hsl report project

INDUSTRIAL TRAINING REPORT

Completed at

HINDUSTAN SHIPYARD LIMITED

VISAKHAPATNAM

A Report Submitted in partial fulfillment of the requirements

For the award of the degree of Bachelor of Engineering in

Naval Architecture and Marine Engineering

Submitted by

S.No Name of the Student Regd. No. 1 Sigatapu Manikanta 312106918026 2 Sofiya Bano 312106918027 3 Srungavarapu Hari Shankar 312106918028 4 Tigiripalli Hemanth Raj 312106918029 5 Yedidi Naga Satya Kameswari Poornima 312106918031 6 Yempada Pallavi 312106918032

Under The Guidance Of

Prof. P.V.J. MOHAN RAO

Head of the Department

Period of Training 06/01/2014 – 28/01/2014

DEPARTMENT OF MARINE ENGINEERING

COLLEGE OF ENGINEERING

ANDHRA UNIVERSITY

VISAKHAPATNAM

2014

1

CONTENTS

History of Hindustan Shipyard Limited

Classification societies.

Shipyard layout

Various departments in a shipyard.

Project cell

Basic design office

Hull division

Miniloft drawing office

Material estimate steel

Hull outfit drawing offices

Machinery division

Electrical division

Production departments

Quality control

Departments in outfit complex

Blacksmith department

Joiners and carpentry

Sheet metal

Rigging department

Painting department

Steel outfit

Departments in engineering complex

Engineering department

Plumbing department

Electrical department

tests and trials

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HISTORY OF HSL

Hindustan Shipyard Limited, strategically located on the east coast of the Indian

Peninsula, is the nation’s premier ship building organization catering to the needs of ship

building, ship repairs and state-of-the-art offshore and onshore structures. Direct sea access,

excellent infrastructure, skilled work force, rich experience and expertise garnered over the

years in building more than hundred vessels aggregating to over One million DWT, enable

HSL to offer by far the most competent services for Maritime sector in the entire region of

SOUTH EAST ASIA.

In India, shipping and shipbuilding industries have an unbroken tradition

extending over 6000 years. Since the day of Indus valley Civilization to advent of British

rule, the Indian Seas had been known for their spirit of adventure and the Indian ships for

their excellence.

In 1940, Scindias appointed Sir Alexander Gibb & Partners, London, as

Consultants to investigate and make recommendations on the shipyard project. After

examining various sites at Calcutta and Visakhapatnam, the Consultants recommended the

site at Visakhapatnam. George Cruishank, an experienced ship builder of U.K., was

appointed as the shipyard manager. Their views are also considered by the consultants while

designing the berths (slipways), general arrangement and layout of the shipyard.

The site, finally chosen, complied with these varied requirements to a very

marked degree. With an area of about 55 acres (this had been increased progressively to

72acres and then to near 100 acres by 1965), the site provided ample accommodation for 8

launching berths and associated workshops. To begin with, only two berths were proposed.

They were designed with a view to their adaptation for the construction of ships up to

'80'550 , subsequently modified to facilitate construction of ships up to ".0'72'550 This

became necessary due to laying of a crane track between the slip ways where originally a 20’-

0” wide road way was provided. Although it was possible to construct a fitting-out wharf of

1200’-0” in length (later extended to 1800’-0” progressively by 1964) it was proposed to

construct initially a 500’-0” long wharf.

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Ship construction was commenced in 1946. Keels, for the first two vessels, were

laid on 22 June 1946 and 22 August 1946 respectively. They were to be steam ships of about

8000 DWT. Their design was of UK origin.

The first vessel was christened as S.S.JALA USHA– and launched on 14 March

1948 by the first Prime Minister Late Pandit Jawaharlal Nehru.

The second ship JALA PRABHA was launched on 20 November 1948 by the then

Deputy Prime Minister, Late Sardar Vallabhai Patel. The launching was done from Delhi by

wireless arrangement.

Even by 1948, Scindias found it difficult to run the shipyard without financial

assistance from the government. They were prepared to hand over the yard to the

government.

In March 1952, S.S.JAGRANI and S.S.JALAPRATAP were being fitted out. In

design and cargo-carrying capacity, these were similar to the earlier JALA type vessels.

JAGRANI was launched in December 1951 by N V GADGIL* and JALA PRATAP was

launched by N Dandekar, ICS, a couple of days before the yard was taken over. JALA

PUSHPA, a similar vessel, whose keel was laid on 26 December 1951, was beginning to take

shape at the slipway. Hindustan Shipyard took charge of these three vessels.

Two ships were delivered and three vessels- two ocean –going ships and a launch

were launched in 1954-55. The ships launched were M.V. JALA VIJAYA and M.V.JALA

VIHAR. Their launching marked the end of the age of Steamships and the beginning of the

era of diesel motor ships.

Rendel Palmer and Tritton of U.K. were commissioned to prepare the project

Report, Design and Estimates for the Dry Dock in 1954-55.

During 1955-56, two ships were delivered and another two ships and a tug were

launched. Keels were laid for 3 vessels, which included the first passenger cum cargo vessel-

M.V.ANDAMANS.

Dimensions of the Dry dock as suggested by them were "0'40'90'620 deep to

accommodate vessels up to 24000 DWT. (Corresponding dimensions of the HINDUSTAN

DRY DOCK which was completed in 1971 are '7.38"0'125"0'800 deep to accommodate

ships of 57000/70000 DWT).

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In December 1959, M V STATE OF UTTAR PRADESH, the first ‘Lubecker’

type ship of 9500 DWT was launched.

The progress of the yard over a period of 9 years between 1952 and 1961 was slow

but satisfactory. Riveting yielded place to welding, steam ships were discontinued while

Diesel motor Ships became the order of the day. The area of the yard was enlarged.

Prefabrication was introduced and ships of relatively larger dead weight capacity and

different design began to be constructed.

An interesting event was the launching of VISHVAPREM in December

1961, in moonlight. This night launching was the first and the only one of its kind in the yard

so far.

JALA KALA was launched on 29 March 1963 by Dr. Nagendra Singh, Director General of

shipping and chairman, Hindustan Shipyard.

In august 1965, a consultancy agreement was signed with IHI of Japan for the design of the

Graving Dock of larger dimensions.

VISWASEVA ship was launched on 26 April 1967.

MP Pai, Chairman of the Shipyard, formally inaugurated construction of the Graving Dock

on 28 August 1967.

Morarji Desai, Deputy Prime Minister, laid the foundation stone of the Graving dock project

on 10 December 1967.

M V VISHVA DHARMA was delivered to the owners on 20 April 1970. This vessel was

fitted out in a record time of less than six months.

SAGAR BHUSHAN, the drill ship, was delivered to the ONGC on 28 may.

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FINANCIAL STRUCTURE:

The cash credit account of HSL with SBI stood at Rs.187.46crores as in

the year 1993. It consists of principal at Rs.62.8crores and the remaining amount of

Rs.124.66crores interest / penal interest and compound interest. The capacity utilization was

20 % in ship construction and 57% in off – shore platform division in 1993 – 94. The

performance of ship repair division has been very much encouraging. HSL has achieved a

turnover of Rs.33.19crores.

Although the ship repair complex is self sustaining and is earning marginal

profits, the main activity of Ship building has been incurring losses, which accumulated to

loss as in the year 1994 was Rs.679.19crores. The losses incurred during the year may be

attributed, inter alia to the high cost of production, heavy interest burden on borrowings

etc…, to finance working capital requirements as there is erosion of working capital due to

accumulated losses.

HSL in 1993 – 1994, achieved a record turnover of Rs.204.40crores, which is

the best in its long history of 5 decades. It also made an operating profit of Rs.19.35crores

even though due to heavy burdens of interest etc…, its net loss has been to the tune of

Rs.110.25crores.

