Professional Documents
Culture Documents
CSL Final - 3
CSL Final - 3
CSL Final - 3
A Report on
Industrial Training
Undergone in
COCHIN UNIVERSITY OF
SCIENCE AND TECHNOLOGY
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- 682 015, cqm:r.
No. Tlj06j014j2011
CERTIFICATE
Certified that Shri. Akhil Augustine, B.Tech Naval Architecture and
Ship Building Student of Cochin University Of Science And Technology,
Kochi - 22, has successfullycompleted Industrial Training in Ship Repair, Ship
During this period his conduct and character are found good.
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Registered Office: Administrative Building, P.O. Bag No. 1653, Perumanoor P.O., Kochi ~682 015
Fax: +91 (484) 2370897/2383902. Phone: +91 (484}2361181/2380181/2366340
SHIP TECHNOLOGY
OF info@cochinshipyard.com
DEPT
3
Grams: SHIPYARD, ERNAKULAM.
E-mail:
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CONTENTS
Page no
1.
2.
3.
4.
5.
6.
7.
8.
9.
Acknowledgement------------------------------------5
Introduction-------------------------------------------7
Ship repair office-------------------------------------18
Procedure for repair a ship-----------------------22
Machine repair---------------------------------------31
List of machineries in csl---------------------------33
Electrical and instrumentation office-----------38
Hull repair---------------------------------------------42
ACKNOWLEDGEMENT
On this occasion I post my sincere prayers to the almighty, without whose grace I
could 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 COORDINATOR, and all professors for permitting me to attend the training and doing
necessary help for that
Now its 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 outfit
department.
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.
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 GRT
Construction 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 biggest
and 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 standards
in 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)
PROFILE
Cochin shipyard is one of the leading shipbuilding & repair yard in India, which has an
infrastructure 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 Indias 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 countrys 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.
HISTORY
1. Cochin Shipyard was conceived of in the year 1969 when a team surveyed various
locations 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 Shipyards 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, Southeast, Europe and USA for technology transfer & material packages for shipbuilding, ship
repair, platforms, Rigs & Upgradation of yard facilities
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.
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.
10
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
11
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 companys environmental performance. This Management System addresses
the needs of broad range of interested parties and of society in general to protect the
environment.
12
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.
13
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.
14
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.
15
16
..,Y
J
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)
Pneumatic Winches
Electric Capstan
Cranes
Mooring Boats
17
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.
18
Modules
SR Commercial
SR Planning
SR Sub Contracting
SR Purchase & Stores
SR Operations
SR Finance
Security
Important Functions
Quotation preparation
Work Completion Certificate
Sub Contractors & Suppliers Bill verification & approval
Job Card Processing
Invoice Preparation
Money Collection and Reports
19
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.
SUPERINTENDENTS 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).
When work list is returned for final approval it should be discussed with the
Invoicer, 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 subcontractor work. This can avoid certain unnecessary changes to the spec at a later
time.
FOREMENS MEETING
20
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 mangers 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 shipyards 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 ships captain, chief engineer.
FIRE PROTECTION
Immediately 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
21
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-producing
operations. 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
22
Scaffolding
Scaffolds, or staging, are devices used to provide a elevated working surface. Staging
23
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.
24
Welding platform
Prolonged, tedious, and/or difficult-access welding can result in:
reduced weld quality
inefficient labor (minimal torch-on time)
worker fatigue
25
nel
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
26
Bottom
@ shell
panels
General
picture
showing
sequence
of
weld
WELD DISTORTION
----------
c- I
I \
I
I
I
I
I
I
I
I
I
I
I
\
\
I
I
I
I
Shrinkage
stresses
.,...-
I
\
\
I
I
I
_JI
Weld direction
I
I
I
I
I
I
r
r
I
I
I
___
L...
27
I
I
I
r
r
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.
28
4. Machine Tools
a.Planomiller
b.Horizontal Drilling Machine
c.Radial Drilling Machine
d.Horizontal boring machine
e.12m lathe
29
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.
Machinery details
Lathes
Different lathes are in our machine shop like 12m lathe,5m lathe,2m lathe, capstan lathe
etc.
A.12m lathe (HEC model)
centre height
max swing over bed
max swing over carriage
width of bed
max weight of work piece without rest
max weight of work piece with rest
:800mm
:1600mm
:1200mm
:1700mm
:28000kg
:38000kg
Generally the Preventive maintenance includes oiling, greasing and removing the metal
chips from bed etc.
