipyard/shiprepair/confinedspace/oxygendeficient.html

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may be of several different designs and is often constructed to fit the ship. Staging must

be adequate for the work performed because falls are a significant hazard in the shipyard.

Before working on or near any scaffold, workers should ensure that scaffolds are:

Safely secured and supported,

Level,

Provided with safe access (such as ladders),

Adequately decked (for example have a work surface and platform), and

Provided with guard rails.

Scaffolding, or staging, presents hazards for personnel working from, accessing, or

leaving a scaffold. To be safe, scaffolding must be constructed from specified materials

in an approved manner. Fall protection must be provided for the workers on the scaffold.

Protection from falling objects must be provided for workers below the scaffold.

Potential Hazards:

Failure of the staging components or overloading may result in collapse of the unit in

whole or in part, causing workers to fall.

Workers falling off the staging due to lack of edge guards.

Items falling off the staging and injuring workers below.

Surging (for example movement of work surface) when working on floating scaffolds.

Workers on the scaffolds falling to the level below.

Items falling from the scaffolds and striking workers below.

Requirements

All scaffolds and their supports must be capable of supporting the load they are designed

to carry with a safety factor of no less than four.All lumber (such as scaffold grade, used in the construction of scaffolds must be sound,

straight, and free from defects.

Scaffolds shall be maintained in a safe and secure condition. Any component of the

scaffold that is broken, burned, or otherwise defective must be replaced.

Unstable objects (such as Barrels, boxes, cans, or loose bricks) must not be used as

working platforms, or to support working platforms.

Scaffolds must be erected, moved, dismantled, or altered under the supervision of

scaffold competent persons.

Welding, burning, riveting, or open flame work must not be performed on any staging

suspended by means of fiber rope.

Note: Wire rope can be easily damaged by hot work.

Lifting bridles on working platforms suspended from cranes must consist of four legs so

that the stability of the platform is assured.



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ACCESSIBILITY PROBLEM, SPECIAL EQUIPMENT Certain part of the ship will have less access for hot work. This will lead to poor

quality welding. In order to avoid such prolonged tedious access welding some special

equipment are now introduced. One example for this type is welding platform

equipment.

Welding platform

Prolonged, tedious, and/or difficult-access welding can result in:

reduced weld quality

inefficient labor (minimal torch-on time)

worker fatigue

Plate Removal And Installation

A generalized procedure for the installation and repair of plates has been

prepared through a detailed analysis of the steps followed in various shipyards.

Steps involved are:

Pre arrival time:

If there is a major steel work, this matter will be discussed in the meeting between SRM

and superintendent.

Discuss accessibility problem with superintendent and arrange suitable equipment and

welder.

According to the norms set by the superintendent, arrange for the required steel.(grade of

steel, plate thickness)



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Check whether it is in stockyard otherwise order for it immediately.

Check whether the work can be carried out by the shipyard work force or if any needs for

subcontracting exists.

After vessel arrival:

1) A gas inspector should check the area and check whether the entry is

safe.

Clean the area as required until safety inspector provides the “safety to entry & hot work

permit” pass.

3) Report to staging foreman for scaffolding in this area.

3) Identify the work with plate fitter (foreman) by using worklist.

4) Prepare the area for hot work as described above.

o Proper cleaning

o

Hot work permito Proper ventilation..

Remove paint within 500mm area if paint is toxic at high temperature.

Determine the nature of other operations in or adjacent to the space that may affect hot

work (such as painting and cleaning). Etc

Removal of the plate:

Make a production drawing as shown below which shows the sequence of weld and

dimension of the cut etc.

Check the area and mark the area to be cut out

General approach is that if a new shell plate is to be welded in place, the seams and butts

in the surrounding structure are cut back 300 to 375 mm from the opening.

Same way stiffeners are also cut back 300-375mm from the opening.

Using gas cutting torch cut the portion along the marking.

el

As decide early, arrange the plate and fabricate according to the drawing.

During welding distortion will occur. So we have to follow a welding sequence to



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W L ISTORTION

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panels

minimize the distortion.

A weld on cooling and contracting tends to pull the plate with it. This results in a

structural deflection, the restraining action of the plate preventing the weld from

contracting fully. It is known that shrinkage in butt welds does occur principally along

the length of the weld, and to a lesser extent across it.

If a high restraint is provided in an effort to control distortion the structure will contain

high residual stresses, which are to be avoided.

So appropriate welding sequence should be use

At T intersections it is necessary to weld the butt first.

Gouge out the ends to renew the seam edge preparation before welding the seam.

Welding the seam first would cause high restraint across the plate strake and when the

butt was finished a crack might occur.

First we weld the central but weld and then adjacent seam, same way working outward

both transversely and longitudinally.

General picture showing sequence of weld



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Weld pad eye to the panel for lifting(make suitable lifting calculation if panel is

big)

Machine repair

We saw the warship “nireekshak” we entered in to the engine room, the instructor

taught the main parts in the engine room

Engine room contains different parts that is

1. Propulsion system 8. Hydraulic system

2. LO system 9. Comp air system

3. CW system 10. Fire Fighting system

4. FW system

Propulsion system is mainly by using diesel engine

2nd psv -platform supply vessel it is used for rigging. While rigging it has to supply the

cements so in the ship there is a large chamber.

Engine and Machine Shop

This shop is equipped with modern machine tools like Plano miller (up to 30 T)

Bar Boring equipment (up to 300 mm dia), Inside Grinding machine (up to 300 mm dia),

Heavy Duty Lathes (up to 12M length), Horizontal Drilling machine ( up to 100 mm

boring & 600 mm drilling), Shrinkage equipment (up to 6 M x 900 mm O.D), Cylindrical

Grinding machine (630 mm dia x 2 T), Horizontal Boring machine (up to 560 mm dia),



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Dynamic Balancing machine (up to 3 T) etc.

List of machineries in csl

1. Cranes

a. Gantry cranes-300t and 150t

b. semi-gantry

c. Level Luffing Tower Traveler (LLTT)

d. Electric Overhead traveler (EOT)

2. Travellin stages(2nos in port side & 2 nos in star board side)

3. Pumping Equipments

a.MDP (Main Discharge Pump)

b.Ballast Pump

c.Bilge Pump

d.Mud Pump

e.Gate Winch

f.Pneumatic Winch

g.Hauling Carriage

4. Machine Tools

a.Planomiller

b.Horizontal Drilling Machine

c.Radial Drilling Machine

d.Horizontal boring machine

e.12m lathe



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f.5m lathe

g.2m lathe

h.Capstan lathe

i.Cylindrical Grinder

j.Dynamic Balancing Machine

k.Vertical Milling machine

i.Shaper

m.Slotter etc.

5. Washing / blasting machine

a.Densin 250 kg

b.Densin 2500 kg

c.Rocky Washer

Machinery details

Lathes

Different lathes are in our machine shop like 12m lathe,5m lathe,2m lathe, capstan latheetc.

A.12m lathe (HEC model)

centre height :800mm

max swing over bed :1600mm

max swing over carriage :1200mm

width of bed :1700mm

max weight of work piece without rest :28000kg

max weight of work piece with rest :38000kg

Generally the Preventive maintenance includes oiling, greasing and removing the metal

chips from bed etc.

B.5m lathe-HEC model-LC 100



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Centre height :500mm

Swing over bed :1000mm

Swing over carriage :710mm

Max weight of work piece without rest :10t

Generally the Preventive maintenance includes oiling, greasing and removing the metal

chips from bed etc.

C.2m lathe-B26 HMT

Centre height :260mm

Spindle bore :42mm

Generally the Preventive maintenance includes oiling. Once we did gear box over

hauling

D.Capstan lathe-HYEBERT MK4

Swing over bed :375mm

max swing close to cross line :330mm

2. Planomiller-KOTOBUKI

M/S. Kotobuki Industries, Japan make, Double column type with one milling

head each one side columns and one swiveling milling head and one boring

head on the cross slide.

Working width : 2150 mm

working height : 2000 mm

Stroke of working table :5400mm

Boring capacity in steel :45 to 450 mm dia

Drilling capacity in steel :45mm dia

Usually oil checking and greasing is done as preventive maintenance

3. Horizontal drilling machine-SHIBURA

Drilling capacity :100mm dia

Boring capacity upto :600mm dia

Milling capacity up to :300mm dia

Taping capacity up to :100mm dia

Spindle stroke :600mm

Ram stroke :300mm

Horizontal traverse :1500mm



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Vertical traverse :1500mm

Radial drilling machine-HEC

Max dia of hole drilled in steel of 60 kg/mm2Tensile strength :100mm

Max dia of hole drilled in cast iron of 25 kg/mm2

Tensile strength :125mm

Max dia of hole bored in steel of 60 kg/mm2

Tensile strength :350mm

Oiling and removing the scrap chips are the usual preventive maintenance methods

5. Vertical milling machine-HMT

Longitudinal traverse :1400mm

Cross traverse :360mm

Vertical traverse :475mm

Vertical quill movement :100mm

Max weight that can be loaded on the

Table :1000kg

Usually oil checking and greasing is done as preventive maintenance

6. Surface grinder OKAMOTOMax grinding length :1200mm

Max grinding width :500mm

Max longitudinal movement :1300mm

Max cross movement :530mm

Replacement of grinding wheel has been done when it got broke up

7. Slotting machine-COOPER

Max stroke :400mmDia of circular table :800mm

Swivel of ram :10 degree

8. Dynamic balancing machine

Rectangular jobs :250*175

Square jobs :175*175



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Round jobs :175mm dia

9. Gantry cranes

There are two Gantry cranes;150t and 300t

Details of 300t gantry

Total load :300t(upper crab-180t and lower crab-120t)

Travelling speed :40m/min

Total height :75m

Width :95m

Preventive maintenance include greasing of rails and gears oil checking and checking of

rope

10. Main Discharge Pump(MDP)

Three MDPs each in the repair dock as well as in the building dock.

MDP in repair dock :It is bigger than those in building dock,made by Kirloskar,It is a

vertical turbine pump,Slow speed gear box is made use here,There is a mechanism

known as Ratchet pin which prevents the rotation due to the back flow of water.

11. Gate Winch(2 nos in the repair dock)

Each gate winch consists of electric motor as the driving unit. Output shaft of driving

unit is connected to one gear box which partially reduces the speed. The gear box output

again connected to 2 sets of open reduction gear units by which the speed is againreduced. The

final Output shaft at this stage is connected to a gypsy wheel by means of a geared

coupling in between the gypsy is overlapped by a chain which is in turn is connected to

the gate.

Type : Horizontal, electrically driven type

Motor : Induction motor, pole changing type special insulation against moisture and

tropical climate and with electromagnetic disc break.

The preventive maintenance includes greasing and bearing checking.

12. Mud Pump(2nos in repair dock and 1no Building dock)It is used to pump out the mud. manufactured by TOYO DENKI Industrial co,Ltd,Japan.

We use the model DP 50.



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Electrical and instrumentation office

ELECTRICAL REPAIR SHOP

The electrical repair shop is well equipped and is capable of undertaking repairs and

rewinding of full range of motors and generators of ships and overhaul of electrical

apparatus and switch gears. List o major equipments here are:-

Electric Coil Winding machines

Industrial Furnaces (36 kW)

Dimmer stats (to test motor above 25HP)

Quick way Armature winding machine with counter (230V AC/DC)

Coil winding machinery with counter

Testing panel with dimmer stat(3-phase,AC)

The potential for electrical shock hazards is greater in shipbuilding and repair than

in other industries, because workers stand on metal decks and often work in a wet

environment. Work on or around energized electrical equipment can expose workers to

electrocution, burns, or electrical shock. Before work is performed, energized equipment

must be guarded, deenergized, or appropriate PPE used to prevent worker exposure.



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1.1. Emergency Electrical Distribution System Configuration

The emergency electrical distribution systems for all vessels Groups 1 through and

including shall be considered standard as follows:

Alternating Current Systems:

3-phase, 3-wire insulated system;

single phase, 2 wired insulated system,

For Direct Current Systems, 2 wire insulated systems.

Generators

The generator is the heart of the ship. The electrical system should be characterized in

such a way that it supplies sufficient energy to all systems of the ship and for that it is

extremely essential that the correct sizing of the generators is done. The correct sizing of

the generator is the key to a safe, workable and economic electrical system. The size of

the generator depends on the load. The load often varies or undergoes swings as the

generator is connected to various other elements such as motors, heating elements and air

conditioning systems. Therefore, considerable care should be taken for generators are

susceptible to heavy system load swings.

Every ship must have at least two generators which have their individual diesel engines.

But running them through out the voyage is expensive and uneconomical as far as fuel

consumption is concerned. Thus every ship should have at least one generator that is

attached to its propulsion system.It’s always advisable that a ship should have three generators. One that is connected to its

propulsion system and the other two having their own prime movers. That way if one

fails the other two are sufficient to take the load with all the load swings.

Motor and Motor Controls

The second important thing that we will require is motors and their controls. Motors are

used onboard to run various auxiliaries such as fuel and lubrication oil services,

ventilation systems, water circulation etc. All these motors are controlled from a group

motor controller which is located at a convenient position such as a machinery control

room or in the engine room itself. The most economical way is to provide local starters

for each motor supplied from main power panels located in the same or adjacent rooms.

Nowadays most of the ships have a centralized machine control system where all the

motors are connected to a machinery control room with the help of cables which are then

connected to push button startups located on centralized machinery control console. This

is the most efficient and user friendly arrangement which is used by almost all ships .



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The Main Switchboard

One more important thing is the main switch board. All the machineries on ship that

consume electrical power should be connected to a main switch board. The system

should be designed in such a way that under all normal conditions of operation, power

should be distributed from main switch board.

The main switch boards are located in the center of the distribution or in engine control

room. They should be installed in such an area that in time of emergency such as fire or

flooding, they should be easily accessible. Thus they should be installed in spaces away

from the main machinery spaces.

AIR CONDITIONINGThis is the process of modifying the properties of outside fresh air and then supplying it

inside a compartment to improve the interior environment of the compartment and

increase the comfort level. This is accomplished by heating or cooling, dehumidifyingand removal of pollutants and contaminants. In modern ships air conditioning is

invariably provided in accommodation spaces, public areas, navigation bridge and also

spaces containing sensitive instruments such as machinery control room inside the engine

room.

The components of the air-conditioning system are compressors, heaters, fans, radiator,

ducting, filters, dehumidifying unit, nozzles, controls etc...Dehumidification units use

solid or liquid desiccants. The air conditioned air is distributed to various spaces by the

same network of ducts used for ventillation systems



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Hull repair

THE WORK CARRIED OUT BY THE HULL DEPARTMENT :

Survey& Identification

Preparatory jobs

Safety precaution

Cropping

Preparation of new plate

Fit up

InspectionWelding

Dry-Survey

Inspection

NDT

Review of NDT by Class

Various surveying standards for gauging hull repair.

MMD-Mercantile marine department

ABS- American bureau of shipping

IRS- Indian Registration of shipping

Different methods used to identify the work

Visual inspection

UT GaugingOther NDT’s like MPI



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Non-destructive test conducting in repair

Vaccum pressure test

Water pressure testingDP testing

X-RAY testing

UT gauging.

PROCEDURES FOR THE PLATE RENEWAL

1)ASSESSMENT OF DEFECTS AND PLATE CONDITIONS

Visual inspection

If surface heavily dented, pitted – plate to be changed

If the plate thickness measured by UT is less than 10-15 % of original thickness , renewal

is recommended

If internals / stiffeners have wormed out, paneling of internals recommended.