LOCATION OF SHIPYARD:

Hindustan Shipyard is strategically located on East coast of India, at

Visakhapatnam in Andhra Pradesh. The grid position of Visakhapatnam is latitude 17deg 41’

North and longitude 83deg 17’ East.

Area of Shipyard:

Ship Building and ship repairs : 46.2 Hectares.

Offshore platform yard : 25 Hectares.

Covered shop area : over 29,635 sq. Meters.

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HSL CUSTOMER SERVICES CENTER (DRY DOCK & SHIP REPAIRS)

CUSTOMER SERVICE CENTER

It provides all facilities for customers including fax, telex, telephone, Office, secretarial

assistance, accommodation and transport facilities as required.

QUALITY & RELIABILITY

With the backup facility from modern ship building yard in all disciplines including design,

quality assurance, procurement support and production center, customers are assured of

highest quality and reliability of repairs.

QUALITY ASSURANCE

Accreditation received from Lloyd’s register of shipping for systems and accreditation of

ISO-9000 was received. The ship repair activities are also covered along with “ new

buildings “ under our quality assurance system.

COMPUTER AIDED DESIGN / COMPUTER AIDED MANUFACTURE

With the expertise / facilities available for “ new building “ in respect of design and

manufacture the hull components to the requisite shape / profiles are generated on

numerically controlled machines for faster turn- out of repairs.

FABRICATION OF UNITS TO SPEED-UP REPAIRS

In case of large scale renewals and conversions, blocks are fabricated at prefabrication

shop with modern welding facilities and are transported to the dock by –100-ton / 150-ton

self elevating trailers.

PAINTING / NDT / MECHANICAL TESTING / INSPECTION

HSL is equipped with paint testing, nondestructive testing and mechanical testing

laboratories and inspection network to ensure quality of product / materials used .

REPAIRS ALROUND THE YEAR

The repairs are carried out round the clock throughout the Year with the balanced

weather condition

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OTHER FACILITIES

Facilities to under take galvanizing , welding of special steels , cupronickel , NACE ,

DSS , etc .

HSL VALUED CUSTOMERS IN PUBLIC AND PRIVATE SECTORS

The INDIAN NAVY

Shipping Corporation Of India

Dredging Corporation Of India

Visakhapatnam Port Trust

Oil And Natural Gas Commission

Fisheries Survey Of India

Irano-Hind Shipping Company , TEHERAN

Central Institute Of Fisheries And Nautical Engineering

Madras Port Trust

South India Shipping Corporation

ESSAR Limited

Great Eastern Shipping Company Limited

Paradeep Port Trust

India Steam Ship Company

Ratnakar Shipping Company

Jay Shree Shipping Company

Seven Seas Transport Company Limited

GOOD EARTH MARITIME LIMITED

SUDO - Import, USSR etc

8

FACILITIES AVAILABLE

Fabrication and assembly

Well laid out stock yard to stock 30,000 tonnes of steel with adequate handling

facilities .

10 tonnes captivator with magnetic pick -ups

450-tonnes hydroleveller to straighten plates up to 28-mm thick and 3.66-metres

wide.

Shot blasting machine with a speed of 5-metres / minute with dust collection .

Automatic spray painting unit to paint to 25 microns .

Section preparation line with separate facilities as above .

10 – nos of EOT cranes 5 to 10 –tonnes capacity with magnetic lifters spread

over four bays .

2 nos of computer numerically controlled machines with working width of 2

3.66 meters with numerical as well as optical control

4 nos of triple nozzle burning heads to cut four elements at a time .

2 nos varicose flame planners .

2000-tonnes press to roll and press plates up to 45-mm thick and 12-metres

length .

800- tonnes press.

500- tonnes press.

400- tonnes cold bending machine for sections .

200- tonnes section bending machine .

roller conveyors and other material handling devices .

2-nos of bays to fabricate blocks weighing 40-tonnes to 150-tonnes .

Automatic /semiautomatic welding equipment.

100-tonnes low bed self-elevating trailer.

150-tonnes low bed self-elevating trailer.

3-nos of column and boom welding machines in pile rack area .

Condor gas cutting machine .

2-nos of SAW welding machines in offshore yard .

1-no of PLASMA ARC cutting machine in the Hull shop

9

VARIOUS IMPORTANT JOBS UNDERTAKEN IN ADDITION TO SHIP

CONSTRUCTION

Fabrication of substructure of 240-tonnes in HSL for the drill ship built for

the first time in India .

Fabrication of derrick for the drill ship and erection in collaboration with m/s

FELS , Singapore .

Fabrication of 1066-tonnes of bridge girders for different zones for the Indian

railways .

Fabrication of 750- tonnes of dredge pipes for dredging corporation of India.

Fabrication of 3050-tonnes of structures for Visakhapatnam steel project.

Fabrication , erection and testing at site in Rajasthan of a pro type air craft

pen .

6-nos dumb barges of 200-tonnes each.

Dock gate weighing 650-tonnes for naval dock yard , Visakhapatnam

Welding of cupronickel pipes on drill ships.

Welding and testing of high pressure piping carbon steel .

Duplex stainless steel.

Undertaking high quality position welding with 6GR welders on offshore

platforms .

Fabrication of building modules required for offshore platforms and

shipbuilding .

Expertise gained in taking up 28 specialized sophisticated systems on drill ship

including bop system , diving system , etc .

Processing and rolling of plates up to 60-mm thick and 12 meters wide into

pipes and other required shapes .

Fabrication of heli-decks.

Laying of submersible pipelines for offshore platforms.

Major repairs for M V AKBAR (passenger vessel).

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SHIPBUILDING FACILITIES

Slipways 3 (to build ships upto 30,000 dwt capacity)

Covered Building Dock 1 (to build and repair ships upto 50,000 dwt capacity)

Quay 457.2 metres (to accommodate 3 ships at any time)

Steel Process Facility 30,000 tonnes per Annum

Output of Ships To build and outfit up to 3.5 Ships of 21,500 dwt

capacity equivalent to standard Pioneer Ships per Annum

BERTH DETAILS:

(SLIP WAYS)

Berth No. 1

Berth No. 2

Berth No. 3

CRANES

DIMENSIONS

195 x 26.6 Metres

195 x 26.6 Metres

140 x 22.7 Metres

8nos., including 2nos., of 45 Ton Cranes and one 60 Ton

Crane.

COVERED BUILDING DOCK

Size

No. of Main Pumps

Capstans

Services

Length of Dock Cover

Height of Dock Cover from Floor

No. of Cranes

OTHER FACILITIES

240 mtrs x 53 mtrs x 11.25 mtrs

3 nos., of (830 – 1400 LPS)

4nos., of 15 Tonnes capacity

Compressed Air, Oxygen / Acetylene, Fire Fighting, Salt

Water, Fresh Water Lines.

182 Mtrs.

52 Mtrs.

2nos., EOT Cranes of 150 Tonnes Capacity each.

1no.,100 Tonnes capacity Level Luffing Crane.

5nos., of Cranes at the Outfitting Quay (457.2 Mtrs.)

including 1no., 125 Tonnes and 1no., of 50 Tonnes Level

Luffing Crane. Crawler Cranes, 3nos., of 250 Tonnes

capacity.

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CLASSIFICATION SOCIETIES

Shipbuilding is commercial activity. So insurance is of supreme important since the

ships and cargoes carried in them involve large amounts of money. So the ships are insured.

The classification societies establish and administer standards called rules and regulations for

the construction, inspection during construction and periodical survey of ships during

operation of ships.