B.5m lathe-HEC model-LC 100
30
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
max swing close to cross line
:375mm
: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
:100mm dia
:600mm dia
:300mm dia
:100mm dia
:600mm
:300mm
:1500mm
31
Vertical traverse
:1500mm
:1200mm
:500mm
:1300mm
:530mm
7. Slotting machine-COOPER
Max stroke
Dia of circular table
Swivel of ram
:400mm
:800mm
:10 degree
:250*175
:175*175
32
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
33
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.
Note:
Typically all levels
may be fed by
more than one
34
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.
Its 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.
35
AIR CONDITIONING
This 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, dehumidifying
and 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
36
Hull repair
THE WORK CARRIED OUT BY THE HULL DEPARTMENT :
Survey& Identification
Preparatory jobs
Safety precaution
Cropping
Preparation of new plate
Fit up
Inspection
Welding
Dry-Survey
Inspection
NDT
Review of NDT by Class
37
38
INSULATION
A CLASS
A60
B CLASS
A30
A15
A0
C CLASS
B15
B0
INSULATION MATERIALS
39
40
41
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 Plug
Caulking
COLD REPAIRS
FIBRE REINFORCED PLASTIC (FRP)
Chopped Strand Mat
Isothalic Resin
Acetone
Accelerator
Catalyst
Pigment
Silica Powder
Tarfelt
Tar
42
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 ships
works
Psv series,nirikshak,AHTS,fishing vessel ,ads
43
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
44
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 cleaningIn 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 picklingIt is a type of chemical cleaning, sulphuric acid rinsing, hydrochloric acid rinsing,
water rinsing are done in pickling shop
3.Water jettingIn 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 cleaningIn 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
45
Needle scaler
Grinders and sanders
Flap wheels
5.Hand tool cleaningIn 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 cleaningThis method is used to remove the visible oils, grease, dust, sand, and other
soluble
contaminants from steel surface.
46
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 failures
Paint failures, which are generally seen on the painted surface are given by,
Sagging
Pealing
Pinholes
Crocodile
Blushing
Spatter seat
47
Docking
Docking is the process of entering a ship in to the dry dock , Dry-dock is a
narrow basin or vessel that can be flooded to allow a load to be floated in, then drained to
allow 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
Docking Plan
Block setting & Marking
Flooding
Tugs & Boats
Mooring crew
Cranes on both sides
Capstons
Winches
Hauling Carriage
Reference lines, Mouse & Ropes
48
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 side
rails 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.
49
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.
Main engines
Auxiliary engine
Boiler
Turbine
Pumps
Water makers
Heat exchangers
Pollution control equipments
Tail shaft
Propellers and thrusters
50
51
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
52
53
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
54
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
Number of rollers
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.
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.
55
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.
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.
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.
56
33 m
Width
8m
Up to 80 mm
17 Nos.
4 Nos.
Make
Gases used
Marking Speed
12000 mm/min
Cutting speed
1000 mm/min
300 mm
Skid length
45600*9550*665 mm
No of cutting heads
No of marking heads
App 300 m
Marking 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.
57
Marking
12000 mm/min
Cutting
45000 mm/min
19000*5200 mm
35000*5000 mm
500 m (apprx.)
Oxygen
Shield gas
Marking 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.
58
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.
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.
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.
59
Make:
Capacity:
300 t
Stroke:
500 mm
Daylight:
1500 mm
4000*2500mm
700 mm
1250 mm
3600
Motors
For Hydraulic pumps:
For traveling:
Power source:
AC 3 , 415V, 50 Hz
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.
The particulars of the machine are,
Make:
Capacity:
1200 t
Stroke:
600 mm
Daylight:
2200 mm
5000*4500mm
1600 mm
1500 mm
3600
60
Motors
For Hydraulic pumps:
6P 1.5kW/Set
10 T
Effective dimensions of
Table (W*L):
2500*10,000 mm
Roller Pitch:
1000 mm
Ascending Stroke:
350 mm
Power Source:
AC 3 415V, 50 Hz
Besides this, spot heating, line heating etc. are also used for plate forming according to
the requirements.
B. SECTION PREPARATION
i.