Thickness gauging of plates using Ultra sonic can be measured only to the plates 3 mm

and above.

2) FINALISATION OF WELDING PROCEDURE

3) INSPECTION OF WELD JOINT AND SUGGEST RECTIFICATION

4) PRESENTING THE JOINTS TO SURVEYOR

Different factors in new plate fit up

Follow standards such as

root gap

edge preparation

corners

scallops



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ACCOMMODATION REPAIR (ACR)

Accommodation repair is a part of Ship Repair Operations under Ship Repair division.Accommodation repair mainly involves the repairs/renewals of the following areas.

Wheel House

Cabins

Offices

Hospital

Mess & Gal

Game & Lobby

Stores

Cold roomToilets & Bath rooms

Passages etc.

PURPOSE OF ACCOMMODATION REPAIR

Reduce & maintain

Heat Transfer

Fire Protection

Moisture Condensation

Noise Reduction

The different operations in accommodation repair is given below

INSULATION

A CLASS B CLASS C CLASS

A60 A30 A15 A0 B15 B0

INSULATION MATERIALS



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MFMB (Mineral Fiber Marine Board)

Glass wool

Rock wool

PUF (Poly Urethane Foam)

TYPES OF INSULATION

Insulation without covering.

Insulation with Chicken Mesh.

PANELING

Appearance

Finish

Cleanliness

Sound Proofing

Heat Insulation

Fire Proofing

PANELING MATERIALS

Stainless Steel

Aluminium Sheet

Melamine Faced Pre-laminated Board (Nova pan)

Marine Plywood with Sun micaMelamine Plastic Laminated Board (MPL)

Sandwich type

Paneling involves

Fixing Channels / Cleats

Wooden Frame Work

Fixing the Paneling

Filling the gaps with Beading (Aluminum / Wood)

FLOORINGMACROTECH

Surface Preparation (Fire Guard – 601)

Primer (Fire guard –P)

Underlay (MAS – 98)

Top Coat (MAS – 96)



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Sealer Coat (MAS – SC)

CERAMIC TILES

(Terracrete / Cement)

Tiling

Skirting

Underlay Pointing

PVC TILES

Underlay (Syncolite)

Tiling

Skirting

WOODEN TILES

Underlay (Syncolite)

Sponge

Tiling

Polishing

PIPING

Sea Water System

Fresh Water System

Scupper Lines

Soil Lines

SEA WATER SYSTEM

Deck washing

Toilets

Types of Pipes

GI

CuNi

Al. BrassCopper

FRESH WATER SYSTEM

Mess & Galley

Toilets



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Laundry

Types of Pipes

GI

Copper

SCUPPER AND SOIL LINES

Deck

Toilets

Type of Pipe

MISCELLANEOUS WORKS

Deck Sheathing

Cold Repair

Carpentry Works

Upholstery Works

Awnings

DECK SHEATHING

Stud Welding

Marking, Drilling & Bolting Wooden Planks

Side Chamfering

Fixing Wooden PlugCaulking

COLD REPAIRS

FIBRE REINFORCED PLASTIC (FRP)

Chopped Strand Mat

Isothalic Resin

Acetone

AcceleratorCatalyst

Pigment

Silica Powder

Tarfelt

Tar



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CARPENTARY WORKS

Wooden fenders

Boat chokes

Furniture

AWING

FRP sheet

Aluminium sheet

UPHOLSTERY WORKS

Rexin

Sponge

Canvas

Curtains

During the training period, we wear the part of team involved in the following ship’s

works

Psv series,nirikshak,AHTS,fishing vessel ,ads



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Docking and painting

PAINTING

Paint mainly consists of a pigment dispensed in a liquid referred to as the

vehicle. The vehicle in turn consists of a binder and a solvent.

Conventional paints mainly consists of two major components are given by,

1.Pigment 2.vehicle

1.Pigment – It is a discrete particulate solid used to impart specific protective or

decorative qualities to the coating. Pigments are used to provide rust inhibitingcharacteristics, provide colour, and provide mechanical reinforcement

2.Vehicle –it is the liquid base of the coating consists of a solvent, binder and any

required liquid additives.

Type of paints

In ship building industry, different systems of paints are used in different areas

according to the purpose for which they are intended to get the decided property.

Fresh water tank paint-high build epoxy

Water ballast paint-portable water tank epoxy

Chain locker –modified epoxy

Wheelhouse inside paneling-high builds bituminous epoxy

Above water area-Two coats of modified epoxy and polyurethane paint

Under water area –Two coats of modified epoxy, vinyl modified epoxy (tie coat) and

Three coats of synthetic paint (TBT free antifouling)

Boot top area – Two glass flake epoxy, vinyl modified epoxy (tie coat) and

Three coats of synthetic paint (TBT free antifouling)Oil tanks –Modified epoxy

Visible steels –High build urethane epoxy

Engine casing –heat resistant paint



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SURFACE PREPARATION

The surface should be well prepared in order to increase the performance

of the coating .the surface should be free from grease, oils, residues, finger prints,chemical salts, dust etc. There are different methods are used for surface preparation and

are given by,

1.Blast cleaning using short or grit

2.Acid pickling

3.Water jetting

4.Power tool cleaning

5.Hand tool cleaning

6.Solvent cleaning

1.Blast cleaning-

In blast cleaning short or grit is used which is forced under pressure to the surface to

prepare the surface for painting. Equipments used for blast cleaning are given by,

Abrasive recovery system

Blasting machine (hopper)

Blasting gun

Solenoid control system

2.Acid pickling-It is a type of chemical cleaning, sulphuric acid rinsing, hydrochloric acid rinsing,

water rinsing are done in pickling shop

3.Water jetting-

In this method high-pressure water is used and is jetted to the surface to be

cleaned, mainly used to clean the painted surface before painting the next coat.

4.Power tool cleaning-

In power tool cleaning power assisted mechanical cleaning tools are used to

prepare the steel surface for painting .the most commonly used power tools are given by,

Rotary wire brush

Chipping hammer



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Needle scaler

Grinders and sanders

Flap wheels

5.Hand tool cleaning-

In this method non-powered hand tools are used to prepare the surface for

painting. Tools used in hand tool cleaning are given by,

Wire brushes

Scrapers

Chisels

Chipping hammers

6.Solvent cleaning-

This method is used to remove the visible oils, grease, dust, sand, and other

soluble

contaminants from steel surface.

Marine coating shop

In CSL, inside the marine coating shop, blasting is carried out and then painting

is done. Different type of machineries are used in marine coating shop to throw the girt

on to the surface in order to make SA 2.5 standard surface, equipments to control theatmospheric conditions suitable for painting and an abrasive grit recovery system. Silos

in marine coating shop have 8ton capacity, and the recovery rate of abrasive is 3.5ton to

8 ton per hour. The blasting machine is knows as macro blast machine (hopper)

integrated with pneumatic remote control system. The paint application is by air less

spray method; pneumatic piston pump is used for the same.

Standards of surface preparation

St2 surface is obtained by hand and power tool cleaningSt3 surface is obtained by very through hand and power tool cleaning

Sa1 is obtained by light blast cleaning

Sa2 is obtained by through light blast cleaning

Sa2.5 is obtained by very through light blast cleaning

Sa3 blast cleaning to visually clean steel



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Paint System for Ships:

Bottom Surface upto Boot Top – CR Anti corrosion, CR Anti fouling.Boot Top Region – CR Anti corrosive, CR Finish.

Top Side - CR Anti corrosive, CR Finish.

Superstructure – Epoxy Primer, Alkyd Paint.

Self Polishing Co-primer (SPC)

As per this new system of painting, depending upon the duration of next dry

docking, the thickness of the film is decided and SPC is applied. Whenever a fouling

material try to stick on the hull, a layer of the paint get loose from the hull and hence act

as an anti fouling paint. This system provide a reduced frictional resistance and thus

improve speed and fuel efficiency. Moreover, hull cleaning during dry docking is easy.

Methods of Painting

1. By Brushing or Roller

2. Air Spray & Airless Spray

In Air spray, compressed air mixes with the paint and passes through an

atomizing nozzle. ( There is chances of locking air bubbles in between paint)

But in Airless Spray, compressed air is used to force the paint through an

atomizing nozzle.

Paint failuresPaint failures, which are generally seen on the painted surface are given by,

Sagging

Pealing

Pinholes

Crocodile

Blushing

Spatter seat



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Docking

Docking is the process of entering a ship in to the dry dock , Dry-dock is anarrow basin or vessel that can be flooded to allow a load to be floated in, then drained toallow that load to come to rest on a dry platform. Dry-docks are used for the construction,

maintenance, and repair of ships, boats, and other watercraft, Special internal structure

should be provided for vessels to resist docking loads

TYPES OF DRY DOCKS

1.Continuous wing wall Floating docks

2.Slipway3.Sectional floating dry-docks

4.Marine elevator dry-dock

5.Graving dock

We saw graving dock in CSL . the properties of graving dock is The

classic form of dry-dock, properly known as graving dock, is a narrow basin, usually

made of earthen beams and concrete, closed by gates or by a caisson, into which a vesselmay be floated and the water pumped out, leaving the vessel supported on blocks. The

keel blocks as well as the bilge block are placed on the floor of the dock in accordance

with the "docking plan" of the ship

Docking requirements are listed below :

• Docking Plan

• Block setting & Marking

• Flooding

• Tugs & Boats

• Mooring crew

• Cranes on both sides

•

Capstons• Winches

• Hauling Carriage

• Reference lines, Mouse & Ropes



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Docking Procedure :

Docking process is controlled by Dock Master, Controlling Officer, Supervisors and team

leaders.

1.For docking a ship, leader with mooring crews take position to the FWD & AFT of

the ship before entering to the dock.

2.Pass the heaving line to the boat for taking FWD winch lines or dock lines according

to the direction of the leader.

3. Connect the steel rope on ships bollard.

4. At the same time one ship line will pass through the boats to the jetty for connecting

to hauling carriage.

5. Shackle this headline rope ends to the hauling carriage hook which is fitted to the siderails of the dock.

6. Two tugs from Port & Stbd pushes the ship to keep center position.

7. As soon as the bow enters the dock, put another nylon rope (spring rope) for holding

the speed of the ship, when head line rope pulling proceeds.

8. Immediately after stern enters the dock, capstone ropes will pass to the AFT of the

vessel with both cranes.

9. Use mouse method or bow line method for accurate seating.

Undocking procedure :

For undocking also the above mentioned officers and team are required.

Before flooding, all ropes (Head ,Spring, Breast, Stern) are provided on both stbd & port

sides.

A steel rope from ship bollard is connected with the hauling carriage on both stbd & port

side to control fwd movement (assume Aft near to dock gate).

On the other hand the hauling carriage is connected with FWD winch for its forward

movement.While running hauling carriage, aft of the vessel comes to dock mouth.

While aft comes near dock mouth nylon ropes are passed to tugs for controlling aft

movement.

When the vessel fwd comes out of dock mouth the hauling carriage ropes are detached

and the tugs control further vessel movement.



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DOCKING SURVEY

Items to be surveyed during Dry docking:

Anodes, Paint works, Shell Plating, Stern Frame, Rudder, Propeller (Rope Guard), Sea

Chests, Bilge Keel, Anchor and Chain, Propeller Shaft (Tail Shaft), Worn out areas.

Docking Survey is conducted when the ship is docked in the drydock:

• Underwater hull inspection for any dent, crack or such damage by the Surveyor

• Ultrasonic Thickness gauging and the reports to be submitted to the Surveyor.

Steel renewals, if any to be done as directed by him.

• Anchor Chain ranging and calibration reports to be submitted.

• Inspection of Propeller, cone, nut etc by Surveyor.

• Tail shaft survey to be conducted.

• Physical inspection of Rudder, swing Test and pressure test to be arranged.

• Sea suction and Overboard discharge valve to be presented for survey.

• Inspection of Bottom Plugs for leakages.

Machinery Repairing procedures

1.

Engine room machinery2. Deck machinery

3. Pump machinery

Engine room machinery

• Main engines

• Auxiliary engine

• Boiler

• Turbine

•

Pumps

• Water makers

• Heat exchangers

• Pollution control equipments

• Tail shaft

• Propellers and thrusters



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Overhauling of main/aux engines

• Decarbonising

• Remove cylinder head

• Remove pistons

•

Remove liner

• Cleaning

• Calibration

• Inspection and survey

• Remove bearings

• Clean and calibration

Fit back of fixed pitch propeller

• Manual push up

•

Hydraulic propellers

• Pilgrim nut

•

Fit back of controllable pitch propeller

• Renewal of blade seats

• Refitting of blades

• Refitting of hubs

• Filling oil

Tail shaft• Removal of tail shaft

• Removal of propeller

• Remove FWD and AFT seals

• Remove intermediate shaft and fitted bolts

• Lower internal shaft

• Clean and calibrate tail shaft and stress tube bushes

• Present for survey

• Renew stress tube bushes and shaft seals as required

Non destructive test conducting in repair

• Vacuum pressure test

• Water pressure test

• DP testing

• UT gauging



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Main pumping system used in ship

• Piping

• Sea water system

• Jacket water system

• Lube oil system

• Fuel oil system

• Compressed air system

Valves

• Globe valve

• Gate valve

• Butterfly valve

•

Piston valve

Pumping

• Centrifugal pump

• Reciprocating pump

• Vane pump

• Gear pump

• Screw pump

• Diaphragm pump

Air compressors

•

Reciprocating• Rotary

• screw



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SHIP BUILDING DEPARTMENT

(23/5/2011 to 31/5/2011)



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HULL DEPARTMENT

According to our In plant Orientation Program, we were attached to Hull Department and

reported to DGM Sunny Thomas.

The different shops under the Hull Department are

1. Preparation Shop

2. Sub Assembly

3. Assembly

4. Assembly Shop

I. PREPARATION SHOP

The plates and sections come to preparation shop from Steel Stockyard.

Capacity of steel stockyard is,

1. 10,000 t steel stocking capacity. Now stored around 40,000 t

2. Size: 394*93 m

3. Two 25 t Overhanging Magnetic Gantry Crane

All steels used in CSL right now are imported from Romania, China and Korea. The

clearing agent (CAFCO Freight System Pvt. Ltd.) will make the bill of entry and file in

the customs department. Customs will escort the load to the yard. Plates and sections will

undergo Customs Inspection and appraisal in the stockyard.

Stocking plan in the steel stockyard is made by planning department according to plate

thickness, Grade, Size of Plates.

This shop maintains a register book for the plate and breakdown report. Actually this

account for the steel throughput of the yard.

A. PLATE PREPARATION

The required plates are fed in to the roller conveyor system by the crane for preparation.

The different procedures in the preparation are,

i. Straightening



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ii. Blasting

iii. Painting

iv. Cutting

v. Forming

i. Plate Straightening

Plate straightening is done by Plate Mangling Machine. The particulars of plate mangling

machine are,

Make : Daido Machinery Ltd, Nagoya, Japan.

Number of rollers : Five with additional two rollers for controlling the plates

Size of the plates : Width: 3000 mm (Fixed), thickness 6-30 mm (Fixed)

Operating speed : 6000 mm/min

The gap between the rolls is adjusted according to the thickness of the plate to be

straightened.

Details of this machine is attached at the end of this report.

ii. Plate Blasting and Auto Painting

The straightened plates pass through the plate blasting and painting machines. The

technology used in the blasting machine is Impact Surface Treatment Technology.