The origin of classification is associated with the name Lloyds register of shipping,

which is the oldest society. Lloyd’s register was established in 1760 and thus existed for more

than 200 years. To ensure that the ships are properly equipped and maintained a number of

classification societies have framed rules governing the construction of ships. Classification

societies are concerned to a very extent with the strength of the ships structure. The societies

have surveyors to see that the ships are built in accordance with the rules and regulations and

also to survey the ships periodically to make sure that they are maintained in proper

conditions. Each society also publishes register books in which all-important particulars of

each ship classed with them are recorded.

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Some of the important classification societies are:

1. LLOYDS REGISTER OF SHIPPING:

Year of establishment-1716

Head office –LONDON, GREAT BRITIAN

2. BUREAU VERITAS:


Head office –PARIS, FRANCE

3. GERMANISCHER LLOYD:

Year of establishment –1867

Head office - BERLIN, GERMANY

4. DET NORSKE VERITAS:


Head office-OSLO, NORWAY

5. REGISTRO ITALIANO NAVALE:


Head office- ROME, ITALY

6. AMERICAN BURAEAU OF SHIPPING:


UNITED STATES OF AMERICA.

7. REGISTRAR OF SHIPPING OF U.S.S.R (RUSSIA)

8. TERKOK KAIJI KYOKAI:


9. BRITISH CORPORATION OF REGISTER OF SHIPPING:

Year of establishment –1980

10. INDIAN REGISTER OF SHIPPING:

Year of establishment- 1972

Head office- MUMBAI, INDIA

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SHIPYARD LAYOUT

Shipyards can be categorized on the basis of:

Size of the ship.

Type of ships – seagoing or river craft.

Technological process

Production organization.

Hull materials. (metal – steel or aluminium alloys, concrete, wood, composite or

GRP).

Ship assembly yards i.e., obtaining processed hull panels from other sources. HSL

specializes ships of below 50,000 tonnes DWT while Cochin shipyard above 50,000

tonnes DWT.

An ideal shipyard for a modern shipyard is based on a production flow basis, with the

yard extending back from the river or shore at which the berths are located. The farthest area

from the berth is reserved for the material stockyard, and between these two, other workshops

are arranged in sequence.

Considerations for layout of a shipyard:

Planning a new shipyard or re-planning an existing one involves decisions to be made on

the following.

Size of ships to be built.

Material production per year to be achieved.

Material handling equipment to be provided.

Machineries to be installed.

Unit size and weight to be fabricated and erected.

Amount of outfit and engine installation to be under taken in the panels i.e., advance

out-fitting.

Control services to be supplied.

Administration facilities required.

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VARIOUS DEPARTMENTS

Design drawing offices are responsible for the design parameters of ship, structural

and other classification plans, technical specifications for the placement of order of steel,

machinery and equipment. The works are divided into the following:

1. For tendering a project (ship) the work must be based on:

a. Tender documents.

b. Rules of classification societies.

c. Regulations of statuatory authorities (MMD), SOLAS, IMO and other

authorities.

d. National and international standards, for the construction.

e. Compliance with the construction schedule, material procurement schedule,

production planning and control department, which is based on master

schedule, made for five years.

2. After signing of the contract with the ship owners, works are to be carried out as per

the contracted technical specifications.

3. To interact and correspond with other design drawing offices, production planning

and control, classification societies, statutory authorities, production department and

purchase department, stores, ship owners and quality division.

4. To minimize the product non-conformity through compliance of quality system

procedures.

5. Documentary control project wise i.e.,

a. Maintenance of the document.

b. List of documents with their names and numbers.

c. Number of pages in the documents.

d. Correspondence

6. To attend surveys, dock trials, sea trials and any other trials to record results of

performance and compare with that of assured by the supplier of machinery and

equipment and to compare with the contracted technical specifications.

7. To ensure the cost of materials to be within the estimates without sacrificing the

quality requirements.

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PROJECT CELL:

1. Preparation of technical specifications and commercial specifications basing on the

information received from different design offices for tendering purposes.

2. Finalization of technical specifications and contract, with all design drawing offices.

3. Technical and commercial specifications, general arrangement, mid ship section of the ship

thoroughly discussed with ship owners and finalized, including the list of manufacturers of

machinery and equipment also.

4. Finalization of technical specifications with all design offices as discussed with ship

owners.

5. Co-ordination of activities with other design offices, production planning and control,

classification societies and statutory authorities, ship owner and quality division.

6. Signing of the contract.

After signing of the contract the project cell is to ensure:

1. The project conforms to the contracted technical specification, rules of classification

societies, and regulations of statutory authorities.

2. The project to comply with the construction schedule of production planning and

control dept.

3. To minimize, the product nonconformity through compliance of quality system

producers.

4. To circulate the revisions of contractual technical specifications to all the concerned.

5. To interact with design drawing offices, commercial sections, legal cell, and

production-planning control.

6. Documentary control.

BASIC DESIGN OFFICE (B.D.O.):

Preparation of geometry of ship defining L, B, D, T, coefficients of form etc, contours

of a ship in all planes i.e. elevation, plan view, and sectional views; Design calculations such

as hydrostatic characteristics; weight estimation; powering to achieve the required speed;

design of propeller to provide the required thrust to overcome the resistance; stability

calculations including the damage stability; capacity plans; arrangement of keel blocks and

bilge blocks; launching calculations or float out calculations and docking plan; draft marks

plan; plimsol marks plan; determination of light weight of ship and center of gravity by

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conducting inclining experiment; bollard pull test in the case of tugs; comparison of model

test results with the results obtained during sea trials to evaluate the performance of ship.

HULL DIVISION:

Hull division consisting of

a. Functional design office for the preparation of classification plans of hull, hull appendages

such as rudder, rudderstock, rudder pintles, stern frame and the paneling arrangement for the

hull of ship.

b. Working design-drawing office (STEEL) for the preparation of working drawings, Hull

appendages, all structural drawings based on the approved classification plans -panel wise;

seats for main engine and its auxiliaries in the engine room; seats for machinery for

anchoring, steering gear, mooring, cargo handling as per the manufacturers’ guidance plans.

MINILOFT DRAWING OFFICE:

1. Preliminary and final fairing of lines of a ship as per the station offsets supplied by

Basic design office.

2. Establish design data base in mini loft. The offset table is made.

3. Define the hull structure as per classification / working drawings for the above using

the software (earlier AUTOKON was used by HSL and now it is changed to

TRIBON).

4. Preparation and issue of computerized numerical control tapes for generation of steel

structural elements on CNC gas cutting machines (1/10 scale film was earlier

prepared for the generation of steel structural elements to be used on LOGOTOME

machine). 1/10 scale film can also be used by NC machines.

5. Preparation and issue of PMC (plans for marking and cutting) drawings for plates and

sections, for simple structural elements such as brackets.

6. Information for making rolling sets for rolling of shell plates in the transverse

direction.

7. Information for bending shell longitudinals.

8. Check dimensions for CNC tapes, for random checking after gas cutting in hull shop.

9. Jig heights for assembly of panels into blocks and for making panels at prefabrication.

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Material estimate office (steel):

For ordering steel, maintain the records of receipt of steel and allocation of steel -drawing

wise and ship wise.

HULL OUT FIT DESIGN DRAWING OFFICES:

a. Working design office (accommodation):- For preparation of general arrangement and

other classification plans with list of materials required.

b. Working design office (outfit):- Preparation of specification of all out-fit items for

procurement action by purchase department; Specification of paints as per the approved

painting scheme for procurement action by purchase department; and allocation of paints for

painting department.

MACHINERY DIVISION:

Machinery drawing office:

Layout of machinery in engine room; layout of steering gear; layout of anchor gear;

layout of cargo gear, pumps etc, then preparation of technical specification for main engine

and auxiliaries, propellers and shafting; diesel alternators and its auxiliaries; boilers and its

auxiliaries; steering gear engine; windlass, mooring winch, deck cranes etc; evaluation of

tenders and preparation of comparative statement of various offers to a common base and

finalization of technical offers, preparation of necessary working drawings as per

manufacturers guidance plans.