61
Make
Blasting Standard
SA 2.5
Blasting speed
4000 mm/min
4 m/min
Capacity
Equal Angle
Unequal Angle
Channel
Wide Flat
Maximum Height
200mm
Maximum width
1m
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
62
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
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.
The particulars of the machine are,
Bending cylinder
one number
Bending capacity
Push- 500 t
Pull- 380 t
Pressure
Stroke
550 mm
one set
Cylinder capacity- Max 60t
Pressure- Max 210 kg/cm2
Stroke-200 mm
two sets
Cylinder capacity- Max 30t
Pressure- Max 210 kg/cm2
Stroke-170 mm
Make
63
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.
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. CO2 gas
acts as shield gas, steel wire of diameter 1.2 mm is used and root gap is made as 6-8 mm.
Spatter
Chipping
Cracks
Undercut
Porosity
Slag inclusion
Lack of fusion
These sub-assemblies will move to assembly or assembly shop for unit or block construction.
64
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,
65
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.
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
66
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 subassembly or even directly from preparation shop.
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.
67
HULL ERECTION
Make necessary arrangements to ensure a smooth and safe erection of units. Following
should be taken care of:
a)
b)
c)
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)
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.
68
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.
69
Spot Welding
Welding Defects
Mainly there are two types of Welding Defects:
Profile Defects
Insufficient Throat
Excessive Convexity
Undercut
Overlap
Structural Defects
Porosity
Crack
Non-metallic Inclusion
Lack of Fusion
Lack of Penetration
Distortion
70
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.
Visual Inspection
Omitted Welds
Weld reinforcement
71
Distortion
Radiography Test
Destructive Testing
Welding Symbols
Square Butt.
Single V Butt
Single U Butt
Single J Butt
Back Run
Fillet
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 Welding ADS plates E81T1 G (Starting block of ADS
5CKP)
72
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:
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.
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.
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.
73
ERECTION
INSPECTION OF PLATES
CENTER LINE
RANDOM INSPEACTION OF
MARKING
HALF BREATH
DECK HEIGHT
INSPECTION OF CUTTING
HORZ & VERT
INSPECTION OF SUBASSEMBLY 100%
TRIM EXTRA
INSPECTION OF
INSPECTION OF SUBASSEMBLY BY
WELDING
GRAND ASSEMLBY
DRY SURVEY BY
OWNER/CLASS
ALIGNMENT
NDT
FIT UP
WELDING
VACUUM TEST ON
ERECTION JOINT
DRY SURVEY
VACUUM TEST
INSPECTION OF GA BY
OWNER/CLASS
MEASUREMENT OF
PRINCIPAL DIMENSON
74
OUTFIT DEPARTMENT:
The outfit department takes over the ship from the hull erection
department. 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 accommodation
outfitting.
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 its
transferring and discharging. A whole lot of piping is required to satisfy this
need efficiently. Therefore every work of the outfitting department goes
hand in hand with the other departments of the ship building department.
75
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
76
77
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.
Mainly pipes are differentiated as Seamless and ERW, ERW pipes cannot be used for
pressure lines.
Fittings:
Bend
78
Pressure Ratings
The pressure rating for the service pipelines are as follows:
Acetylene
Fresh Water
Industrial Water Sea Water
Oxygen
Compressed Air Water Jet Cleaning -
0.65Kg/cm2
2.00Kg/cm2
3.00Kg/cm2
3-4Kg/cm2
4.00Kg/cm2
7.00Kg/cm2
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)
79
VARIOUS SYSTEMS:
MAS
MBH
MFC
MFWC
MBC
MBOC
MMS
MLHS
MHS
MSS
MSD
MWF
MSD
MFO
MRC
MLO
MSW
MFW
MCA
MMS
MEX
MBD
MBF
MDP
MEF
MVT
80
HULL OUTFITTING
Rudder and rudder horn
1. Rudder
Arrangement
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
Hingedruddirrvmh Hingedru:l:l~rwilh
1hreebearinQ3
tIIll bearing.
Simplex. type
Spada rudder
a DMringasemi.apade
rudderg.Jilh ,udde, bern
SimplQ pintlQ
InSQrt.;d pln1Q
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.
81
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 ships
they 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.