The particulars of the machine are,

Make (Blasting Machine) Spenser & Halstead Ltd.

Make (Painting Machine) Kohne

Width 900 to 3500 mm

Length 1300 to 2500 mm

Thickness 3 to 50 mm

Blasting Standard SA 2 .5

The paints used are zinc rich paints. The dry film thickness (DFT) of paints required is 15

to 20 microns. Normally here we maintain 17 to 18 microns. For buffer storage we keep

40 microns. Elcometer measures the DFT.



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Plate handling in this area is done with the help of roller conveyors, chain conveyors and

a crane of capacity 10T. The plates coming after the blasting and painting are dried by the

blower and marked for grade, plate dimension, ship block name, ship number etc. and

sent for buffer storage, cutting or forming according to the requirement.

Different color codes for the graded plates are:

Grade A - Nil

Grade AH32 - Golden Yellow

Grade B - Blue

Grade D - Brown

Grade DH36 - Red

Grade EH36 - Green

Grade ZAH32- Orange

Blasting and Painting Machine details are attached at the end of the report.

iii. Plate Cutting

Four major types of cutting machines used are,

1. Shearing Machine (1 No.)

2.

Parallel Flame Gas Burning Machine (1 No.)3. CNC Gas Cutting Machine (1 No.)

4. CNC Plasma Cutting Machine (2 Nos.)

Besides this, some semi-automatic machines like IK-12, IK-54 etc. and manual cutting

machines are also used.

1. Shearing Machine

Here mainly small sections like small flat bars, lug plates etc. are normally cut. Shearing

machine is to use to cut plates up to 12 mm thickness only. Width of the plates used can

be up to 3050 mm.



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2.Parallel Flame Gas Burning Machine

This machine is mainly used for edge preparation and flat bar cutting. Only parallel or straight

cuts are possible in this machine. Each cutting units contain three cutting heads and one

preheating head. Cooling is provided by circulating water.

The particulars of this machine are,

Skid Length 33 m

Width 8 m

Maximum thickness of plate used Up to 80 mm

No of cutting head (Front Row) 17 Nos.

No of cutting head (Back Row) 4 Nos.

Make KOIKE SANSOKOGYO JAPAN

Gases used LPG and Oxygen

3.CNC Gas Cutting Machine

Here marking and cutting is done automatically by numerical control. Programs made in ESSI

and DIN format is fed in the machine through floppy disc. Marking is done first followed by

cutting.

The particulars of this machine are,

Marking Speed 12000 mm/min

Cutting speed 1000 mm/min

Maximum thickness of plate used 300 mm

Skid length 45600*9550*665 mm

No of cutting heads 4

No of marking heads 2

Length of plate cut daily App 300 m

Gas used for cutting and marking LPG and oxygen

Marking Powder Zinc metal powder

This machine is mainly used for cutting plates with more cutting length and more number of

piercing. But the chances for distortion are more due to its comparatively slow cutting speed. So

cutting of small pieces should be avoided as far as possible.



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4.CNC Plasma Cutting Machines:

Here instead of LPG and Oxygen, plasma arc is used for cutting. Two CNC Plasma Cutting

Machines are there and one of differences between the two CNC Plasma machines is the skid

dimension. In CNC Plasma two, there are two cutting heads. The second head can be used for

edge preparation along with cutting. But the second head may hit the scrap and will stop the

machine. This happens quite often. Once it happen the machine has to be taken to the start point

leading wastage of time.

Particulars of these machines are

Marking 12000 mm/min

Cutting 45000 mm/min

Skid Dimensions (Plasma One) 19000*5200 mm

Skid Dimensions (Plasma Two) 35000*5000 mm

Length of plate cut daily 500 m (apprx.)

Gases used for cutting Oxygen

Shield gas Nitrogen and oxygen

Gases used for marking LPG and oxygen

Marking Powder Zinc metal powder

The fumes produced during cutting is sucked by suction pump. Dust in the fume is separated and

removed periodically.

The conveyors used for plate movement is slat conveyors. The cutting wastes are collected in a

box and removed periodically. A crane of capacity 5T handles the cut jobs.

The main consumables required for the plasma cutting machines are,

1. Electrode (three Nos. daily)

2. Nozzle (one nozzle per two electrode)

3. Swirl ring

4. Water tube

5.

Cutting head cap

6.

Marking nozzle etc.



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Comparison between CNC Gas and CNC Plasma Cutting Machine:

• CNC Gas cutting Machine can cut both port and starboard plates together.

• CNC Plasma Cutting Machine is faster than CNC Gas cutting Machine.

• Chances for distortion is more in CNC Gas cutting Machine due to its slow speed.

• In CNC Gas cutting Machine, edge preparation (without nose) can be done along

with the cutting.

• A cutting with more number of piercing is economical in CNC Gas cutting

Machine compared to CNC Plasma Cutting Machine.

• Maximum thickness of plate that can be cut in CNC Gas cutting Machine is

300mm while in CNC Plasma Cutting Machine it is 38mm.

•

No conveyors are used in CNC Gas Cutting Machine for plate handling.

iv. Plate Forming

Three presses and two squeezers are used for forming of plates into different shapes.

Anyway, experience and skill are the final words for quality bending and rolling. The

selection of job in different machines depend upon,

• Thickness of the plate

•

Width of the plate

• Length of the plate

• Radius of curvature

a. 100 T Press

Mainly this machine is used to make the flanges for plates, stiffeners, brackets etc.

b. 300 T Press

Here short plates with small thickness are rolled according to the wooden templates given

by mould loft department. Cranes are used for plate handling.



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Make: FUJI CAR MANUFACTURING, JAPAN

Capacity: 300 t

Stroke: 500 mm

Daylight: 1500 mm

Bed Effective dimensions: 4000*2500mm

Ram head diameter: 700 mm

Ram traveling distance: ±1250 mm

Ram head rotation angle: 3600

Motors

For Hydraulic pumps: 4P 22kW/Set, 6P 3.7 kW/Set

For traveling: 4P, 1.5 KW, 2 sets, 4P, 6.2 KW, 2sets

Power source: AC 3 Φ, 415V, 50 Hz

Suspension crane specification

Working load: 5 tons

c. 1200 T Press

Here comparatively long plates with larger thickness are rolled according to the

templates. Conveyors speed up the horizontal movement of plates in this machine.


Make: FUJI CAR MANUFACTURING, JAPAN

Capacity: 1200 t

Stroke: 600 mm

Daylight: 2200 mm

Bed Effective dimensions: 5000*4500mm

Ram head diameter: 1600 mm

Ram traveling distance: ±1500 mm

Ram head rotation angle: 3600



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Motors

For Hydraulic pumps: 6P 90kW/Set, 6P 5.5 kW/Set

For raw head rotations: 6P 1.5kW/Set

Roller Table Specifications

Load on the roller: 10 T

Effective dimensions of

Table (W*L): 2500*10,000 mm

Roller Pitch: 1000 mm

Ascending Stroke: 350 mm

Power Source: AC 3Φ 415V, 50 Hz

d. Squeezers (30 T and 50 T)

Squeezers are used to roll small plates (max. width 200mm), flat bars, flanges of T-

sections etc.

Besides this, spot heating, line heating etc. are also used for plate forming according to

the requirements.

B.

SECTION PREPARATION

i. Section Blasting and Priming

Sections are loaded in a group of 4 or 5 on roller conveyors using a crane of capacity 5 T.

Blasting wheels in the section blasting machine are arranged in such a manner that it can

clean all the surfaces of any type of section properly.



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Main Particulars and capacity of the section-blasting machine are,

Make INDABRATOR LTD., INDIA

Blasting Standard SA 2.5

Blasting speed 4000 mm/min

Shot Blast Rate 4 m/min

Capacity

Equal Angle 200mm*200mm*3 Nos. (max)

Unequal Angle 400 mm*100mm* 3 Nos. (max)

Channel 400mm*100mm*2 Nos. (max)

Wide Flat 450 mm*40 mm*2 Nos. (max)

Maximum Height 200mm

Maximum width 1 m

Blasted sections are shifted to a skid, using crane and priming is done manually on the

skid. Small deflections of sections can be corrected after priming in the Beam Bender

Machine.

After priming, sections are shifted to marking skids. All the marking is done manually

according to the instructions from design department.

ii. Section Cutting

Section cutting is done mainly with manual cutting torches. Semi-automatic cutting

machines like IK-12 (for straight cuts), IK-82 (for cutting of drain holes, air holes,

scallops etc.) etc. are also used.

iii. Section Forming

a. Beam Bender

Section straightening is done on Beam Bender. Particulars of the machine are as follows.

Pressing Capacity : Horizontal-70 tons

Vertical: 35 tons

Hydraulic pressure : 140 kg/cm2



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Stroke : Horizontal-200-400 mm

Vertical-300 mm

Operation Speed : Horizontal

Forward: 1550 mm/min

Backward: 1850mm/min

Pressing: 180-160 mm/min

Vertical

Descending: 3200 mm/min

Ascending: 3800 mm/min

Pressing 350 mm/min

Make : SUETSUGU TEKKOSHO CO LTD JAPAN

b. Frame Bender

Frame bender is used to bend sections in different curved lines. The curved lines are

marked on the sections and the actual job of the operator is to make the line straight.


Bending cylinder : one number

Bending capacity : Push- 500 t

Pull- 380 t

Pressure : Max 235 kg/cm2

Stroke : 550 mm

Center clamping cylinder: one set

Cylinder capacity- Max 60t

Pressure- Max 210 kg/cm2

Stroke-200 mm

Side clamping cylinder: two sets

Cylinder capacity- Max 30t

Pressure- Max 210 kg/cm2

Stroke-170 mm

Make : SUETSUGU TEKKOSHO CO LTD JAPAN



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II. SUB-ASSEMBLY

The marked plates and sections for the sub-assembly will come from the preparation shop and

they are welded together to form parts of units or blocks. Sub-assemblies weigh maximum 10 t is

made in the Sub-Assembly shop. Sub-assemblies used of curved panels or sections are not done

in this shop.

Types of welding used in this shop are,

1. Manual metal arc welding

Usually all down hand welding (except continuous down hand welding) and tacking is

done with manual metal arc welding. The different diameters of electrode used are 3.15,

4, 5 mm flux coated electrode.

Eg: Low hydrogen coated rode (7018), MS rode (6013)

2. CO2 Welding

This type of welding is used mainly for vertical and continuous down hand welding.

Ceramic backing avoids the back gauging of the weld and saves a lot of time. CO 2 gas

acts as shield gas, steel wire of diameter 1.2 mm is used and root gap is made as 6-8 mm.

3. Submerged Arc Welding

Submerged Arc Welding is usually used to join panels with a semi-automatic machine.

For this type of welding root gap between the joints is made to zero. Welding rode used

is steel coated with copper. Wire and flux are changed to different types of steel. Speed is

adjusted according to the thickness.

Defects in welding and the remedy for that are,

Spatter Chipping

Cracks Gouging and re-welding

Undercut Single layer welded over

Porosity Gouging and re-welding

Slag inclusion Gouging and re-welding

Lack of fusion Gouging and welding

These sub-assemblies will move to assembly or assembly shop for unit or block construction.



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III. ASSEMBLY

Assembly works are done in HA, HB and HC bay. ADS bay is used right now for

fabrication of hatch covers for bulk carriers. Here units less than 50t weights are made

and send to the assembly shop or for painting. Before shifting, dry survey by the

Department itself, by Inspection & Quality Control Department, Classification Society

and Owners Surveyors should be done successfully.

Due to the implementation of IHOP, hull department has to also take care of outfitting

work like Heating Anode, Manhole Covers, Ladders, Pockets for lashing eyes, Hand grip,

Steps etc.

Besides the previous mentioned welding types, assembly shop use One Side Welding for

joining of large panels. The technology is same as in the submerged arc welding, but it

can weld both sides of the plates in single run. Two welding heads (Leading and Trailing

heads) are used for this purpose. The other important points about the one side welding

are,

• Only 12 to 30 mm plates can be welded

• Leading wire diameter is 4.8mm and it carries 34 V, 1250 Amp

•

Trailing wire diameter is 6.4mm and it carries 45 V, 1000 Amp

• Root flux is NSR1R

• Above flux is NSH50

• For AH and DH flux made by Nippon steel

• For EH the fluxes are PFI 50R, PFI 50, PFI 45

• There are four flux copper backing (FCB)

• Five plates can be welded together

•

Skid capacity is 13 m by 12.5 m

• There are four welding machine

• Two operate at a time

• Problem with one side welding is crack formation

• Temparature of welding is 3600

0 C to 5000

0 C



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ONE SIDE WELDING

This is an advanced method of welding used in CSL and is utilized in welding seams on long

panels. There are three tables for this machine namely Tack weld, Run on and Run out tables.

Welding seams are supported by copper backing strips ( Flat & curved). Flux is spread over this

Backing strips and these strips are pressed against the weld seam with the help of compressed air

filled asbestos hose underneath. Plates are clamped down by magnetic clamps. Welding is

performed under a pool of flux. Two coil formed electrodes namely Leading Electrode (1200A –

1300A) and Trailing Electrode (850A – 950A) are fed continuously to the weld point. Flux is

supplied through a funnel. Copper backing strips can be moved transversely to various positions

along different weld seams. Plates are rolled on to the table and out by roller conveyors. Back run

welding is automatically formed on the other side, when main seam welding is carried out.

CO2 WELDING

This is a type of gas shielded consumable nozzle electro slag welding and is also known as Metal

Active Gas welding. Oxidation of weld metal is prevented by CO2 gas. 1.2 to 3mm bare metal

electrode ( K-71-T) is fed in spool form through the welding nozzle. Also CO2 gas is supplied

through the same way to prevent oxidation. Ceramic backing is used to avoid back gouging and

welding back run. Welding efficiency of CO2 welding is 5 times (1:5) that of manual welding.

Current 240 to 280A. Voltage 28 to 36V. Gas consumption 15 to 20 ltrs per minute.

Advantages of CO2 Welding.

• Can be done both manually and automatically

• By using ceramic backing strips, welding of both sides can be done from one side

• Wastage of electrode and time can be saved as it is in spool form and is fed continuously

• Welding speed is more as deposit efficiency is high

• Good quality welding as there is no chance of slag inclusion

• Back gouging can be avoided, hence time is saved

• Thick plates can be welded in a single run

• Welding efficiency is 5 times (1:5) that of manual welding

• No need of chipping and wire brushing of weld beads, electrode changing



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IV. ASSEMBLY SHOP

Assembly shop is called as HF Bay. Units weighing less than 50t crane capacity are made

in the assembly and transported to the assembly shop with the help of low loaders. In

assembly shop blocks weighing more than 50 t are made.

Grand assembly is also done in assembly shop by joining different blocks of weight up to

150t. The input materials or structures to the assembly shop can be from assembly or sub-

assembly or even directly from preparation shop.

The particulars of the assembly shop are

• Telescopic type movable roof (three inner and three outer)

• Two twenty-ton swl electrical overhead crane.

• Width of the bay is 30 m

• Length of the bay with roof is 118 m

• Extra bay length without roof is 20 m

• One Jessop crane having capacity of 50 t at 35 m radius and 35 t at 45m radius

•

Gantry (Chitram) crane having a capacity of 150 t

The work progress is regulated by skid plans given by planning department. A skid plan

for example is attached at the end.

The completed blocks undergo dry survey and will be shifted to painting shop for

blasting and painting before erection.