Piping drawing office:

Layout of piping system wise i.e. fuel oil supply system, lubrication oil system, cooling

water system, compressed air system etc; layout of piping for all auxiliaries in the engine

room, layout of piping outside the engine room i.e. bilge system, ballast water system, fire-

fighting system, cargo handling system; anchoring arrangement; steering gear system;

mooring system etc. and Preparation of working drawing for the above.

Material estimate for machinery and piping and other equipments: This section deals

with cost estimate of machinery, piping and equipments and allocation of pipes to plumbing

department.

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Electrical division:

a. Electrical design drawing office - preparation of layout of electrical/ electronic/

navigational installations, preparation of layout of communication system, layout of cable

routing to various parts of the ship. The electrical part of machinery and equipment are dealt

by this office and give their comments to machinery division.

b. Electrical design (materials)- They deal with the preparation of specification for all

electrical/electronic/navigational equipment, to be sent to purchase department for

procurement action. Then the evaluation of tenders and preparation of comparative

statements of various offers to a common base, finalization of technical offers.

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PRODUCTION DEPARTMENTS:

STEEL STOCKYARD:

Steel orders are prepared by the drawing office, the plate sizes being lifted from plans

or plating models or obtained directly from complete printouts. On arrival at shipyard, plates

and sections are temporarily stored in the stockyard. The area required for a stockyard

depends on

Time taken for the steel from the date of placement of order

Number of ships to be delivered in a year by the shipyard

Size of ship

Proximity of source supply

Other facilities in the fabrication shop of the shipyard

The area in steel stockyard is allotted ship wise thickness wise and classification wise.

The plates can be stacked vertically in racks which is convenient for weathering purposes and

which avoids the pooling of rain and which require lifting of weights by cranes from racks

and making them horizontal for plate preparation. The vertical stacking of plates requires

higher overhead space for the cranes. Plates can be stacked horizontally even though there is

a possibility of pooling of rainwater in between the plates that may lead to corrosion.

Horizontal stacking facilitates handling of plates. The possibility of pooling of water is now

over come by having covered steel stockyard or by applying solution on the top plate of the

stock and covering the stocks by tarpaulins if stockyard in open area. The stockyard is

provided with electric overhead traveling cranes traveling on rails, lifting of plates with

magnetic clamps or blocks. The crane capacity depends on the shipyard.

CAPTIVATOR: To improve the handling facilities in the stockyard a device known as

“captivator” is now being used. Plates required for the next day production in fabrication

shop are pre stacked at the captivator. Captivator lifts the plates from the top of stacking

using magnetic pickups and transfers it to a roller conveyor.

MANGLES: Mangles is the name given to a heavy set of plate straightening rolls through

which the plate is passed prior to its being worked. During transit plates may become

distorted, and for many of the modern machining processes, it is important that the plates

should be as flat as practicable.

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HULL SHOP

This is the first department in the production process of a ship. The various jobs

involved in hull shop are

1. Preparation of steel plates and sections

2. Marking

3. Gas cutting

4. Forming

PREPARATION OF STEEL PLATES AND SECTIONS:

Good surface preparation is essential to successful painting, the primary cause of many

paint failures being the inadequacy of the initial material preparation. It is particularly

important before painting new steel that any mill scale should be removed. Mill scale is a thin

layer of iron oxide which is bluish black or reddish brown in color, depending on how the

plates come from steel mills and which forms on steel surface during hot rolling of the plates

and sections. Mill scale resists the corrosion but the complete plate is not protected by mill

scale and will not remain intact, so, mill scale cannot be relyed upon for steel plates for

protection from corrosion. The steel plates can be thoroughly cleaned before they are painted,

by chipping, scraping and brushing which are sufficient to protect the steel plates with out

corrosion. In practice the mill scale is removed by of the following methods.

The most common methods employed to prepare steel surface for painting are:

1. Weathering

2. Blast cleaning

3. Pickling

4. Flame Cleaning

5. Hand Cleaning

1. Weathering:

Mill scale is removed by exposing steel plates to atmosphere. This is a natural process

and cheaper but it takes long time.

2. Blast Cleaning:

It is the most efficient method for preparing the surface. Following the blast

cleaning it is desirable to brush the surface, and apply a coat of priming paint as soon

as possible since the metal is liable to rust rapidly.

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a. Dry sand blasting:

In dry sand blasting fine dry sand is blown on to the steel plates or sections by means of

compressed air, which make the steel perfectly bright. Dust and fine sand will fly to and it is

injurious for the health of people working near about the plates. The blasted surface of steel

plates must be painted immediately before the flying sand other wise dust will settles on fresh

paint.

b. Wet sand Blasting:

In wet sand blasting, sand is mixed with rust; repelling chemical solution (fresh water,

solution of k2cr2o7 and di-sodium phosphate) is used. Little dust or sand spreads to the

surroundings area. The chemical solution prevents the clear steel surface from being attacked

by oxygen of the atmosphere, for 4to 5 hours.

c. Grit Blasting:

In shot or grit blasting slots of steel cast iron, copper slag or Al slag are used. The slots

are collected efficiently in the machine, the plates are to be dried before they enter shot-

blasting machine.

There are two main types of blasting equipment available, an impeller wheel plant where

the abrasive is thrown at high velocity against the metal surface, and a nozzle type where a jet

of abrasive impinges on the metal surface. Cast iron and steel grit, or steel shot which is

preferred may be used for the abrasive, but non-metallic abrasives are also available. The use

of sand is prohibited because the fine dust produced may cause silicosis.

3. Pickling:

This involves the immersion of the metal in an acid solution, usually diluted

hydrochloric or sulphuric acid in order to remove the mill scale and rust from the surface.

After immersion in these acids the metal will require a thorough hot water rinse.

4. Flame cleaning: Using an oxy-acetylene flame the mill scale and rust may be removed

from a steel surface. The process does not entirely remove the mill scale and rust but

it can be quite useful for cleaning plates.

5. Hand cleaning: This process is not satisfactory since wire brush is used for cleaning

the surface manually.

Blast cleaning is preferred for best results and economy in shipbuilding; pickling which

also gives good results can be expensive and less applicable to production schemes; flame

cleaning is much less effective; and hand cleaning gives the worst results.

22

Following the shot blasting of plates and sections, the material passes immediately

through an airless spray-painting plant. In one pass the material is automatically sprayed with

a priming paint of controlled coat thickness.

TEMPORARY PAINT PROTECTION DURING BUILDING:

After the steel is blast cleaned it may be several months before it is built into the ship

and finally painted. It is desirable to protect the material against rusting in this period, as the

final paint will offer the best protection when applied over perfectly clean steel.

The formulation of a prefabrication primer for immediate application after blasting

must meet a number of requirements. It should dry rapidly to permit handling of the plates

within a few minutes, it should be non-toxic, and it should not produce harmful porosity in

welds nor give off obnoxious fumes during welding or cutting. It must also be compatible

with any subsequent paint finishes to be applied. Satisfactory formulations are available, for

example a primer consisting of zinc dust in an epoxy resin.

After the priming is applied it enters through the cooling chamber. In this plates are

supported with chains at ends to cool the plates at a time both the sides. After the cooling is

completed it passes to the hull shop. The entire length of the conveyor in the HSL for plate

preparation is 125m.

PLATE TREATMENT LINE:

Heating chamber

Blasting chamber (shot blasting)

Spray painting

Drying chamber

PLATE TREATMENT PLANT:

Plate max. length =14m

Plate max. width =3.65m

Speed =5m/min

Conveyor length =125m

Type of grid =cast steel slots

Quality of surface =SA 2.5

23

Type of paint =10ESP

=7RESP

=1 ZSSP

Dry film thickness (D.F.T.) = 25microns.