82
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
83
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 a
serious 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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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 the
Equipment Number EN, which depends on the displacement, ship breadth, ships
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 ships 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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PLANNING
Deck Outfitting
Machinery Outfitting
Accommodation Outfitting
Electrical Outfitting
-DHO
- E R O (Engine Room Outfitting)
- AO F
- EO F
MRP
GRV
MIV
SIV
MRV
IR
DR
DB
MLF
T4 Machinery
T5 Electrical
T2T3- 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.
MLF
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 stage
at 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) and
stock control items.
MLP
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 fabrication
of outfit items which along with other brought out items will figure in M L Fs 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.
MLC
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 with
copies to the outfit, materials planning at least 3 months in advance.
Design department shall furnish list of M L Fs 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 Fs to planning department
at least 8 weeks in advance based on the monthly M L F schedule.
.
M L Fs define the following
Material code
Brief Description
Piece Number
Drawing Number
Weight / Piece
Quantity
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 L
C. 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 not
allocated. 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 an
identification 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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Stores Identification
Outfitting Warehouse (Indigenous)
Bonded store
General store (Including paint store
& oil store)
Sub Contract Store
-- OW
-- BS
-- GS
-- SC
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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
Seawater cooling pipes and fresh water cooling pipes, Bilge, Ballast & Stripping
pipes
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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.
3rd Tank, De rusting Tank for Pickling using De-rusting solution of Fresh water
with BLAST CHEMI- 301*
Note: * The indicated products are presently used for the purpose by the yard. It
may 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 suppliers 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.
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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 easy
understanding. 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 primer
and 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.
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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.
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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.
2.
3.
4.
5.
6.
(b)
Fabrication of Sub-assemblies
Fabrication of panels
Fabrication of Mid assemblies
Assembly of blocks
Fabrication of Accommodation Blocks
Preparations for hull Dry Survey
Outfit
The following items (25 nos.) are (partly) bought out items (Design+
Materials) purchased from market / outside sub contractors
1. Bell mouth
2. Bottom Plugs
3. 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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Painting of blocks
Chromium Plating
Powder Coating
Galvanising
Acid Pickling
Pipe Outfit
35.
36.
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.
41.
42.
43.
44.
45.
46.
47.
48.
Erection of Ladders
Erection of Platforms
Erection of Hand Rails
Erection of Anodes
Erection of Stairways
Erection of Gratings
Erection of Floor Plates
Cable laying & connecting
Erection of Workshop equipment
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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.
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.
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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 the
necessary 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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106
ADVANTAGES OF TRIBON
DISADVANTAGE
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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CREW ACCOMMODATION
This Convention does not apply to
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 in
ships 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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111
To build and repair ships with consistent quality at all times to the satisfaction of
our customers
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
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
by Maritime
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TRADE UNIONS
Trade unions are the collective bargaining agents in an organization. TUs are
formed 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
To recruit non-members
To pay Benefits
Educational works
National Commission for labour mentions that Trade Unions should pay greater attention
to the following basic needs of workers:
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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 keep co-ordination
To improve efficiency
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 high
Co-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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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:
Communicative skill
Objectivity
Knowledge of work
Human Relation
Empathy
Optimism
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DISCIPLINARY ACTION
Methods of correcting a worker who is not working as per the Standing Order:
Friendly Approach
Advise to improve
Close supervision
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
If the gravity of the case is big, the accused shall be placed under suspension to
avoid indulging with the evidence
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
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
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 time
that 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 -
Activity oriented
-Event oriented.
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2. Oxygen
FIRE
OXYGEN
FUEL
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
Smothering
Starvation
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
5. Class E
Electrical Fire
B. Foam type
Foam
C. DCP type
Inert Powder
Gas
Fire
D. CO2 type
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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.
Give prompt and correct treatment for conditions endangering life such as failure
of breathing, severe bleeding and severe shock.
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
Moving objects.
Electrical causes.
If platform is not available, provide staging at the required height. Ensure CSL
staging rules for staging.
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. Supervisors 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 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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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.
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)
SO to CMD.
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 coworker shall report the matter to the concerned.
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.
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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.
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.
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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
Purchase procedure
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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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
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
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34%
24%
16%
15%
11%
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India needs 5000 dry-dock days /year for Indian flag commercial vessels, whereas
the availability is only around 3000.
Labour Cost is the major category of a SR project. Skilled Labour is available in
India and is cheaper ( 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 ensure
maximum 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
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