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HULL ERECTION

Make necessary arrangements to ensure a smooth and safe erection of units. Following

should be taken care of:

a) Unit available with the appropriate lifting hooks

b) Unit clear of any loose objects like ladders, paint containers

c) Rigging ropes and shackles have adequate load bearing capacity.

d) Clearing of any obstacles in way of unit erection – strong backs, pad eyes, wires

and hoses

e) In case of units erected on dock blocks, ensure that the blocks have been laid as per docking plan.

f) Side shell units with a greater degree of flare necessitates the usage of shore supports

for alignment as well as load support.

g) Before erection of deck units ensure that the ones below it have been welded or at

least faired

h) Staging arrangements to be made

i) Man hole access to be cut to facilitate safe working inside the unit.

Unit alignment

a) In case of units erected on dock blocks:

i) raise the wooden wedges by at least 5mm prior to seating of the unit

ii) the unit is aligned with center line of the adjacent unit.

iii) unit is aligned to an uniform water level

iii) the free end of the unit is checked against center line, half breadth, butt lines

and height.

iv) with an average reading, the butt cutting of the unit is carried out – frame

spacing, gap, butt line

b) In case of side shell units the same procedure is carried out but correcting the

seam height first and then the butt line.



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c) In deck units, the longitudinal and transverse continuity is checked with the

adjacent unit. Frame spacing and center line coincidence along with vertical

continuity is ensured. Strapping is carried out on one portion of the deck and then

the height corrected.

Major factors delaying erection of units :

a) Dimensional errors

b) Position of lifting hooks – affecting erection of deck units

c) End connection of deck units in the transverse direction is angled such that

erection of starboard units to be carried out first.

d) Erection progress not in lieu with block erection plan as given by planning

department. This has resulted in excessive dry survey works.

e) Revision works not carried out in certain units

f) Lack of manhole access near erection butts



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WELDING - Methods Used In CSL

In CSL, many modern methods of welding is practiced for ship building. Some of the

major methods are:

•

One Side Welding

• Submerged Arc Welding

• Spot Welding

• Consumable nozzle Electro slag Welding

• MIG (Metal Inert Gas Welding – CO2) Welding

• TIG (Tungston Inert Gas) Welding

• Argon Arc Welding

•

Vertical Electro Gas Welding

Welding Defects

Mainly there are two types of Welding Defects:

• Profile Defects

• Insufficient Throat

• Insufficient leg length

•

Excessive Convexity

• Undercut

• Overlap

• Structural Defects

• Porosity

• Crack

• Non-metallic Inclusion

•

Lack of Fusion

• Lack of Penetration

• Distortion



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Porosity:

Gas pockets in welds are treated as porosity. Inclusion of atmospheric oxygen, nitrogen

or hydrogen due to improper shielding of molten metal and their entrapment or escape

during cooling causes this defect.

Cracks:

This is the most harmful defect and is classified as hot crack and cold crack. This can be

eliminated by using low hydrogen electrode for root runs and pre-heating the prepared

edges.

Non-metallic inclusion:

Inclusion of non-metallic body (foreign body or flux) inside the welding creates a weaker

weld section. Some reasons for this are, use of higher size electrodes and flow of slag

ahead of arc.

Lack of fusion:

Non-fusion of weld metal/base metal during welding process is termed as “lack of

fusion”. Reasons are, a. use of higher size electrode, b. higher travel speed of electrode, c.

insufficient current, and d. improper joint design.

Lack of penetration:

Another defect caused by low current and higher travel speed.

Distortion:

Distortion or change in shape or dimension during welding process. This is caused by

improper fixtures, weld sequence etc.

Testing methods of Welding:

There are three type of Testing methods:

• Visual Inspection

• Inspection for Crack

• Omitted Welds

• Fillet (Leg length)

• Weld bead inspection

• Weld reinforcement



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• Distortion

• Non destructive Testing

• Radiography Test

• Ultrasonic Thickness Gauging

• Magnetic Particles Test for Cracks

• Dye Penetrant Test (DPT)

• Destructive Testing

• Mechanical test such as tensile, bend, fracture test etc.

• Metallographic Test like Macro Test, Micro test etc.

• Chemical Analysis – To find out the ingredients of weld

Welding Symbols

• Square Butt.

• Single ‘V’ Butt

• Singe Bevel Butt

• Single ‘U’ Butt

• Single ‘J’ Butt

• Back Run

• Fillet

Types of Welding Electrodes

• Flux Coated.

• Ordinary

• Special ( IS 6013, 6018 for Gr A, IS 7018 for EH Gr. – spl electrodes for SS, CI,

Bronze etc.)

• Spool Type bare electrodes. (CO2 welding, One side welding, and TIG welding)

• Welding Electrodes

• Electrodes used for CO2 Welding – K71T1

• Electrodes used for Welding ADS plates – E81T1 – G (Starting block of ADS –

5CKP)



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WELDING PRECAUTIONS

We were again given a class about the precautions to be taken during welding process.

Some of the major steps regarding the same are:-

• As far as possible, welding should be symmetrical to avoid distortion.

• In thick materials, it is desirable to balance the welding on each side of joint and

not to complete one side before commencing the other in order to reduce angular

distortion.

• Efforts should be made to avoid welding in areas where shrinkage tends to take

place where this is unavoidable; the use of block sequence is advisable.

• Sequence should be such as to permit each part freedom of movement in one or

more directions for as long a period as possible and to ensure that the joints which

undergo the greatest contraction should be welded first. This is achieved by

commencing welding at a central area at the center of each joint.

• Welding should progress simultaneously on both sides of the ship so as to be

reasonably well balanced.

•

No weld should be continued across an unwelded joint in an adjacent member.• Welding should be stopped 300mm from unit butt, where a seam stiffener meets

an unwelded unit butt.

• Seam are to be left unsecured on either side of the joint for at least 300mm, where

it is impractical to weld a butt before the plates on either side of the joints are

fixed in place.

• Butt welds connecting continuous longitudinal and transverse framing should be

welded before attachment to the plating

• Where framing stiffeners or floors are connected to a plate by fillet welds,

considerable shrinkage may occur.

• Welding should come before riveting, to ensure that welds are not made under

constrains and rivets are not disturbed after being hammered.

• The butt weld should neither finish nor start at the interaction.



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HULL QUALITY CONTROL

HULL QC

INSPECTION OF PLATES

RANDOM INSPEACTION OF

MARKING

INSPECTION OF CUTTING

INSPECTION OF SUB-ASSEMBLY 100%

INSPECTION OF SUB-ASSEMBLY BY

GRAND ASSEMLBY

FIT UP

VACUUM TEST

DRY SURVEY

WELDING

ALIGNMENT

INSPECTION OF GA BY

OWNER/CLASS

HORZ & VERT

CENTER LINE

HALF BREATH

DECK HEIGHT

TRIM EXTRA

DOCK FLOOR MARKING

FOR BLOCK ERECTION

INSPECTION OF

WELDING

DRY SURVEY BYOWNER/CLASS

NDT

VACUUM TEST ONERECTION JOINT

GET CLEARNCE FROMOWNER/CLASS

ERECTION

KEEL SIGHTING IN THEPRESENCE OF

MEASUREMENT OFPRINCIPAL DIMENSON



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OUTFIT DEPARTMENT:

The outfit department takes over the ship from the hull erectiondepartment. The hull erection department assembles the blocks and the basic

structure is laid. Now the ship needs to be stuffed with all the equipments,

machinery and comfort. This is done in the outfit department. There is

outfitting of machineries, piping, electrical outfitting and accommodationoutfitting.

The outfitting department is now concerned with the production of

Platform Supply Vessel (PSV), which has an increase in demand over the past few years. The platform supply vessel has got to carry a lot of cargo.

Therefore it is equipped with numerous tanks and machinery for itstransferring and discharging. A whole lot of piping is required to satisfy this

need efficiently. Therefore every work of the outfitting department goeshand in hand with the other departments of the ship building department.

1.

Deck Hull Outfit

2.

Engine Room Outfit

3. Accommodation Outfit

4. Painting

5. Pipe Shop

6. Sheet Metal Shop



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PIPE SHOP:

Fabrication of Pipes:

The main work under pipe shop is the fabrication of pipe for the various systems contains

in the ship. The minimum requirements for the fabrication are

• Pallet No.

• Piece Mark

• Size (NB & Length) & type of pipe

• Bending requirements

• Fittings

•

Paint Code• Pressure Angle

For eg: T4ZMCRS- BY 70 T4ZMCRS MBC404-1

Paint code: G6IB, G2MB, Z4ZB, Z2SB, P2SV, G4YB, G3QB and P6GV.

Systems in Ship:

• Propulsion system

• LO system

• CW system

• FW system

• IG systems-only for tankers

• FO system

• Generator system

• Hydraulic systems

• Compressed air system

• Fire Fighting system

• Cargo handling system

•

Communication system

• Bilge & Ballast system

• Air conditioning system



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Machinery Items in Pipe Shop:

•

Pipe Coaster upto 350NB

• CNC Pipe Coaster 80NB to 1200 OD pipe

• 2” Pipe Bending Machine 10NB – 50NB (2D & 3D)

• 6” Pipe Bending Machine 65NB – 150NB (2D & 3D)

• 2” Yogi Pipe Bending Machine 10NB – 50NB

• Wallace Coast Bending Machine 50Nb – 150NB (2D & 3D)

• Portable Pipe Bender 15NB – 25NB

• Threading Machine Rems Uni upto 2”

• Threading Machine Rems 773 upto 4”

•

Winch 5T

• High Speed Cutting Machine – upto 80NB

• High Speed Cutting Machine (Roller Type) – upto 175NB

• Sand Filling Machine

• Manual Metal arc Welding (AC & DC)

• CO2 Welding 15V – 50V (Megatronic)

• Tig Welding Machine (AC & DC)

• Radial Drilling Machine – RM62

• Centre Lathe HMT – H26

•

Pedestal Grinder – Heavy Duty• Tool Grinder – Light Duty

• Hyd. Pressure Testing Equipment – 250Kg/cm2

• Plasma Cutting Machine for plates upto 2” thick

• Power Hack Saw – upto 250NB

• EOT Crane – 5T & 2T

• Post Crane – 1T

Material Movement Chart:

Cutting

Bending

Spot Welding-

Welding.

Grinding,

blasting are done in aid of fabrication.



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Plasma Cutting:

This is only used for FS & CUNI, as these do not produce oxide for cutting while using

acetylene gas. Acetylene cutting process is used on MS. Pipes that contains carbon

content make use of Acetylene gas for cutting purpose.

Pipes & Fittings:

Pipes that commonly used are

• Copper

• CUNI

• M.S

• Stainless Steel

•

PST

Mainly pipes are differentiated as Seamless and ERW, ERW pipes cannot be used for

pressure lines.

Fittings:

• Elbow (90deg & 45deg)

• Reducer (concentric & eccentric)

• Sleeve (Copper socket)

• Flange (Raised face & Flat face)

• Tee (Equal & Unequal)

• Bend

Information required for pipe fabrication:

1. Pallet No2. Piece Mark

3. Size(NB & Len) & type of pipe

4. Bending Reqts

5. Fittings

6. Paint Code

7. Pressure range.



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PRESSURE & COLOUR CODE FOR SERVICE PIPELINES

Pressure RatingsThe pressure rating for the service pipelines are as follows:

• Acetylene - 0.65Kg/cm2

• Fresh Water - 2.00Kg/cm2

• Industrial Water - 3.00Kg/cm2

• Sea Water - 3-4Kg/cm2

• Oxygen - 4.00Kg/cm2

•

Compressed Air - 7.00Kg/cm2

• Water Jet Cleaning - 65Kg/cm2

Colour Codes

All the service pipelines in CSL is marked with coded colours for easy

identification

•

Oxygen• Acetylene

• Compressed Air

• Fresh Water

GRP PIPES

GRP Pipes are used as Ballast Pipes in 30K Bulk Carriers.

Advantages of GRP Pipes:

•

Corrosion Resistant – No need of coating & Painting

• High Strength-Compression Ratio (Better than steel & CI)

• Light Weight – (Ease in Handling & Erection)

• Smooth Surface – (Good Hyd. Properties, Low Pumping Cost)

• Longer Lengths – (Faster Installation, Less Joints)

• Excellent Joints)



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VARIOUS SYSTEMS:

MAS - TANK SOUNDING SYSTEM

MBH - BULK HANDLING SYSTEM

MFC - FUEL OIL SYSTEM

MFWC - FRESH WATER CARGO SYSTEM

MBC - BRINE SYSTEM

MBOC - BASE OIL SYSTEM

MMS - LIQUID MUD CARGO SYSTEM

MLHS - LOW PRESSURE HYD. SYSTEM

MHS - HYDROPHORE SYSTEM

MSS - SANITARY SUPPLY SYSTEM

MSD - SEWAGE SYSTEM

MWF - WINDOW FLUSHING SYSTEM

MSD - SANITARY DISCHARGE SYSTEM

MFO - FUEL OIL SYSTEM

MRC - REMOTE OPERATING QUICK CLOSING VALVES SYSTEM

MLO - LUB OIL SYSTEM

MSW - SEA WATER COOLING SYSTEM

MFW - FRESH WATER COOLING SYSTEM

MCA - COMPRESSED AIR SYSTEMMMS - INSTRUMENT AIR SUPPLY SYSTEM

MEX - EXHAUST PIPE SYSTEM

MBD - BALLAST AND DRILL WATER SYSTEM

MBF - BILGE AND FIRE LINE SYSTEM

MDP - DRAIN PIPE SYSTEM

MEF - FIRE FIGHTING SYSTEM EXTERNAL

MVT - VENT PIPE SYSSTEM



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HULL OUTFITTING

Rudder and rudder horn

1. RudderArrangement

The rudder is the most common, and one of the oldest, devices used to steer the ship.

Rudder is considered in the structural part of the Rules due to its construction.

The steering machinery is dealt with in the Machinery Rules

Types of rudders

On recent cargo ships the most frequent arrangements are the last three in the figure.

Double plate rudders may be balanced or unbalanced depending on the size of the vessel.

You will find varioustypes of rudders fitted in association with stern frames.

The shape of the rudder plays an important part in its efficiency. The rudder area is

approximately 2% of the product of length and designed draught.



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OPULSION AND STEERING TOGETHER

HATCH OPENINGS

2.1 GENERAL

The size of hatch openings can vary according to the different ship types. Hatchways in

container ships can cover almost the full breadth of the ship, while in general cargo shipsthey are narrower.Special arrangements must be made to compensate for the structural

discontinuity caused by the openings.Insert plates of increased thickness are generally

required at the hatch corners; strengthened arrangements of hatch coamings and adjacent

structure with rounded hatch corners are normally fitted.INGSuirements

Adequate continuity of strength of longitudinal hatch coamings is to be ensured by

underdeck girders.According to the Load Line Convention, hatch coamings on weather

decks will generally not be less than 600 mm in height in position 1 and 450 mm in

height at position 2.

Thickness of hatch coamings is not to be less than 11 mm. Coamings higher than 600 mm

are to be stiffened in their upper part by a horizontal stiffener, horizontal bulb flat or

equivalent, and not be less than 180 mm in depth.

Additional support is to be given by brackets or stays from the bulb flat to the deck at

intervals of not more than 1.5m in general for ships carrying cargo on deck. Side

coamings are to extend to at least the lower edge of the deck beams.