Cranes:

Jessop crane of capacity =10ton

MARKING OF PLATES: The marking of structural elements of ship can be done in three

ways.

a. Marking from the mould loft data provided on the moulds and mockups (used prior to

1972).

b. Marking from drawings.

c. Marking from templates lifted at site on ships.

Marking from the mould loft data is the simplest of all the three and was used up to

1971-72 in shipyard. The mould loft data does not include the edge preparation of the plates

but contains all the reference lines such as the buttock lines /water lines /frame lines and

length of the plate, width of the plate etc. For the edge preparation of the structural members

in the hull shop makers are to refer the drawings.

Marking of the plates from the markers drawing is used directly for producing

components which bear no relation to the lines of the hull parts such as manhole covers,

tanks, ventilation trunks, piping etc. Marking from templates lifted at site on the ship is used

mainly for ship repairs. In ship construction it was a practice earlier to lift the bilge strake

after aligning the side shell and double bottom to allow for the inaccuracies of the alignment

of the panels of the ships at building berth or building dock.

PUNCHING: Punching the lines and reference marks on the structural members is a must as

the marks on steel, marked by means of scribers or chalked thread may not be retained for a

long time. Reference lines like water lines, frame lines, buttock lines are indicated by 3

punches marking. The element number, panel number, ship number are visibly stamped with

punches, for identification and these are rounded with paint.

CUTTING PROCESS:

a. Manual gas Cutting: In this type of cutting, a preheating flame heats the material and after

which the ferric oxide is blown away by a powerful blast of oxygen. The cutting by the oxy-

24

acetylene flame is only possible whose melting points are higher than the boiling points.

Combustible gases used for preheating are acetylene, propane, pyrogas and coal gas. The

oxygen that assists the combustion and forces the iron oxide should contain at least 99% of

oxygen to ensure a smooth cut. Care should be taken to use correct nozzle size for the

thickness to the blowpipe type. The nozzle of the cutting torch should be cleaned regularly as

it becomes clogged with metallic particles during its use. Cast iron having a melting point of

1100-1200C and a boiling point of 1250 is difficult to cut. If the carbon content in the cast

iron is about 3.4%, it cannot be cut at all.

The accuracy of the cut is largely dependent on the uniformity with which the workman

moves the torch. Oxygen and acetylene gases are usually piped through distinguished mains

to various parts of the shipyard. Oxygen and acetylene are supplied in cylinders where it is

not possible.

b. Optically controlled flame cutting machines like logatome using 1/10th scale film or

transparence 1/10th scale:

The controlled mechanism for the machine is located in a room in hull shop near N/C

machines. A tracing head with photo electric cell traverse the 1/10th scale transparent

drawing locating on a viewing table by following the lines of the plan from the start to stop

points in sequence planned by a loft men or draft men. The control is linked to the cutting

machines which is out side. This machine, consists of a carriage with extended ends carrying

the gas cutting torching two arms are generally fitted along the machine to be cut at same

time 2plates which can either identical or mirror images. Each burning head or gas cutting

torch is fitted with 3 nozzles allowing various edge preparation bevels to be cut. The height

of flame is automatically adjusted and speed control is maintained to cut and it is accessibly

for marking templates can be fitted to machine to punch the marks on the plates at decided

locations.

c. A similar earlier machine may have been designed to work in association with 1/100th

optical measuring process. A glass negatives taken from a lofted 1/10th scale drawing. The

traveling carriers are in the form of console unit in which 1/100th glass negative is placed.

This contains a photoelectric scanning device to control the movement of burning leads and

control torches.

The disadvantages are, preparation of 1/10th scale drawing requires a high standard

scale of draft men ship and training becomes expensive. The second disadvantage is the

25

possibility of higher cutting speed with the adoption of plasma cutting would make optical

control, less adoptable is difficult.

d. CNC: (Numerically controlled flame cutting machines using NC tapes):

There are 3-types of NC machines,

1. Cutting all 4 sides of plates simultaneously

2. For cutting two or four identical shapes such as port and star board (two axis machines)

3. For cutting developed shell plates

NC implies control of machines by means of tapes on which they record the co-

ordination points of profile, as AUTOKON (NORWAY) earlier and TRIBON at present is

being used the preparation of plates.

The CNC machine has a capacity to cut about 100m per day. The following colors are

displayed on computer to indicate the process.

Marking –pink line

Lines to be cut –blue

Completion of cutting –red line

e. Plasma arc cutting:

In some shipyards plasma arc cutting is also used with N/C burning machines. The

normal cutting speed for 12mm (1/2in) plate is about 3 times the speed of oxyacetylene

cutting. The speed advantage decreases with the increase of plate thickness. Plasma arc

nozzle is bulky and is therefore used primary for machine cutting. Substantial reduction in the

amount of fumes and noises result when cutting is done over a water surface. The plasma arc

process has been used for cutting aluminum and stainless steel with argon mixtures. More

recent developments have made the process more competitive with air or oxygen being used

instead of the inert gases besides reducing cost.

Air carbon arc:

The intense heat of the carbon arc melts the steel locally and the high-pressure air

introduced around the carbon rod blows away the molten metal. Thus the temperature of the

adjacent surrounding material is much lower than would be the case with gas arc gouging is

particularly useful in repairing of castings. This is used for sealing welds.

26

FORMING OF PLATES:

The forming of plates can be done in

1. cold

2. hot

3. line heating

The effect of cold forming of bilge plates is out side fibers strain up to 1%elongation and can

be neglected. Cold forming of pipes, tubes from thick plates such as heavy masts out side

fiber of strake which will have more than 1% elongation is take into consideration in a highly

stressed area in a ship for cold forming conventional rolling machine and presses are used for

rolling and bending of plates. Rolling machines are provided with feature for corrugating the

plates and for flanging off the plates. The radius of flange of plate is depending on the radius

of knife-edge used. Generally the radius will be 2 ½ times the thickness of the plate. The

rolling of plates requires “edge nipping’’. The rolling machines have adequate bending rolls

for rolling shell plates etc. and they are hydraulically operated. Two lower rollers are

provided and are made to revolve in same direction, so that the plate will kept between them.

A slight larger diameter top roll may be adjusted for larger and two lower rolls have

adjustable centers. The 2000 tons rolling machine in hull shop can be used to roll the plates

into semicircular shapes up to 45mm thickness and length of plates can be around 14mm.

Some of these rolling machine are supplied with the accessories to allow them to under take

heavy flange work for corrugated bulkhead. Rolled plates are shaped in rolling machine. The

fore and aft curvatures in forward and after parts of ship are obtained by pressing rolled plates

by the presses.

PRESS:

Presses are used for rolling of plates, for flanging, dishing and swaging of plates. The

rolling of plates in the press is slower process and requires a greater skill. The press may be

operated hydraulically, electrically or pneumatically.

For the plates which are needed to roll and to bend in required shape, the following machines

are available:

320-ton press used for the plates having thickness 14 mm to 16mm

250-ton press used to give double curvature to required plates

400-ton frame bender

800-ton press

Rolling and bending machine 2000 ton

500-ton press

27

Gilton and shearing machine: Blade angle is 5

Max. thickness to be cut: 15mm

HOT FORMING:

The curved plates or sections which cannot be cold formed by mechanical devices may

be hot formed by furnacing. The floor area in front of furnace is made of perforated cast iron

blocks. The perforated holes are used to place drift pins, dogs for holding down, guide bars

and heated members. Earlier for bending of frames furnace is used. The furnaces are

generally operated by oil or gas. For the frames, wooden mould is generally prepared 1:1. A

set iron ( )"1"3"8"52

11"

to is bent to inner side of frame on bending floor. A slight more

curvature is given to iron set by experience to allow for the changes of shape for the hot bent

frame when cooled. The length of frame is taken on a neutral axis with bending allowance

and heated in furnace. The hot frame is bent with aid of hydraulic squeezers from a pin fitted

to one of the holes of bending floor. During this the frame is hammered to secure a flat shape

of the web and to prevent lengthwise bulging, when the frames are bent in hot. Then it

changes to actual shape when it cools down. The frame is checked with wooden template in

cold. The bending of frames in hot is superseded by cold frame bending machine, which

takes less time, and pair of frames, port and starboard side, can be done simultaneously.