Possible problems in hatch coamings

Hatch coamings are an important part of the structural strength of the ship and on that

basis must be checked very carefully. The main areas and problems to look for are as

follows:

• Cracking in the coaming, coaming top, stays or deck at hatch corners.

• General wastage of coaming and brackets or stays, and local wastage in inaccessible

areas.

• Local wastage in way of cover-locking arrangements in the coaming top.

• Condition of gutter and drainage arrangements, ensure drains are not blocked and the

proper function of non-return valves, if fitted.

• Grab or cargo damage to coamings and coaming tops, including gasket compression

bars.The hatch covers are the devices needed to maintain weather tightness (or water

tightness) of the hatch. Hatch covers on exposed decks are to be weather tight. Hatch

covers in closed superstructures need not be weathertight.However, hatch covers fitted in

way of ballast tanks, fuel oil tanks or other tanks are to be watertight.

Weather tight, steel, mechanically operated hatch covers are the most frequent

arrangement found on board ships nowadays.



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DOORS

OPENINGS IN WATERTIGHT BULKHEADS

Openings can be arranged in watertight bulkheads under certain conditions and

requirements.

Different requirements are provided for different types of openings, and taking into

account the

operational mode of the opening, in particular:

• Opening used while at sea

• Opening normally closed at sea

• Opening permanently kept closed at sea

TYPES OF CARGO DOORS

Cargo doors are fitted in certain trades to provide access to between deck spaces, lift

trucks from the quay into the tween deck. Openings are cut into the shell plating and

arrangements must be made to maintain the strength, particularly in a longitudinal

dimension. The corners of all openings should be well rounded to avoid stress

concentration.

Typical are:

•

cargo ports - to facilitate the loading of stores, etc. - manually or hydraulically

operated, secured by closely

• spaced dogs or bolts

• slide doors, simple and fast to operate, hydraulically self closing, since the door is

forced against the perimeter of the opening due to the eccentric path of its guide

rollers



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BULWARKS, GUARD RAILS

Bulkwarks and guard rails are fitted for the safety of the passengers and crew, and playno part in the structural strength of the vessel. They are usually 1 metre in height. Plated

bulwarks must be stiffened by a strong rail section and supported by stays from the

deck.Fitting of stays should be at every alternate frame. The stays should be fitted above

deck beams, beam knees or carlings. Flat bars will mostly be provided at the lower part

which will be effectively connected to the deck plating by welding. The thickness of the

bulwark plating forward, particularly where exposed to the wash of the sea, should be

increased and be equal to the thickness of the forecastle side plating. Where bulkwarks

form wells, ample provision should be made for freeing the decks of water as rapidly as

possible,so freeing ports must be provided. The area for freeing the decks on each side of

the vessel depends on the length of the well and should be properly calculated.

The lower port of the freeing point will be as near as possible to the deck and the

openings should be protected by rails spaced no more than 230 mm apart. If hinged doors

or shutters are fitted to freeing ports, they must have ample clearance to prevent jamming

and the pins or bearings must be made of corrosion resistant material.

If the construction of bulwarks were made integral with the sheerstrake, then the light

plating of the bulkwarks would be subjected to considerable stress with the possibility of

subsequent fracture.That would create a notch at the sheerstrake and might give rise to aserious structural fracture.Particularly for ships where the strength deck is made of higher

tensile steel, smooth transitions should be provided at the end connection of the flat bar

faces to deck. An adequate number of expansion joints is to be provided in the bulkwark.

Sufficient flexibility of the stays adjacent to the expansion joints should also be provided.

The design of bulkwarks’ connection to deckhouse supports should be such as to avoid

cracks. Openings in the bulwarks must be sufficiently distant from the end bulkheads of

superstructures.Openings in bulwarks are to be arranged so that the protection of the crew

is to be at least equivalent to that provided by the horizontal courses.

For this purpose, vertical rails or bars spaced approximately 230 mm apart may be

accepted in lieu of rails or bars arranged horizontally.Where guard rails are fitted, they will consist of courses of rails supported by stanchions

efficiently connected to the deck. The opening between the lowest course of rails and the

deck should not exceed 230 mm in height. Above that, course openings should not

exceed 380 mm in height. Where the vessel has a rounded gunwale, the stanchions must

be secured at the perimeter of the flat of the deck.



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VENTILATORS

5.1 PURPOSE

Ventilators are necessary to give adequate air circulation to under deck spaces,

accommodation and tanks.

REQUIREMENTS

The coamings must have a minimum height above the surface of weather decks of 900

mm in position 1 and 760mm in position 2, see the Load Line Convention for details.

Where coamings exceed 900 mm in height they must be specially stayed.

All ventilator coamings are to be supplied with strong covers unless the height of the

coaming exceeds 4.5

Special care has to be taken with the design and positioning of ventilator openings and

coamings, particularly in regions of high stress concentration. Mushroom, gooseneck and

other similar minor ventilators will be strongly constructed and efficiently secured to the

deck.

Goose or swan neck type ventilators are mainly used for the air pipes to tanks. The

height of the opening must be not less than 760 mm on the freeboard deck and 450 mm

on the superstructure deck. Air pipes must be fitted at the opposite end of the tank to that

at which the filling pipe is placed and/or at the highest point of the tank.Sounding pipes

should be as straight as possible and should have a bore of not less than 32mm. Striking

plates of adequate thickness and size must be fitted under open- ended sounding pipes.

Air pipes, ventilators and their closing devices in the fore part of the ship (exposed decks

forward are to be designed considering the forces due to water on deck (green sea forces).

According to these forces the welding or flange connections, the toes of supporting

brackets and the penetration pieces are to be checked for stresses.

.

TO BE CHECKED

For ventilators on the main deck and accommodation, which require weathertight

closures, including wall ventilators in accommodation, the conditions of the following

items are checked during surveys:

• coamings (for possible damage or wastage, especially in areas of difficult access,

particularly the areas

• close to bulwarks)

• lid, sealing gasket and retaining channel

• hinges and dogs or clips



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MOORING AND TOWING EQUIPMENT

PARTS OF THE MOORING / TOWING EQUIPMENT

1. Anchor windlass

An anchor windlass is, generally located on the forecastle, designed to raise or lower an

anchor; it consists of a horizontal barrel that is fitted with gearlike projections that engage

the links of the anchor chain, and is turned by steam or electrical power. Also known as

windlass.

2. BollardA bollard is a post used for mooring the ship, around which rope lines are secured.

3.CHAFING GEAR

Covering (usually rope or canvas) of a line or spar to protect it from friction

4. Chain locker

A compartment for stowing an anchor chain.

5. Chain stopper

A short chain with a hook attached to a ship's forecastle, used to secure the anchor chain

when the anchor is raised or lowered, thus relieving the windlass from strain, or to

quickly release the anchor.

6. Chain stopper

A cleat is device attaching a rope. The traditional design is attached to a flat surface and

features two “horns” extending parallel to the deck.

7. Eyebolts

A bolt having a looped head designed to receive a hook or rope.

8. Fairlead

A pulley-block used to guide a rope forming part of a ship's rigging to avoid chafing

Fairlead

9. Hawse pipe



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A pipe, made of heavy cast iron or steel, through which the anchor chain runs; placed in

the ship's bow on each side of the stem, or in some cases also at the stern when a stern

anchor is used.

10. Towing bitt

Vertical post on a ship to which towing or mooring lines are secured (like a bollard for

mooring).

12. LOADS

The following terms referred to loads are used in the Rules and defined here.

13. Design load

The design load for a fitting, or for the supporting structure, is the load to be considered

for assessing the strength of each element, and the connection of the fittings with the

supporting structure.

14. Safe working load

The maximum load that can be safely applied to a fitting.

RULE REQUIREMENTS

1 Equipment number

The choice of the anchors, chain ropes, ropes for towing and mooring, are based on theEquipment Number EN, which depends on the displacement, ship breadth, ship’s

freeboard, height of superstructures and exposed lateral area of the ship over the load

line, according to certain rules.

The parameters take into account the force applied by the wind to the ship’s surface.

According to the EN, the following parameters are defined in the Rules:

• Anchor Mass

• Stud link chain cables Diameter Length

• Towline Minimum length

• Breaking load

•

Mooring line Number of lines• Minimum length

Breaking load

For ro-ro vessels and passenger ships additional mooring lines are required (based on EN

and profile area).

Shell plating

The shell plating in way of the hawse pipes is to be reinforced.



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Power driven or hand operated windlass

The windlass, which is generally single, is to be power driven and suitable for the size of

chain cable and the mass of the anchors. Only for ships under 200 t gross tonnage, a

hand-operated windlass may be fitted instead of a power driven one.

Green sea load

For ships of length 80 m or more, where the height of the exposed deck in way of the

item is less than 0,1L or 22 m above the summer load waterline, whichever is the lesser,

the securing devices of windlasses located within the forward quarter length of the ship

are to resist green sea forces.

Emergency towing

An emergency towing arrangement is to be fitted at both ends on board of ships of

20000 t deadweight and above

with one of the following service notations:

• combination carrier ESP,

•

oil tanker ESP,• FLS tanker,

• chemical tanker ESP,

• liquefied gas carrier.

Design load

• the design load applied to shipboard fittings and supporting hull structures is to be 1.25

times the breaking strength of the mooring line according the ship’s correspondding EN



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PLANNING

• Deck Outfitting - D H O

• Machinery Outfitting - E R O (Engine Room Outfitting)

• Accommodation Outfitting - AO F

• Electrical Outfitting - EO F

MATERIAL OUT FIT PLANNING

• M R P - Material Requirement Plan

• G R V - Goods Receipt voucher

• M I V - Material Issue Voucher

•

S I V - Stores Issue Voucher• M R V - Material Receipt Voucher

• I R -Inspection Report

• D R -Description Report

• D B -Day Book

FILES IN THE DEPARTMENT

• P L P- Planning 2 – Hull Items

• P L M/3/30 - Indent File

•

Where PLM stands For Planning& 3 for Machinery Items

• 43 - M L F & Palletisation

• 50 - General File (Machinery)

• 142 - Common File (All Items in Material

Planning)

• 35 - Diverse & Allocation

• S C - Sub Contract

•

• M L F

•

• T4 –Machinery

• T5 – Electrical

• T2-

• T3- Accommodation

• B4- H S D



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PALLETISATON

All outfit materials, including equipments, connected pipe pieces, hard wares etc...are consolidated and issued to the outfitting sections by

different agencies as packages in suitable containers called pallets.

• M L F

The various items to be palletised for any specific job is termed as Material

List of Fittings. M L F will have a unique number, which will identify the stageat which the outfitting is to be done. Ie; On block or On board.

One M L F can have more than one pallet. M L F will indicate all the items

required for a job at a particular stage, this will include brought out items, pipe

pieces, fabricated components (both in house fabrication and subcontract) andstock control items.

• M L P

Raw materials and fittings required for fabrication of pipe pieces in M L

F shall be indicated in M L P and those for fabricated components in M L C

(Material List for Components).Raw materials and fittings required for fabricationof outfit items which along with other brought out items will figure in M L F’s as

fabricated pipe pieces. M L F is to be prepared by design department.

Based on the pipe piece drawing issued by design department, planning

department shall prepare a cutting plan for each pipe piece and make a

consolidated requirement of pipes and fittings termed M L P. Materials for pipe

fabrication shall strictly be issued by stores to pipe shop on the basis of M L P.

• M L C

Design department shall prepare one M L C for each fabrication drawing

for which the materials issue from C S L store is involved. Materials for

fabrication of components shall be issued by stores strictly on the basis of M L Cs

either to the respective shop or to the sub contractors.



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OUTFITTING SHEDULE

Based on the long range of outfitting and block erection schedule the outfit

planning section shall issue monthly pallet requirement schedules to design withcopies to the outfit, materials planning at least 3 months in advance.

Design department shall furnish list of M L F’s for entire ship,

sufficiently in advance to enable planning to prepare the schedule shall also

indicate the date of requirement of individual M L F.Requirement of data means actual date of requirement of pallet for

outfitting at site.

• ISSUE OF M L F

Design department shall issue 3 copies of M L F’s to planning department

at least 8 weeks in advance based on the monthly M L F schedule.

.

M L F’s define the following

Material codeBrief Description

Piece Number

Drawing Number

Weight / PieceQuantity

Outfitting Stage (Unit, Block, Onboard)

Position in which the component is to be fitted

Design department shall indicate indent number for each brought out item,

including turn key and packages except those which are covered by M L P or M LC. The event of allocation from surplus stock they shall also indicate the relevant

purchase order number/G R V number and the reference number of the allocation

note. In case allocation is from stock for which I H I material code is notallocated. Both C S L material code and I H I material code shall be indicated in

the M L F.

Outfit planning shall indicate requirement date of pallet at site with

changes, if any, from the schedule. They shall indicate item subcontracted by anidentification ‘S’. In the case of departmentally fabricated items, the relevant M R

V number and rate shall be given in respect of the components already transferred

to subcontract stores and work order number for items still under fabrication.Pipe shop shall send pipe acceptance report (P A R) on biweekly basis to

planning department indicating the pipe pieces fabricated and accepted by I&QC.



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P A R giving the details

• Pipe piece number

• P A R number

• P A R date

P A R shall be countersigned by the I&QC department indicating

the acceptance. This is required in order to enable planning department to ensureavailability of pipe pieces in M L F.

Planning department shall indicate P A R number and date against

each pipe piece on M L F when the pipe piece fabrication is completed. They

shall indicate the relevant M L P number and date for those pipe pieces which are

already loaded on pipe shop for fabrication for which fabrication is completed.

In case the pipe pieces not even loaded for fabrication the same shall

also be indicated by symbol “N L” in ML F against the pipe piece number.

Material planning shall indicate Purchase order number / Sub contractorder number for the brought out / sub contract items. They shall also indicate

stores identification and status of items as already received.

Stores Identification

• Outfitting Warehouse (Indigenous) -- “OW”

• Bonded store -- “BS”

• General store (Including paint store

& oil store) -- “GS”

• Sub Contract Store -- “SC”

Materials department shall give codes in all Purchase orders.Status of items received in C S L indicated by

• Item accepted --‘AD’

• Item rejected --‘DR’

• Items provisionally accepted --‘AR’Under Inspection -- ‘UI’

Material Planning shall send one copy pf M L F each to Outfit planning and

outfit department,2 copies to the respective convenor of Paletisation committee, 1

copy to the concerned store and one copy to the pipe shop with in one week from

the date of receipt of M L F from planning.Copy of M L F shall be sent at this stage to the stores for the advance

information and for initialling action to identify available items. Pipe shop also

shall identify and sort pipe pieces as an advance action to palletisation



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The details are furnished under the following headings.

• Preparation and painting of Pipes.

• Preparation and painting of other outfit items.

•

Standard painting codes for Pipes & Fittings.

• Surface Treatment System in Tribon (For Piping)

PREPARATION & PAINTING OF PIPES

1. PREFABRICATED PIPES:

After fabrication the weld surface on flanges / inside portion are prepared as follows.

Weld beads on inside surface of the fabricated pipes (to the extent of practical feasibility)

shall be finished to suit to the purpose of each piping system in accordance with

following three (3) grades.

1a GRADE A

Weld beads of inside pipes (to the extent of practical feasibility) and flange face shall be

ground smooth to remove weld spatters and slag.

This grade shall be applied to

Lubricating oil pipes (except drain, air vent, open ended pipes)

F.O. Burning pipes after fine filter for main and aux.diesel engine

Hydraulic oil pipes, Steam turbine pipes & for pipes with neoprene / rubber or

plastic lining

1b GRADE B Weld spatters and slag shall be removed and weld beads of inside pipe and flange face

shall be cleaned with wire brush or grinder.

This grade shall be applied to

Steam services pipes, tank heating steam pipes, condensate water pipes, exhaust

pipes

Fuel oil service / transfer pipes

Seawater cooling pipes and fresh water cooling pipes, Bilge, Ballast & Stripping pipes

Compressed air pipes

Fresh water and hot water pipes

Inert gas, Tank level gauge, Draft gauge pipes etc.



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1.c. GRADE C

Weld spatters and slag of flange face to be removed with wire brush, but weld beads

inside pipes shall not be ground finished.

This grade to be applied to all other pipes, which are not, specified in Grade ‘A’, Grade

‘B’ and also to Cargo oil pipes, CO2 lines, Electrical cable pipes and other open ended

lines such as drains, overflows, vents and steam escape pipes, etc.

The welded / damaged/ rectified portion on outer side of pipes are to be wire brushed and

slag/ spatters etc. to be removed.

Subsequent preparation of above pipes are carried out by pickling / galvanizing/ painting.

The pickling process is carried out in 7-tank system.

1

st Tank for Degreasing Using Fresh Water with KLEAN-CHEMI-201*.

2nd

Tank for Fresh water washing

3rd

Tank, De –rusting Tank for Pickling using De-rusting solution of Fresh water

with BLAST CHEMI- 301*

4th


5

th Tank for Phosphating using SEAL-CHEMI-102* with ACCEL-CHEMI-2* in

Fresh water

6th


7th

Tank for Passivating using DEACT-CHEMI –401* in Fresh water

Note: * The indicated products are presently used for the purpose by the yard. Itmay change with technological advancement.

The tanks 1,3,5 are also having heating provision to accelerate the process & air supply

for stirring. The duration of pickling depends on the surface and as per the

recommendation of chemical manufacturer.

Normally all the fabricated pipes of size 250NB and below (except those to be

galvanised) are Phosphated and passivated along with pickling unless otherwise

specified. All the Lub oil, H.F.O & Diesel oil pipes are oil coated inside after pickling

and outside is power tool cleaned to ST2, if found necessary, and applied the system

paints to prevent from re-rusting. Pipes for galvanizing (bilge, ballast, soil, scupper etc.)are cleaned / acid pickled at the galvanizing plant. Hot dip galvanizing is adopted with

thickness 85 to 100 microns. The galvanized items are inspected prior to despatch to yard

by CSL representative and the inspection report will be maintained by CSL.

The outside of galvanized pipes is applied with system paint on outside after the

necessary etch priming as per the paint manufacturers recommendation. Normally the



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paint system of surrounding area will be applied unless otherwise specified. Painting will

not be done on inside portion of galvanised pipes. The exhaust / steam / boiler feed water

/ hydraulic lines are also pickled and phosphated. The exhaust pipes higher than 250NB

are not pickled. The outside of exhaust pipes are prepared to ST2 and applied with heat

resistant paints as per the paint specification. The inside portion of exhaust pipes will not

be painted. Subsequent burnt/ welded / other rectified portion, if any, in galvanized pipes

are wire brushed and touched up with zinc primer recommended by paint supplier

followed by system paint. In the case of F.O, L.O and other non-galvanized pipes these

rectifications are wire brushed / ground and touched up by epoxy maintenance primer or

system primer followed by other coats of system paint. The application of paints on pipes

is carried out at shop level or onboard level at the convenience of yard. As a practice the

second finish coat is done at onboard, after installation / testing.

2. ONBOARD PIPES:

The onboard pipes are classified as follows:

2.a Prefabricated pipes with loose flanges/ adjust pipe

The loose flanges of these pipes are fitted after length correction and welded onboard.

The out side weld edges are wire brushed (Inside portion of welds and flange faces are

prepared as described in the case of prefabricated pipes) and touched up with zinc primer

(as per paint supplier’s recommendation) in the case of galvanized pipes and system

primer or epoxy maintenance primer for F.O, L.O, and other lines. Thereafter it is

touched up with other coats of system paint. The preparations as indicated in 2.1 are

generally followed for these pipes wherever applicable.

2.b Templates

The required dimensions of these pipes are lifted from site and fed to pipe shop for

fabrication. The preparations as indicated in 2.1 are generally followed for these pipes

wherever applicable. In the case of black closing pieces of 150NB and above (which need

to be galvanised), the yard have the option of blast cleaning and painting it with Zinc primer as per paint manufactures recommendation instead of galvanising.

It may be noted that Copper, Stainless Steel, Cupro nickel, GRP, PVC, Aluminium brass

pipes & Hydraulic bundles with PVC sheathing are not painted and are exempted from

above protection procedures. Similarly the outside of galvanized pipes which are coming

inside the ceiling / panelling / insulation are not painted.



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3 PIPE PROTECTION

A comparison between CSL codes & Mastek codes reveals that CSL

four digit codes gives an indication about the type surface preparation, paint and number

of coats unlike the Mastek codes. The letter ‘P’ in CSL codes denotes pickling and the

various stages (i.e.: Degreasing, Acid Pickling, Phosphating, Oil Coating etc.) will be

selected based on the system of pipeline whereas Mastek codes give clear distinction to

above stages of pickling. Similarly codes of all galvanized pipes are starting with ‘G’

which in general are cleaned / pickled at the galvanizing plant prior to galvanizing. In

order to use the advantages of both it is recommended to use the Mastek code for the

treatment and CSL codes of corresponding system of pipe (Refer Table- 13. for

guidance, note: this is project specific) for the paint selection. More over the allocation of

paint codes in Tribon modelling is in line with existing CSL codes and frequent changes

in the pattern with reference to project to project is not at all recommended.

For Platform supply vessels refer table – 16 for guidance.

PREPARATION & PAINTING OF

OTHER OUTFIT ITEMS

Other outfit items (excluding pipes) include manholes, ladders,

platform, handrails, and seat of different machinery (mechanical & electrical) / mooring

items, pipe supports, steps, handgrips, ventilation trunks, small tanks, cable trays &

supports and other miscellaneous items. These items could be classified into two. i.e :items which are subcontracted / fabricated outside CSL and those which are fabricated

inside CSL.

In general the welded / damaged portions of all the items

fabricated outside CSL shall be power brushed to ST2 and applied one coat of zinc

chromate / red lead primer to prevent rusting. These shall be applied with respective

system paint of surrounding area or as per the painting scheme after arrival at the yard at

shop/ block / onboard stage. Removal of original primer may be necessary in certain

cases based on the compatibility with system paint, which are done in consultation with

paint supplier related to the project. Subsequent burnt/ welded / damaged portion, if any,

are prepared to ST2 and touched up with system primer. In the case of galvanized items,

the damaged portion if any, shall be wire brushed and touched up with zinc primer as per

paint supplier’s recommendation followed by system paint.

The item fabricated inside the yard may be applied with respective

system paint or with an epoxy maintenance primer (particularly w.r.t pipe supports/ trunk

supports etc.) in the yard at shop level after ST2 preparation of welded/ damaged portion.



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Subsequent coat will be applied at shop/ block / onboard stages. In any case the second

finish coat will be applied at onboard stage.

In general the weld/ burnt/ mechanically damaged portion of

electrical cable tray, supports etc are St2 prepared and applied with the specified area

system paint as per the Painting Scheme of the vessel (Exposed deck, accommodation

outside, accommodation inside area, Engine room inside, other rooms inside etc.).

However, if no specific reference is made, the practice is to apply 2 coats of Alkyd

primer (Zinc Chromate) and an alkyd finish as per the surrounding area (white). In the

case of galvanised tray/ rack/ hanger / supports an etch primer as per paint suppliers

recommendation followed by above coats shall be applied.

The seat of different machinery (both mechanical & electrical) shall

be painted with the adjacent area painting after St2 preparation of weld/ burnt/

mechanically damaged portion if no specific reference is made in the Painting Scheme of

the subject vessel. Normally the required paint codes as described in Chapter – 4 is

indicated in each seat fabrication drawing with expansion of codes for easyunderstanding. The paint code may be derived based on the Painting Scheme of the

subject vessel.

Small outfitting like handrails, stanchions, handgrips, gratings

etc. is normally galvanized. The approximate thickness of galvanizing is 85 to 100

microns. The items to be fitted inside H.F.O, D.O, and L.O tanks need not be galvanized.

These are oil smeared after installation onboard along with the oil smearing of tanks.

Surface will be cleaned and burnt/ weld/ damaged portions are wire brushed prior to oil

smearing. Galvanized items will be coated with painting system at onboard stage after the

necessary etch priming as per the paint manufactures recommendation. Similarly

galvanized trunks outside of ceiling / panelling/ insulation will be coated with etch primerand finish colour of surrounding area based on suppliers recommendation. Inside portions

of galvanized trunks are not painted.

Wooden items will be cleaned and coated with a coat of wood primer

followed with enamel finish paint preferably white in colour.

STANDARD PAINTING CODES FOR PIPES & FITTINGS

Introduction

The painting codes indicate the type/ system of paint to be applied to main equipments,

hull fittings, machinery fittings, electrical fittings and pipes in various areas in a ship.

This is made in line with the IHOP (Integrated Hull Outfitting & Painting) construction

method in Shipbuilding. The earlier issue on this dated Sept 2003 is updated

incorporating the requirements for bulk carrier construction.



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Explanation for painting code system

Painting code consists of four (4) alphanumeric characters as shown below. Grade of

surface preparation is shown in the first column, paint group is shown in the second

column, painting for outside surface is shown in the third column and painting for inside

surface is shown in the fourth column

Paint Code – Yard Standard

Various types paints are abbreviated as shown in Table 1. Paint group denotes the type of

paint as shown in Table 3. Paint code matrix is (tables 5 to 10 are derived) based on the

contemporary paint systems on different areas of various vessels with a scope for future

addition. It may be noted that for a particular project all the codes in the table are not at

all required. But the same is incorporated for a reference purpose covering a wide

spectrum. The details of codes applicable to pipes with respect to a particular ship shall

be issued by design department along with the painting scheme of vessel. In the case of

ongoing projects ATCO Tugs & Bulk Carrier the relevant codes are explained in Table

12 & 13.

The code for a particular item (fittings/pipes) in an area may differ from project to project

based on the painting scheme of a vessel with respect to that area.In the case of fittings/ pipe supports instances are not rare that instead of applying all

coats of paints, an item may be painted with an epoxy maintenance primer (compatible

for all subsequent coats) just after fabrication. In such cases the whole system of paint as

indicated in the code will be applied at onboard stage along with the painting of

surrounding area.

Selection of codes for various fittings / pipes

This shall be carried out based on the paint system applicable for the surrounding area of

which the item is a part. The paint code only describes the type of paint and note the

brand / colour which differs from Maker to Maker/ Project to Project.

Code for grade of

surface preparation

V

Code for aint rou Refer

Code for painting of

inside or lower surface

Code for painting of outside



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OUTSOURCING PLAN

1. Outsourcing of hull and outfit work will be done on need basis. Sub-contracting will be

carried out inside CSL premises or in sub-contractors premises.

2. Activities planned for outsourcing are given below. The list is not conclusive and may

include other activities on need basis.

(a) Hull

1. Fabrication of Sub-assemblies

2. Fabrication of panels

3. Fabrication of Mid assemblies

4. Assembly of blocks

5.

Fabrication of Accommodation Blocks

6. Preparations for hull Dry Survey

(b) Outfit

The following items (25 nos.) are (partly) bought out items (Design+

Materials) – purchased from market / outside sub contractors

1. Bell mouth

2.

Bottom Plugs3. Davit

4. Doors

5. Ducts

6. Duct supports

7. Seats

8. Hand Rails

9. Handle

10. Hatches

11. Tank fittings

12.

Ladders

13. Manhole covers

14. Mooring Fittings

15. Ventilator

16. Pipe Supports

17. Platforms

18. Shelves



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19. Safety guard

20. Scupper

21. Sea chest

22. Sounding Cap

23. Spindle

24.

Strainer

25. Tanks

3. The following items are fabricated by Dept / petty subcontract

26. Flanges

27. Floors

28. Gratings

29.

Gaskets

Coating

30. Painting of blocks

31. Chromium Plating

32. Powder Coating

33. Galvanising

34. Acid Pickling

Pipe Outfit

35. Pipe Piece Fabrication

36. Pipe installation & pressure testing

Accommodation inside works except steel piping will be undertaken as a turnkey job

Electrical

37. Cable tray fixing

38. Cabin electrification

39. Installation of electrical and electronic equipment



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Onboard Outfit

40. Erection of Ladders

41. Erection of Platforms

42. Erection of Hand Rails

43.

Erection of Anodes

44. Erection of Stairways

45. Erection of Gratings

46. Erection of Floor Plates

47. Cable laying & connecting

48. Erection of Workshop equipment



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Functions of the Planning and Production Control

Build strategy

IHOP Schedule

Master construction Schedule Monthly Production Schedule

Progress Monitoring and Reporting

Material Control

Shop loading

Co-ordination of various Departments

Ship Movement & Sea Trails

Build Strategy

Scheduling Keel laying, Float out, Sea trial, Delivery

IHOP Schedule

IHOP can be expanded as Integrated Hull Outfit Paint is a

technology adopted by CSL by which all outfitting works are to be done before block

erection stage to minimise the works onboard. The painting work will be done only after

completion of all outfitting works, patch works and hot works to reduce the repainting to

the minimum. All these things will be kept in mind before going to prepare production

schedules to minimise the works onboard. So that production rate can be achieved up to

140% that of conventional methods.

Master construction Schedule

Indicating cardinal events like keel laying, float out, sea trials, delivery

Monthly Production Schedule

Scheduling monthly work to various sections like ERO, DHO, AOF

and EOF. It is based on the availability of materials, drawings and the readiness of work

site.

Progress Monitoring and Reporting

Physical Progress reports are prepared in mid month and end of the

month and compared through Project Management system. ‘Production Reviewing



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Meeting’ presided by GM (SB) is held in every week, in order to take remedial measures

with respect to the production problems.

Material Control

This section controls materials for its purpose and avoid the wastage of materials using

and provide right materials to right place at right time through proper channel. Also

includes preparation of material requirement plan, MLF updations, Releasing of materials

through SIV, Monitoring stock position.

Shop loading

Loading of fabrication works pertaining to the vessels under

construction in pipe shop, sheet metal shop and machine shop.

Co-ordination of various Departments

Co-ordination with Design, Purchase, Stores, Outfit, S&C

departments connected with production problems.

Ship Movement & Sea Trials

Liaison works with Port, Customs, MMD, Boat contractors for

ship movement from dock/quay and sea trial activities.



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SHIP DESIGN DEPTARTMENT(01/06/2011 – 10/06/2011)



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TRIBON

The Tribon system has been specifically designed to provide a structured way to

develop and improve the information flow between the different tasks within the ship

building process, where many design development task are performed in parallel. The

requirements of the complete information flow have been considered and so the system is

not just a computerization of a conventional manual process

The Tribon system is based on the use of a product information model (PIM) database,

Which has been designed to handle in an efficient way all of the structural and outfit

objects found in the shipbuilding industry. The information on PIM contains all the

technical data that is needed to define the final product. All type of drawings and reports

can be derived from the model.

The concept with one common product information model or ship database for each

project being used by all designers and production planners means that the information

stored in the

The core of Tribon system is the product Information Model database.This can be

regarded as a comprehensive “Ship Database “containing all information about a specific

project.The database is object-oriented in the sense that all design and production data is

stored as “objects”.