FORMING BY LINE HEATING:

Forming of plates can be done by line heating which is a slow process and requires expertise.

In this process temperature of line heating is about 650 c and quenching is used to shape the

plate. The quenching is accomplished by applying water spray immediately after heating.

Permission is required from classification society before using this method. Quenching

process changes the properties of steel.

THE MACHINES IN THE HULL SHOP:

1. Earlier, when the construction of ship is by riveting, a punching machine to punch the

holes, a counter sunking machine for counter sunking the holes were there. Since welding has

taken out riveting, these machines were not found now days in fabrication shop. In the

fabrication shop of Hindustan Shipyard 2000 tones press cum rolling machine, 800-ton press,

and 250-ton press are there. There is a shearing machine to cut the plates by shearing. Plates

of smaller thickness up to 8mm can be sheared. The rolling machines are installed to roll the

plates to a full circle. In the layout of hull shop or fabrication shop, the flow of material must

be unidirectional.

28

2. The handling of material should be done carefully without deforming then by

magnetic pickups.

3. Before making use of plates and structurals, they are to be inspected such as

laminations, and also for correct thickness as indicated in drawing. Correct edge preparation

is to be done as per drawings.

4. After gas cutting, plates are to be checked for dimensions and deformations if any.

After gas cutting the plates are to make free from slag etc. to have neat edge. The burning

slag can be removed easily when it is hot. It is very difficult to remove burning slag when it

becomes cold and chipping machines are to be used. Structural elements are to be stacked

panel wise or ship wise between hull shops.

5. Plates require forming are to be checked after forming and sent to prefabrication to

avoid unnecessary handling.

WELDING:

Riveting is completely replaced by welding in 1960’s in India. Welding is the combination of

plates or sections by melting the material as the connecting points. The following are some of

the welding process in use:

Electric Arc Welding

I. Manual Metal Arc Welding

II. Machine Welding

1. Gravity Welding

2. Submerged Arc Welding

3. Fuse Arc Welding

4. Inert Gas Shielding Arc Welding

5. CO2 Welding

6. Electro Slag Welding

7. Electro Gas Welding

8. One Side Welding

Pressure Welding

1. Forge Welding

2. Electric Resistance Welding

Butt Welding

Spot Welding

Seam Welding, Flash Welding

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PREFABRICATION SHOP

The structural elements are assembled in subassembly area. With the help of subassemblies,

panels are made in the prefabrication. The panels are assembled into the blocks. The

reference lines given on the structural elements are made use off for aligning the structural

components. For convenience of handling, hull is divided into double bottom, side shell,

bulkheads, after end structure, fore end structure giving their sequence of arrangement as per

the sequence of arrangement on the building berth/building dock (as per the panel

arrangement drawing prepared by drawing office). The material handling in prefabrication is

done by one 45 ton crane, two 80 Ton cranes, two 40 ton cranes and 10 ton crane, self

elevating truck to transport the panels stacked on trussels to any where in the yard and to

bring them back with in reach of building berth/ building dock cranes.

SUB ASSEMBLIES:

When plates and sections have been machined they are ready for assembly into ship units.

Before assembly, small sub assemblies may be fabricated from plates and sections, the sub

assembly being an element to be placed in the unit. For example a side shell panel is being

built as a unit it might consist of strakes of side plating, vertical frames, and a single web

frame. This web frame will probably consist of a web plate with a welded faceplate. Prior to

fabrication of the side shell unit the faceplate would be welded to the web plate.

UNIT ERECTION

When the units are complete there is often a buffer stage for advance out-fitting before

their erection on the building berth. The storage area is generally open, adjacent to or more

probably at the head of the building berth. Sequences of erection vary from Shipyard to

Shipyard, and depend on a number of factors. Unit size is perhaps the most important

consideration, also the nature of the handling facilities available.

In general it is common practice to make a start in the region of the machinery spaces,

obviously working from the bottom to upwards, and also aft and forward. By starting work in

way of the machinery spaces, this allows access for engineering department at an early stage

to this space to prepare and fit much of the auxiliary equipment associated with the main

machinery. In many cases items of the main machinery are also fitted prior to launch using

30

the heavy lift cranes available at the berth. Bow sections are often the last to be fitted, the

stern sections being completed at a much earlier stage. The tail shaft etc. are installed prior to

launch. In this connection most ship owners prefer that the aft end should be completely

erected, faired, and welded. Prior to boring of the stern, as some troubles have been

experienced with vessels where boring was under taken. In the erection of the ship units it is

important to employ the correct welding sequences.

TESTING OF THE COMPARTMENTS:

All watertight and oil tight compartments below the water lines are tested before the ship is

launched by filling them with water and applying a head of specified height as per the

requirement of the Classification Societies. Generally pressure test is done by fresh water.

Alternatively, the tanks are tested by filling up with air to required pressure and find out leaks

by applying soap solution to the welded joints. If there is a leak in weld, soap bubbles appear

at the spots. The other areas such as cargo holds i.e. side shell and water tight bulkhead are

tested with a hose and water under certain pressure and keeping the water jet at certain

distance from the bulkheads or side shell or deck and the wetness of the welds are checked by

surveyor’s from the other side.

BUILDING DOCK:

A graving dock type of building basin is generally preferred for the construction of very

large ships. The advantages are:

1. Headroom limitations for the cranes on either side of the tracks of the building dock

are minimized.

2. Declivity corrections can be eliminated.

3. Risks involved in launching are eliminated.

4. More than one ship can be built simultaneously in the building dock, if the size of

ship permits.

The construction of the stern of the second ship may be built underway in the basin

before the first ship is floated out. This results in shortening the time between the float outs

and to maintain a more even labor force. Some of the building basins have been provided

with a portable gate to seal off the basin while the other end is flooded.

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EQUIPMENT USED IN BUILDING DOCKS/BERTHS:

Cranes on either side of the building berths or building docks are used to serve the

handling of material as well as panels of the hull of a ship. These cranes are traveling on rail

tracks embedded on proper foundation with electrical power supply.

The types of cranes for building berth or for building docks are following:

1. Hammer head crane, which have only horizontal movement for 360 at the required height

above the ground to facilitate the erection of panels on inclined building berths.

2. Level luffing cranes, which are more popular and more versatile and useful and this crane

can move in all the planes.

In covered building docks the cranes can be overhead traveling cranes on the rail track

fixed on columns on either side of building dock. Hindustan Shipyard building dock has two

over head traveling cranes 150 tons each and each crane has 2hooks, each hook of 75tons.

The building dock can also be served by goliath cranes moving on rail tracks embedded on

the floor of building dock.

INSPECTION AND QUALITY CONTROL:

Quality control is mostly responsible for the accuracy of hull work as the

imported/Indigenous equipments are to be fitted in a ship. NDT for the quality of welds is

also done by the quality control. Steel, machinery and equipment and other items are

inspected as soon as they are received in the yard and then only they are taken into account.

MAINTENANCE DEPARTMENT:

This department is a service department to all the production departments. They are

responsible for the maintenance of machinery and equipment in all the workshops. Cranes,

gas lines, pneumatic lines, water lines (sea water and fresh water) electrical lighting in the

yard as well as in ships; maintenance of vehicles including material handling equipment are

all included in this department at work.

PURCHASE DEPARTMENT:

Purchase department is responsible to get the steel, machinery and equipment required

for a ship to the shipyard as per the material schedule and as per the specifications issued by

the design drawing offices. The purchase department makes their own schedules - item wise

indicating the dates for inviting global tenders including the dates for submission of offers

from the suppliers.

32

The offers of suppliers must be in two parts technical part and commercial part.

Technical part will be sent to the design drawing office. Generally steel is procured through

steel authority India of limited (SAIL) or by open general license.

STORAGE OF MATERIALS:

a. BOND STORE: All the imported items for the ships are to be stored separately in

bond stores as they are to be fitted onboard the ship. They are not to be taken out

from the shipyard with out the permission of customs, as the customs duty is not paid

on the imported machinery and equipment. Electronic equipment and other

equipment requiring storage in cold are to be kept in air-conditioned stores.

b. TIMBER STORES: All wooden logs cut to sizes are to be kept nearer to the joiners

and carpentry department.

c. PAINT STORE: All paints required for the painting of the ship are kept in

these stores.

d. GENERAL STORES: Consumables such as electrodes, nuts and bolts, washers, nails,

screws, general-purpose items, valves and pipes, B-class panels etc. are to be kept in the

general stores.

e. TRAINING DEPARTMENT: Training department is to train the required persons in

all the trades required for ship building such as markers, gas cutters, machinists, welders,

carpenters, plumbers, engine erectors etc.

Accounts department, personnel department, medical department, fire service

department, civil engineering department, canteen, transport all come under the

administrative setup.

33

Quality Control Department

Hindustan shipyard tradition of “QUALITY FIRST” is well known

for its outstanding performance in various projects, the company received the certificates of

accreditation from Lloyds Register of shipping, Indian Register of shipping for quality

assurance in ship building and ship repair and department of science and technology

subsequently has acquired ISO 9001:2008 certificate. This accreditation signifies its high

standards of quality management systems of the yard.

The ISO recognition certificate is a result of Hindustan Shipyard Ltd

and commitment to implement vigorous quality control measures drawn on engineering and

technological systematic lines.

Hindustan shipyard’s quality control set up includes facilities like

mechanical testing, paint testing, Nondestructive testing laboratories etc., to analyze and

establish the quality of products.

Hindustan shipyard is the first Indian ship building yard in the country

to be awarded ISO: 9001 from LQRA, London in 1997.

Quality policy

HSL management has adopted a quality policy as per ISO requirements.

“To produce consistently quality products to national and international standards in time for

customer satisfaction at optimum cost by improving effectiveness of quality management

system.”

Objectives of Quality

1. To meet quality requirements of classification societies.

2. To ensure safety and reliability of ships during construction as M.M.D rules.

3. To ensure competent workforce to carry out assigned activities.

4. To minimize defects and rework during construction process.

5. To ensure effective usage of measuring and testing instruments during construction.

6. To ensure low level defect free brought out from approval suppliers.

34

7. To meet production schedules within reasonable variation.

8. To ensure liquidation of non-moving standard stock and reduce inventory costs.

9. To ensure prompt and effective response/action on receipt of consumer complaints.

10. To ensure good housekeeping by regular cleaning of working areas and display of scrap.

11. The surface defects after blasting and priming of plates/sections at treatment plants and

shall be marked.

Activities of Quality control

QC involves all activities from design, production, installation, servicing and

documentation. It includes the regulation of quality of raw materials, assemblies, products

and components, services related to production and management, production and inspection

process.

Inspection is a process of sorting a well from a lot. Whereas a quality control is an

aimed prevention of defects at various sources, relieves on effective feedback system,

procedure and corrective action to check the defects. For this purpose a detailed study is

conducted to find out from where the defect is originated and how to prevent it, may be it at

manufacturing design, purchase of raw material, dispatch or storage stage.

So quality assurance means to provide the necessary confidence to the customer as well as

management that all concerned are carried out their jobs effectively and that ship quality as

per customer (owner’s) satisfaction with economy. Quality work can be produced only when

all departments fully participate and co-operate.

Responsibility of quality assurance departments:

Plan, develop and establish quality policy.

To assure that products of prescribed specification reaches to the customer.

Regularly evaluate the effectiveness of quality programmers.

Conduct studies, investigation related to quality problems.

Liaise with different departments in and out of the organization.

Organize training programmers on quality.

35

Working Procedure of Quality control

Quality system and procedure for all departments are prepared and issued to

following departments.

Design drawing office, purchase department, production planning department, material

inspection department, material stores and production departments like hull shop, pre-

fabrication, erection department, and outfit departments like engineering, plumbing, electrical

department, sheet metal carpentry, black smith and rigging department. All work procedures

and standards required to individual departments follow for ship building activities are also

issued to above all departments. During the process of work of the individual department they

should follow the established system procedures.

Here quality assurance department lays vital role to oversee whether the department are

following quality system procedures time to time.

Periodically quality assurance conducts audit for each and every departments and establishes

system is followed by them.

During audit if is found that any deviations from system procedure and it will be corrected in

order to established the quality function as ISO 9001:2008 to concerned departments.

As per the quality system procedures the following documents are issued to all departments

by quality assurance.

Quality manual

Quality procedures

Quality standards

Quality plan

Quality formats

DEPARTMENTS IN OUTFIT COMPLEX OF SHIPYARD

1) BLACK SMITH DEPARTMENT:

a. TO fabricate and to install the outfit items in a ship i.e. water tight, weather tight and non-water tight steel

doors; steel ladders; access hatch covers; stair case ladders; ventilators; outfitting of masts, derrick post; sky light;

gang way; fixing of windows, side scuttles.

b. To make forged items for ships.

c. To install and operate weather deck hatch covers and second deck hatch covers.

d. To cut flanges required for the pipes and blanks.

e. Fixing of windows and side scuttles.

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2) JOINERS AND CARPENTRY:

a. Fabrication and installation of wooden furniture and fittings in accommodation spaces; wooden racks where

ever-necessary, wooden gratings; wooden battens; sparring (cargo batten) in the holds; tank top ceiling, wooden

sheathing on decks.

b. Processing of wooden logs to the required sizes

c. Polishing of wooden items.

d. Upholstering wherever required.

SHEET METAL:

a. Fabrication of trunks for ventilation to the spaces such as engine room, cargo holds, stores, accommodation

spaces etc; Gauge work or sheet work (steel plates of 4mm or less).

b. Erection of trunks on board the ship and make them air tight.

c. Testing of ventilation trunks.

d. Air conditioning conduits in accommodation spaces.

e. Erection of metallic furniture such as lockers, dresses in galley and pantries, fittings in toilets and stores and

other places.

f. Record of air quantities area wise / compartment wise.

RIGGING DEPARTMENT:

a. Processing and fabrication of rigging items such as pilot, embarkation and draft ladders, deck storm rails,

canvas awnings, wire slings for heavy lift such as propeller shaft, cargo gear etc. the items of wire ropes, wire

nets and rope nets, mooring and towing ropes, miscellaneous works. Conforming to the pertinent drawings,

established work instructions and approved quality standards.

b. Launching works on building berths: Securing the drag chain bundles placed at pre-determined position

on building berth to control the launching speed of hull, arrangement for releasing the triggers at the

auspicious time of launching, reeving of wooden wedges of the launching cradle to prevent them from

floating and drifting into sea, securing arrangement of puppets at after end and forward end securing sliding

ways to hull.

c. Arrangement of scuffs holding, staging with necessary precautions for safety of personnel.

37

d. Drawing of the materials from stores and handing over to the ship for life saving

appliances and fire fighting appliances.