These “objects” are all of the types of physical item found in ship construction, e.g.

systems,components,assemblies,pipes, equipments,bracets,cables,plates,stiffeners, etc

the description of each type of object is formulated I such a way as to conain all thenecessary technical data and/or properties, which are required in order to describe a

particular instance of the object .the technical data and /or properties are then used to

derive the graphical representation of the object for use in symbolic sketches or in2d or

3d views,depending on the context of the presentation.when design modification are

necessary it is this technical data ,which is changed rather thanthe graphical information

,as would be the case in most other CAD systems.

Two important concepts are used in the tribon product information Model

implementation in order to enable the system to handle the large volume of data that

represent a complete ship with good response performance and with realistic data base

sizes.

Firstly, all data is stored using Object THechnology in which geometry is not explicitly

stored,but is derived as and when needed from the stored technical data.

Secondly, a combination of solid and Light Solid are used for model display and model

development ,again to give a good optimum Performance .Light solids are simplified way

of storing and handling solid primitieve and in which a canonical representation is used

instead of a boundary representation .



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Software use for designing of ships: TRIBON

Building a ship involves a great amount of work and coordination. It also takes

considerable time and effort from each of the personnel involved to complete the project

within the deadline. The various departments involved in the project have to work in

tandem, with the inputs from each section taken into account.

The Tribon software has efficient methods and tools to coordinate the various

activities involved in the shipbuilding and to handle the complex flow of information

between everyone involved. Tribon takes into consideration all the needs of shipbuilding

such as design, production, delivery, classification and maintenance. Tribon technology

allows the storage and dev elopement of the complete design in one large database

available to all. The results in a shorter design time, more accurate, less paper work and

duplication work. This software provides accurate and up to date information. The use of

Tribon shows a saving of about 30% design man – hours and about 8% in production

man – hours, as compared to the previous methods of design and production.

Tribon was initially known as steer bear, developed by a Swedish company, Its

name was then changed to Autokon. Further development took place under the name of

Tribon M1 that was later upgraded to Tribon M2. Tribon M3, which is most advanced in

the Tribon series, has been released lately and is being used in MDL.

Tribon is being taken over by a British Company Aveva and the upcoming

versions will be known as Aveva AB. Steer bear was a software system which worked

only in VMS mode, whereas Autokon was developed as a system for Unix mode. Tribon

is based of Windows NT and Windows 2000, so working with them becomes easier. InTribon there is an option to use Oracle as the database management system.



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ADVANTAGES OF TRIBON

• Easy, fast and accurate

• All are working in same model so any changes will be incorporating at a time

• Multiple users can work on same model

•

Key-plan can be generated very fast

• Tribon can generate material list

• Tribon can check collisions if any

• We can identify the collision while routing

• All components are stored in a common data bank

• Stored components are used for other projects

• Changing can be done very easily

• 3D modeling can be seen

DISADVANTAGE

• Cost of the software is very high

• There should be basic knowledge required or skill

• Workmen are required

• Consuming more time for making component data bank.

DESIGN PROBLEM

Ship design is a complex process. The principal fact in this process is the

creativity involved in designing a good functional unit,the ship which meets the various

regulatory body requirements and the design practices and meet the owners requirement

Basic design involves the determination of major characteristics affecting cost and

performance like,

a) Main Dimensions: Length, breadth, draft and depth

b) Hull form: Lines design

c) Power: Resistance and powering

d) Preliminary general arrangement

e) Major structure

The proper selection of the above should satisfy the following mission requirements



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1. Good sea keeping performance

2. Manoeuvrability

3.

The desired speed

4. Endurance

5.

Cargo capacity

6. Required deadweight

The project involves the basic design of a double skin crude oil tanker with the said

specifications and encompasses:

a)

Concept Design

b) Preliminary Design

a) Concept Design

This includes the technological feasibility studies to determine the fundamental elements

of the vessel such as length, breadth, draught, depth, block coefficient, power or

alternative sets of characteristics which meet the required speed , deadweight. It includes

the preliminary light ship weight estimates. The selected basic design forms the basis of

obtaining the approximate cost.

b) Preliminary Design

It refines the major ship characteristics affecting cost and performance. Certain

controlling factors like the length, breadth, horsepower and deadweight are not expected

to change upon completion of this phase. Its completion provides a precise definition of

the vessel that would meet the mission requirements. A ship is essentially a part of

profitable transportation, industrial or service system . Hence the visibility of its

economic operation is a major factor. It also involves a continuous interaction with the

production processes and the procedures in the shipyards. The design that is created

therefore must be producible at a low initial cost.

Owners Requirement

1. Type: Double Skin Crude Oil Tanker

2. Deadweight: 94500 t

3.

Service Speed: 14.75 knots

4. Range: 2352 nm

5.

Compliment: As per Indian Regulations

6. Classification: Lloyds Register of Shipping



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CREW ACCOMMODATION

This Convention does not apply to—

(a) Vessels of less than 500 tons;

(b) Vessels primarily propelled by sail but having auxiliary engines;

(c) Vessels engaged in fishing or in whaling or in similar pursuits;

(d) Tugs.

CREW ACCOMMODATION REQUIREMENTS

1. Ensure adequate security, protection against weather and sea, and insulation from heat

or cold, undue noise

2. No direct openings into sleeping rooms from spaces for cargo and machinery or from

galleys, lamp and paint rooms or from engine, deck and other bulk storerooms, drying

rooms, communal wash places or water closets

3. External bulkheads of sleeping rooms and mess rooms shall be adequately insulated.

4. Sleeping rooms, mess rooms, recreation rooms and alley-ways in the crew

accommodation space shall be adequately insulated to prevent condensation or

overheating.

5. Sufficient drainage shall be provided.

Ventilation

1. Sleeping rooms and mess rooms shall be adequately ventilated.

2. The system of ventilation shall be controlled so as to maintain the air in a satisfactory

condition

3. Persian Gulf equipped with both mechanical means of ventilation and electric fans:



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4. Ships engaged outside the tropics equipped with either mechanical means of

ventilation or electric fans.

Heating system

1. An adequate system of heating the crew accommodation shall be provided except inships engaged exclusively in voyages in the tropics and the Persian Gulf.

2. The heating system shall be capable of maintaining the temperature in crew

accommodation at a satisfactory level under normal conditions of weather and climate.

Lighting

1. The minimum standard for natural lighting in living rooms shall be such as to permit a

person with a normal vision to read on a clear day an ordinary newspaper in any part of

the space available for free movement.

2. In sleeping rooms an electric reading lamp shall be installed at the head of each berth.

OTHERS

1. The clear head room in crew sleeping rooms shall not be less than 190 cm..

3. Berths shall not be placed side by side

4. The lower berth in a double tier shall be not less than 30 cm above the floor;

5. The minimum inside dimensions of a berth shall be 190 cm. by 68 cm..

6. separate mess room accommodation shall be provided for--

(a) master and officers;

(b) petty officers and other ratings.

7. Mess rooms shall be located close as practicable to the galley.

8. Recreation accommodation, conveniently situated and appropriately furnished, shall be

provided for officers

9. Sanitary accommodation, including wash basins and tub and/or shower baths, shall be

provided in all ships.



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(a) in ships of under 800 tons: three;

(b) in ships of 800 tons or over, but under 3,000 tons: four;

(c) in ships of 3,000 tons or over: six;

10. Cold fresh water and hot fresh water or means of heating water shall be available in

all communal wash places.

11. Floors shall be of approved durable material, shall be properly drained;

Bulkheads shall be of steel or other approved material and shall be watertight up to at

least 23 cm. above the level of the deck;

13. The facilities for washing clothes

14. The facilities for drying clothes

15. In any ship carrying a crew of fifteen or more and engaged in a voyage of more than

three days' duration, separate hospital



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CSL QUALITY POLICY

•

To build and repair ships with consistent quality at all times to the satisfaction of

our customers

• To impart quality training to aspiring engineers as per DGS standards

• To continually improve the effectiveness of ISO 9000:2000 quality management

system by complying with international standards, statutory and regulatory

requirements.

CSL QUALITY OBJECTIVES

• Build quality ship to meet the customers’ technical needs and satisfaction, and

guarantee satisfactory performance.

• Have an effective and documented system to ensure that every input to the ship is

designed and built for optimum efficiency and service

• Achieve operational excellence through waste elimination and value engineering

efforts• Strive for continual improvement in quality through technological up gradation

• Establish high reliability standards in Ship Repair and offer prompt customer

services

• Put in place a vibrant supply chain management system to enhance quality and to

ensure timely delivery of ships.

• Train and motive personnel at all levels to inculcate quality consciousness and

foster team work

• Aim at high safety standards in working environment

• Aim for healthy environment in Shipyard through continual proactive pollution

control measures and better housekeeping

• Train marine engineers to meet the requirements as specified by Maritime

Administration, of the Govt of India.



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TRADE UNIONS

• Trade unions are the collective bargaining agents in an organization. TUs areformed and functioned as per the provisions under Trade Union Act 1926. The

demands of employees are put up to the Management by TUs. They take up the

demands as per the provisions under the ID Act 1947

• Duties of Trade Unions

• To recruit non-members

• To collect workers subscription and contributions

• To pay Benefits

• General protection of employees in their employment

• To negotiate workers’ wages, hours and service conditions

• To formulate industrial policy

• Educational works

National Commission for labour mentions that Trade Unions should pay greater attention

to the following basic needs of workers:

• To secure fair wages to workers.

• To secure security of tenure and improve conditions of service.

• To increase opportunities for promotion and training.

• To improve working and living conditions.

• To provide for educational, cultural and recreational facilities.

• To promote individual and collective welfare.

• To insisting in their members, a sense of responsibility towards the industry and

the community.



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MANAGEMENT

Management is the art of getting things done through and with the people in a formally

organised form.

Duties of Management

• To maintain discipline and keep control

• To distribute work and machines among workers so as to get maximum output

• To keep co-ordination

•

To suggest new ideas

• To improve efficiency

• To make arrangements for payment and keep records

Functions of Management

Planning: Before starting actual work, it is to be decided what to produce, how to

produce, who to produce, when to produce and how much to produce. By proper

planning, we can eliminate material wastage, idleness of manpower, machinery and

capital

Organising: Management of money, material and manpower for actual process of

manufacturing

Directing: Directing the plan into operation

Motivating: To find the motives of work in a man and to encourage him to work by

keeping his morale highCo-ordinating: The task of creating integration and harmony among workers to achieve

a common effect

Control: In actual management, there may be certain slip in achieving the above 5

functions. By proper control, this slippage can be minimized.



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WORKERS PARTICIPATION IN MANAGEMENT

This is a modern concept evolved by Govt of India. A law was enacted in 1975 on this.

As per this law, equal participation is ensured for workers and managemet representativesin some councils formed for the benefit of both employees and Company. Some such

councils are:

• Joint Council

• Shop Council

• Quality Circle

• DBF Trust

• PF Trust

• Employees Canteen

• Recreation Club

• Housing Society

• Consumer Society

• Suggestion Scheme

LEADERSHIP CHARACTERISTICS

Leadership is the skill of getting the desired action, voluntarily and without force from

the followers.

Leadership Characteristics:

• Intelligence and technical knowledge

• Communicative skill

• Objectivity

• Knowledge of work

• Human Relation

• Self Confidence & will power

• Empathy

• Sense of Responsibility & Humour

• Vision & foresight

• Optimism



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Ways to improve Supervisory skills

• Necessary freedom should be given to supervisors to utilize their delegation of

powers

• Bypassing in any way on supervisors should not be encouraged

• Convey Management policies and decisions, only upto supervisors

• Whenever a worker is promoted to supervisor:

• Training should be given to him including theory classes

• He should be transferred to some other dept to take action without considering

any personal relations

• Periodical orientation classes should be conducted to supervisors to educate them

on latest developments in Management policies and technology

DISCIPLINARY ACTION

Methods of correcting a worker who is not working as per the Standing Order:

• Friendly Approach

• Advise to improve

• Identify the problem and rectify

• Grievances, if any to be found out

•

Close supervision

• Reporting to the Higher Authorities

When a subordinate is seen having indulged in some action which is against the standing

orders, call him personally and advice of his duties and responsibilities. If he is found

repeating the same, give him a verbal warning that “If you are not ready to do your

duties, I will be compelled to take action against you”. Even after this, his dealings are

going on the same, report the matter to your higher authorities to take action.



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Domestic Enquiry:

A report on misconduct reaches the Disciplinary authority

• DA conducts a preliminary enquiry regarding the complaint

• If a case is found prima facie, suggests for further actions

• If the gravity of the case is big, the accused shall be placed under suspension to

avoid indulging with the evidence

• A charge sheet is given to the accused mentioning the details of misconduct,

violation of clauses of provision number of the standing order and asks for a reply

within the specified period

• Reply is received from the accused, considered for any justification

• If the reply is found not satisfactory, a domestic enquiry is ordered by the DA,

citing the names of Enquiry Officer, Presenting Officer, Management witness etc.

• Enquiry Officer issues notices to both Presenting Officer and the Accused

mentioning date, time and venue of enquiry

• The accused person can seek help of an Assisting Employee to present for him in

enquiry

• Enquiry procedure: Presenting the case, examining the witness of both accused

and management, presenting documents, if any etc. The enquiry procedure will

come to and end in 3 to 4 sittings

• Enquiry Officer submits the report to the Disciplinary authority

• If the allegation is proved, the Disciplinary authority issues the punishment order,

and asks for the response of the accused

• After verifying the reply, DA finalises the penalty and recommend the Personnel

Dept for implementation of the punishment

•

Accused can move to the Appellate authority for further appeal

• Considering the appeal, the final punishment order is issued by Personnel Dept.



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WORK STUDY

The object of work study is to determine the best method of performing an operation to

eliminate wastage and increase productivity. It is also used to determine the standard timethat should take by a qualified worker to perform the operation when working at normal

pace.

Work Study deals with problems as:

How should a job be done?

This is found out by Motion Study, Method Study or by Work Samplification

How much time a job should take?

This is found out by Time Study of Work Measurement

PERT (Programme Evaluation Review Technique)

PERT is a way of scheduling to minimize the production delay by coordinating

and synchronizing the various activities of overall job and expediting the completion of

the job. PERT is a method of scheduling and budgeting resources.

CPM

It is an activity oriented management technique for scheduling and controlling the

various activities of a project. The path along the network in which EARLIEST FINISH

and LATEST FINISH are equal is known as CRITICAL PATH and is represented by

double line or thick line. More attention is given to this path, because a slight delay in

this path will effect adversely on completion of the total project. In brief, CPM method is

the shotest path or critical path through which the completion of production can be

attained.

Comparison between CPM & PERT

Deterministee model - Model under risk

Takes account of time - Concerns with cost.

Activity oriented -Event oriented.

One time estimate -Three time estimate.



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ELEMENTARY FIRE FIGHTING

Fire is occurred by the union of three factors:

1. Heat 2. Oxygen 3. Substance or Fuel

Heat – Sufficient heat to raise the temperature of the substance to ignition point or flash

point

Oxygen – Sufficient oxygen to start and sustain burning.

Substance / Fuel – to burn

Fire fighting is the process of removal of any one of these factors so as to cease the fire.