PAINTING DEPARTMENT:

a. Preservation of hull structure with primers during the construction and until the surveys

and pressure testing of hull are completed.

b. Then the application of painting scheme agreed between ship owner and ship builder. The

painting department is also responsible for surface finish before the application of painting

scheme.

STEEL OUT-FIT: This department was formed in 1984 or so to take out the load from the

erection department to facilitate the progress of out fit works so that erection department can

fully concentrate on the hull of a ship. Erection alignment and welding of foundations/seats

for auxiliary machineries and other equipments and get them surveyed by the classification

societies before the erection of machinery and equipment.

ENGINEERING COMPLEX:

Engineering department:

a. Machine shop has lathes, planers, turners, drilling machines etc. Machine shop overhauls

machinery and testing before erection onboard the ship. They also do maintenance of

machinery and equipment from the day of receipt into the yard and until they are drawn for

installation onboard the ship.

b. Works before launching/float out - Finalization of center line of shaft line which in turn

depends on the height of center line of propeller above the base, which, in turn, depends on

the diameter of the propellers, which, in turn, depends on the thrust to be developed to

overcome the resistance and the stern of the hull of a ship; finalization of center line of rudder

stock which is to be perpendicular to the center line of shaft and to the base line of ship;

erection and preliminary alignment of propeller shaft and other shafting; erection and fixation

of propeller ;erection of rudder stock and rudder; machining of tank top of engine room

double bottom in way of mild steel chocks between the bottom of the bed plate of main

engine and tank top. This method is superceded by using chock fast instead of mild steel

chocks; erection of under water discharge valves and works of sea chest.

38

c. Works after launching – Erection, alignment, testing of all machinery namely main engine

and its auxiliaries; diesel alternators and its auxiliaries; boilers and its auxiliaries; pumps-

bilge, ballast and fire; cargo handling machinery i.e. deck cranes; anchoring arrangement-

windlass; mooring arrangement-winches; steering gear arrangement.

d. Commissioning of all auxiliaries and equipment.

PLUMBING DEPARTMENT:

a. Fabrication of piping for all systems in the shop and testing for their water tightness. The

systems are broadly divided into plumbing works in engine room such as fuel oil system,

lubricating oil system, cooling system, compressed air supply system.

b. Plumbing work out of engine room: Bilge piping, ballast piping, fire fighting piping,

sanitary system, F.W. and S.W. supply system and piping for the operation of hatch covers

anchor chain washing, anchor washing.

c. Galvanizing the pipes wherever required.

d. Dock trials for testing of the operation of the main engine.

e. Sea trials.

f. Handing over of spares and manuals etc. to the ship at the time of delivery.

ELECTRICAL DEPARTMENT:

a. Fabrication and erection of channels on board the ship for cable routing, cutting of cables

to the required lengths and laying of the cables and dressing and termination of the cables.

b. Foundations for electrical/electronic/navigational equipment; erection of electrical /

electronic /navigational equipment on board the ship, testing and commissioning.

c. Dock trials

d. Sea trials

e. Handing over of spares and manuals etc to the ship.

39

TESTS AND TRIALS

During the period from launching to delivery the main engine, and its auxiliaries and

all other auxiliaries in engine room are erected on the foundations or stools, tested and

commissioned. Then the dock trials will be conducted.

DOCK TRIALS: Dock trials require the erection, alignment, bolting to foundations, testing

and commissioning of auxiliaries such as pumps, heaters, purifiers, compressors etc. which

are required for commissioning of main engine after erection of main engine, alignment and

fixing of main engine with holding down bolts with mild steel chocks or chock fast on the

tank top of double bottom. Dock trails are mainly to commission the main engine and

retesting of its performance.

SEA TRIALS: The windlass, mooring winch, deck cranes and other miscellaneous deck M/C

are to be erected, aligned and bolted to the foundations. All other equipment such as life

saving appliances fire-fighting appliances, navigational equipment are to be in position before

sea trial. Then the ship goes for sea trials with surveyors of classification society, M.M.D.,

service engineers of machinery and equipment, ship owner’s representatives including

officers. The performance of machinery and equipment are recorded and compared with

assured performance of suppliers of machinery and equipment. The sea trials include the

following:

1. Compass adjustment

2. Adjustments on main engine and then

3. Endurance test of the main engine i.e. two hours on light diesel oil, 3hours on heavy fuel

oil, 1hour on light diesel oil.

4. Running of main engine with out efficient booster

5. Running of main engine at max. Attainable r.p.m.

6. Turbo charger washing.

7. Crank web deflections.

8. Speed trials at 50% and 100% powers.

9. Turning Circle at 50% and 100% powers.

10. Z – manoeuvering.

11. Course keeping test.

40

12. Crash stop ahead to astern.

13. Astern running.

14. Crash stop astern to ahead.

15. Dead slow.

16. Anchor trials.

17. Emergency hand steering.

18. Steering gear trials.

19. Local hull vibrations.

20. Noise levels.

21. Adequacy of single generator to meet sea load.

22. Emergency generator operation, vibration measurements, local hull vibrations, torsional

and axial vibration measurements.

23. Donkey boiler.

24. Exhaust gas boiler.

25. Navigational aids.

26. Engine room temperature checks.

After 15 days of the sea trials the ship is handed over to the ship owner

and before that all the certificates are also to be handed over to the ship owner.

41

FOLLOWING CERTIFICATES ARE REQUIRED TO BE FURNISHED UPON

DELIVERY OF THE SHIP:

1. Classification society certificate for hull and machinery.

2. ILLC (International Load Line Committee) certificate.

3. Trim and Stability certificate

4. IOPP (International Oil Pollution Prevention) certificate

5. Tonnage measurement certificate

6. Safety equipment certificate

7. FFA (Fire Fighting Appliances) certificate

8. Builders certificate

9. Compass adjustment and deviation table

10. Radio telegraphic certificate

11. Deratification certificate

12. Dead weight certificate

13. Wind lass, mooring winch, steering arrangement

14. Anchors, anchor cables, anchor shackles, joining shackles, mooring ropes, tug line

15. Cargo gear and derrick test certificate

16. Grain loading and stability particulars

42

MAJOR ACTIVITIES OF DIFFERENT DEPARTMENTS IN BLOCK CONSTRUCTION:

Preparation of “block arrangement”, drawing for the

ships, indicating the sequence of erection block wise

units and control areas.

Preparation of detailed drawings for each block /

module.

Designing of jigs and fixtures to fabricate modules.

Preparation of ‘material lists’ and “material

regulations” activity wise.

Codification of the drawings and activity / job

numbers.

Preparation of list of activities, their man-days and

durations, block wise / control area wise / department

wise.

Preparation of the list of outfitting jobs that are to be

carried out at prefabrication / berth / dock / jetty stage.

Development of ‘Network Schedules’ and

‘Prescriptive schedules’ for each block / module.

Preparation of schedules for optimum deployment of

men on jobs, department – wise / activity wise.

Preparation of ‘material transportation and schedules’

and ‘transport requisitions’ for heavy equipment like

heavy-duty crane, trailer and tractors, etc.

Preparation of prescriptive schedules for all material to

be procured from outside, to be off-loaded and to be

manufactured within the yard.

Co – ordination following up and controlling activities

of all departments in block construction.

Preparation of methods / procedures, manuals

department wise.

Establishing quality tolerances and adopting strict

quality control checks at each stage of block

construction.

Procurement of materials in time by modifying the

lead times and inventory levels to suit block

construction.

Strict adherence and working as per schedules.

Drawing Office.

Drawing Office.

Drawing Office.

Drawing Office.

Drawing Offices, planning and production

engineering departments.

Planning and production departments.

Planning departments.

Planning department.





Planning and production engineering departments.

Quality control.

Purchase and stores.

Production department.

hsl report project

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