By keeping away any one or more of these factors, the fire can be eliminated. Fire

fighting is the action of keeping any one or more of the above factors to prevent fire. The

method of keeping away these factors are called:

Cooling - Keeping away the Heat

Smothering - Keeping away the Oxygen

Starvation - Keeping away the Fuel

Fire can be considered into 5 classes.

1. Class A - Fire due to the burning of solids such as wood, cloth etc.

2. Class B - Fire due to the burning of liquids like petrol, diesel, paint etc.

3. Class C - Fire due to the burning of Gas like acetylene, cooking gas etc.4. Class D - Fire involving metals

5. Class E - Electrical Fire

Fire fighting equipments are of different types:

A. Soda Acid Type - Water is the medium of fifi - For Class A Fire

B. Foam type - Foam - For Class B Fire

C. DCP type - Inert Powder - For Class B,C,D & E

Fire

D. CO2 type - Gas - For all Classes of Fire

FIREHEAT OXYGEN

FUEL



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SAFETY, FIRST AID, ACIDENT REPORTING

FIRST AID

First Aid is the immediate and temporary care given to a victim of an accident or sudden

illness. Its purpose is to preserve life, assist recovery and prevent aggravation until the

service of a doctor is obtained.

As a first aider, you must:

• Respond quickly.

• Adopt quick, calm and methodical approach.

• Give prompt and correct treatment for conditions endangering life such as failure

of breathing, severe bleeding and severe shock.

• Boost up the morale of the victim.

• Do not allow crowd around the victim, as fresh air is essential.

• Give artificial respiration, if breathing has stopped.

ACCIDENTS

First attention after an accident should be for rescue, first aid and medical attention. The

next aspect is proper reporting of the accident as per the stipulated rules. As per Kerala

Factory Rules, the injured person should kept away from working for 48 hours and the

accident report should reach the Factory Inspectorate within 72 hours. If the accident is

fatal, the report must reach the Inspectorate within 12 hours.

As per CSL Safety Rules, any accident occurred to any employee or contract

labour should be reported to

1. Safety & Fire Dept,

2. DGM & GM of concerned Dept,

3. GMSR as Factory Manager,

4. GMSB as Occupier and

5. CMD.



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CAUSES OF ACCIDENTS

• Due to dangerous machines.

• Unsafe physical conditions – Improper guards, illumination etc.

• Moving objects.

• Personal factors, like lack of knowledge, physical weakness.

• Unsafe Acts. Eg. Speed, overload etc.

• Electrical causes.

Safety Precautions to be taken to conduct a work at a height of 3m inside the dock.

• Ensure sufficiently strong and fenced platforms.

• If platform is not available, provide staging at the required height. Ensure CSL

staging rules for staging.

• If fencing is not there, use safety belt.

• Provide ladder to the platform from dock floor.

Accident Reports

Accident Reports are of two types, 1. First aid Report 2. Supervisors aAccident Report.

1. First Aid Report:

This gives the collection of injury data. This list is prepared by the attendant who gives

the first aid for injuries

2. Supervisor’s Accident report:

This report ensures the contributory causes and circumstances that led to the accident.

This causes and circumstances can be revealed by getting answers to the following

questions:

• What was the employee doing unsafely?

• What was defective and wrong with the method?

• What safeguard should be done?

•

What steps are to be taken to prevent injury?

• What other steps are to be taken to prevent the recurrence of such accidents?

Immediate steps are to be taken to report the accident to provide remedial measures and

proper investigation is to be done to prevent recurrence of accidents.



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Procedure for Accident Reporting:

CSL is required to report all accidents to the Inspectorate of Factories / Director of

Factories in the prescribed format within:

• 72 hrs of the occurrence of accident, if the injured person is unable to attend duty

for work for a period of 48 hrs immediately following the accident.

• 12 hrs the occurrence of accident, if the accident is fatal / serious nature /

dangerous occurrence.

Apart from the above, the details of all industrial accident should immediately reported

over telephone, in the following sequence to:

• Safety & Fire Services Dept (Fire station, after normal working hours)

• DGM of the concerned Dept.

•

GM of the concerned Dept.

• GM(SB) as the Factory Manager.

• GM(SR) as the Occupier.

• SO to CMD.

Detailed Procedure of Accident Reporting

• Any employee sustaining injury however minor it may be, shall report the matter

to the Supervisor/Officer-in-charge. If he is not physically able to do that, a co-

worker shall report the matter to the concerned.

• The Supervisor/Officer-in-charge/any co worker shall arrange to give proper first

aid on the spot to the injured.

• The Supervisor/Officer-in-charge shall arrange suitable vehicle to take the injured

to the CSL Medical Centre for medical attention.

• CSL Medical Officer shall render the required medical attention to the injured. If

the condition of the employee requires hospitalization, he shall be transferred to

the hospital with proper facilities.• If the injured person is in a condition to be moved safely, the attention of CSL

Medical Officer should be made available on the accident spot.

• The Officer-in-charge shall send the accident report in prescribed format in

duplicate to the CSL Medical Officer at the earliest through a messenger. In any

way, the report must reach there within the same day.



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MAINTENANCE

The useful life of equipment and consequently the extend of its productive

capacity depends on how well the unit is maintained. Maintenance means the efforts

directed towards the up-keeping of that machine. There are two types of maintenance. 1

Break down maintenance and 2. Preventive maintenance.

1. Break down Maintenance:

This Is done after the break down that occurs 1. due to unpredictable failure of

components or 2. due to gradual wear and tear of parts. In BDM, defects are rectified

only when the machine cannot perform its function any longer. BDM disrupts the whole

production and is expensive due to OT for the maintenance staff for emergency repair.

2. Preventive maintenance.

This is the scheduled maintenance to keep the machine in operational condition.

This aims to locate the sources of trouble and to avoid them before the break down

occurs. PM is done to set maximum availability of the machine in operational condition,

to minimize wear and tear, to ensure safety of workers, and to increase the production

efficiency.

Advantages of Preventive maintenance:

• Reduction in production down time.

• Lesser OT pay for maintenance staff.

• Lesser no of stand-by eqpt are needed.

• Lesser expenditure on repairs.

• Greater safety to workers.

• Lesser spare parts are reqd to be kept in stores, as it a scheduled affair.



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PURCHASING

Around 65% of the total cost is taken by the material cost. Hence a reduction in material

cost will improve the profit and return on investment.

Material management

• Objectives of material management

• To Reduce Material Cost.

• Efficient control of inventories.

• Ensure uninterrupted flow of materials for production.

• Ensure right quality at right time and at right price.

• Imposing new items and find their suitabilities.

Functions of purchase dept: • To purchase materials on properly authorized requisition.

• To place order for the goods with right supplier.

• To obtain right quality material at right time at right price.

• To get right quantity at right time.

• To see all deliveries are received within time.

• To study the market conditions and enter into a rate contract with large suppliers.

• To keep a reliable vendor list.

Purchase procedure• Receive the Indents, Send Enquiries and receive Quotations.

• Evaluate the Qtns and discuss with the Indenter if necessary.

• Make a Comparative statement.

• Put up for approval for procurement.

• Issue a Letter of Indent if necessary. Place the PO.

• Arrange a Forwarder.

• Customs Clearing from Customs and collect the Material from Godown.

• Inspection & Acceptance.

Methods of purchasing• Strictly by requirement.

• For a specific period.

• Market Purchasing – Study the trend & purchase.

• Contract Purchasing.

• Central Purchasing Organisation



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Procurement of capital items

When an existing machine / equipment become aged, beyond the scope of repair

or the present equipment is not enough to meet the present work load, it becomes

necessary to procure a new one. Then the procurement for the same is preceded throughfollowing steps:

• Decide the type and specification of the new machine, and get the necessity

approval from user dept.

• Project dept analyses the specification and if required, discuss with user dept.

• Materials dept sends enquiries, gets quotations, forward the same to project dept

for scrutiny.

• Project dept compares the quotations with specification, consult with user dept, if

required.

• Find out the acceptable bid, put up for approval.

•

After getting approval, follow the usual purchase procedures.

The procurement action for the above material

• Send enquiries to the probable supplier in the vendor list as per the above spec.

• On receipt of quotation, evaluate and make a comparative statement.

• Obtain approval from necessary levels, place PO on the lowest bidder, showing

the spec., qty, rate, amount, tax, delivery period etc.

• After receipt of material, conduct inspection.

• If the item is accepted, recommend for payment.

Tenders:

a. Single Tender:

When quality is of extreme importance, only one reliable firm will be asked for

supply.

b. Closed Tender:

The registered firms are asked for quotation. The PO value is within a limit.

Hence known as Limited Tender system.

c. Open Tender:

The quantity of purchase is large and no limitation for the amount. Tender notices

are published in trade journals. All interested parties can send their bids. “Purchase

Procedure” is then followed.



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PLANNING DEPARTMENT

FUNCTIONS OF PLANNING DEPT

• Build Strategy

• Long Range Plan ( for 5 years)

• Annual production Plan ( Apr-Mar)

• Monthly Schedules

• Material Requirement Plan

• Monthly Material Forecast

• Shop Loading

• Production Co-ordination

• Ship Movement & Sea Trials

• Progress Monitoring & Management Reporting

Build Strategy Documents:

• Ship Building Master Plan

•

General Arrangement Plan• Block Assy Plan

• GA Plan

• Drawing Issue Plan

• Dock usage Plan

• Work Station Plan

• Major Material Requirement Plan

• Productivity Plan

• Manhour Plan

•

Manpower Plan• Sub Contract Plan

• IHOP Schedule



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CUSTOMS FORMALITIES IN CSL

CSL is a Company licensed under the Manufacture and Other Operations in Warehouse

Regulations – 1966. Customs has issued a license TO CSL under Section 65 of the

Customs Act 1962 for in-bond manufacturing operations of Ship Building & Ship Repair.

There are 3 Bonded warehouses in CSL namely Steel Stock Yard, Bonded Store and

Paint Store. License for in-bond operations and for the 3 Bonded warehouses have to be

renewed on or before 31st Sep every year. Customs Dept Controls all the operations in

CSL with the help of some customs officials deployed here (1 Appraiser, 2

Superintendents and 6 Preventive Officers), whose payment is made by CSL.

Bonding and De-bonding Procedure

On arrival of Cargo at Port or Air Cargo Complex, the following procedures are to be

performed for receiving, warehousing and issue of the Cargo:

• Hand over the relevant documents to the Clearing Agent

• File the Bill of Entry.

• Admitting the Bill Of Entry

• Payment of Port Charges (Crain, wharfage, porterage etc)

•

Release of Cargo under Customs Escort / out of charge

• Receiving and bonding the material in Bonded stores

• Counting the material and entering the details in Bond Register

• Issue of Bond

• Detailed inspection

• Raising of SIV

• Filing of Issue Application

• Releasing of Material

• Removal of material in full as per the issue application

•

Submit issue application to Customs after obtaining fitment certificate

• Closing of Sub Bond / General Bond



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ENERGY CONSERVATION MEASURES

To control the wastage of electrical energy by various means, the Govt of India enacted

a law namely “THE ENERGY CONSERVATION ACT – 2001” to provide efficient useof electrical energy and its conservation. As per the Act, CSL conducted studies on

energy consumption. This study brought out some facts and suggestions to save 6%

energy. CSLs monthly electric consumption is 10.00,000 units and bill amount comes toRs. 40,00,000. By analysis, CSL consumption breaks up is as follows:

WELDING - 34%AIR COMPRESSORS - 24%

LIGHTING & VENTILATION- 16%

CRANES & OTHER EQPT - 15%

PUMPS - 11%

CSL CAN IINTRODUCE THE FOLLOWING STEPS FOR

EFFETIVE CONSERVATION OF ENERGY

• Optimisation of transformer off-loading at local sub stations.

• Conversion of HPMV (High Power Mercury Vapour) to HPSV (High Power

Sodium Vapour) Lamps. Ie. 1000W HPMV to 400W HPSV, 400W HPMV to

250W HPSV, 250W HPMV to 70W HPSV etc.• Replacement of 40W Copper Ballast with 36W Electronic Choke.

• Replacement of 40W Fluorescent Tubelights with 36W Fluorescent Tubelights.

• Replacement of 100W/60W Incandescent Bulbs with 11W/9W CFL Lamps.

• Prevention of Compressor leakage by periodical inspection.

• Installation of energy efficient motors and Electronic regulators.

• Minimise the use of cranes, as they are the major power consuming agents.

• Bring the controls of welding sets to Primary side from secondary side.

• Install Display Boards with Energy Saver Logos like “SAVE ENERGY”,

“ENERGY IS PRECIOUS”, “SWITCH OFF POWER WHEN NOT IN USE” etc.

•

Conduct classes on Energy Conservation.



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Observation and suggestions

1.Manhour Utilization:

In CSL, it is noticed that loss of manhour occurs at various intervals, particularly at late punching, tea break, lunch break and at the end of the shift. This is to be strictly

controlled and minimized to achieve more productive manhours.

2.Material Supply:

Non availability of materials is the major delaying factor of ship building. So it is

essential to find out more reliable, cheap and prompt sources of ship building materials to

build ships in scheduled time and at reduced cost.

3.Outsourcing:

CSL is reaching the near saturation point of capacity utilization. To face this crisis we

have to find additional manpower from outsourcing the building works as far as possible.

4.Stop Drop Outs:

A tendency is noticed in CSL that after hitech training, the trainees and workers at junior

level leave CSL for their better prospects. This is very dangerous to our productivity andshould be avoided to keep it stable, especially at this stage which nearing massiveretirement of experienced senior workmen.

5.Waste Elimination and Value Engg:

Conduct awareness classes to the workforce on material wastage. Waste elimination and

value engineering efforts should be encouraged.

6.Young Engineers:

In the light of senior experienced engineers getting retired from CSL massively, the

shortage of such key roles should be filled by recruitment and training of new young

engineers.



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WAYS TO IMPROVE PRODUCTION

1. Avoid Revision / Modification in prodn drgs and do necessary correction in design

drgs. for further vessels.2. Maintain dimensional accuracy in each stage (Marking to Erection)

3. Proper allocation and control of manpower, machines and materials.

4. Realistic planning and scheduling and proper follow up and corrections wherever

required.5. Allocate suitable work to suitable person.

6. Proper motivation of workers in terms of money and morality.

7. Development of Infrastructure.8. Training to workers in latest technology

Ship Repair in India

Favourable:

• India needs 5000 dry-dock days /year for Indian flag commercial vessels, whereasthe availability is only around 3000.

• Labour Cost is the major category of a SR project. Skilled Labour is available in

India and is cheaper ( ¼ th that of Korea and Singapore)

• There is ready market due to the wide gap between demand and supply.

• Around 60% of Indian Fleets are more than 10-15 years old.

Against:

• Indian yards are slow, whereas SR works has to be completed very fast.

• Non availability of Materials at right time.

• Procedural Delay, as most of the yards are in Public sector.

• Due to uneconomic business volume, supplier hesitates to stock the materials.

Hence even indigenous items have to be procured from far away places, which

causes delay and high cost.

• Since SR is labour-oriented, high financial motivation (OT) is required to ensuremaximum output.



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CONCLUSION

Our industrial training in Cochin shipyard is very successful. It was a great learning

experience at csl. It was here that made me aware about what a ship is all about. I got

familiar with most of the system of a ship with their functions and needs. I got the

opportunity to deal with most of the machinery which constitute a Platfform Supply

Vessel.



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REFERENCE

1.

www.cochinshipyard.com 2. CSL HANDBOOK


http://www.cochinshipyard.com/



CSL FINAL_3

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