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
 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

1
 HISTORY OF HSL

Hindustan Shipyard Limited, strategically located on the east coast of the Indian
Peninsula, is the nations 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' , subsequently modified to facilitate construction of ships up to 550'72'0". This
550
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.

2
 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 620'90'40'0" deep to
accommodate vessels up to 24000 DWT. (Corresponding dimensions of the HINDUSTAN
DRY DOCK which was completed in 1971 are 800'0"125'0"38.7' deep to accommodate
ships of 57000/70000 DWT).

3
 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.

4
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.

5
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 Lloyds 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, non- destructive 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

6
 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

7
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

8
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).

9
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: DIMENSIONS

(SLIP WAYS)

Berth No. 1 195 x 26.6 Metres

Berth No. 2 195 x 26.6 Metres
Berth No. 3 140 x 22.7 Metres

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

Crane.

COVERED BUILDING DOCK

Size 240 mtrs x 53 mtrs x 11.25 mtrs
No. of Main Pumps 3 nos., of (830 1400 LPS)
Capstans 4nos., of 15 Tonnes capacity
Services Compressed Air, Oxygen / Acetylene, Fire Fighting, Salt
Water, Fresh Water Lines.

Length of Dock Cover 182 Mtrs.

Height of Dock Cover from Floor 52 Mtrs.
No. of Cranes 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.)

OTHER FACILITIES including 1no., 125 Tonnes and 1no., of 50 Tonnes Level
Luffing Crane. Crawler Cranes, 3nos., of 250 Tonnes
capacity.

10
 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. Lloyds 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.

11
Some of the important classification societies are:

1. LLOYDS REGISTER OF SHIPPING:

Year of establishment-1716
Head office LONDON, GREAT BRITIAN
2. BUREAU VERITAS:
Year of establishment-1748
Head office PARIS, FRANCE
3. GERMANISCHER LLOYD:
Year of establishment 1867
Head office - BERLIN, GERMANY
4. DET NORSKE VERITAS:
Year of establishment-1864
Head office-OSLO, NORWAY
5. REGISTRO ITALIANO NAVALE:
Year of establishment-1861
Head office- ROME, ITALY
6. AMERICAN BURAEAU OF SHIPPING:
Year of establishment-1862
UNITED STATES OF AMERICA.
7. REGISTRAR OF SHIPPING OF U.S.S.R (RUSSIA)
8. TERKOK KAIJI KYOKAI:
Year of establishment-1899
9. BRITISH CORPORATION OF REGISTER OF SHIPPING:
Year of establishment 1980
10. INDIAN REGISTER OF SHIPPING:
Year of establishment- 1972
Head office- MUMBAI, INDIA

12
 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.

13
 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.

14
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

15
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.

16
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.

17
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.

18
 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.

19
 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.

20
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.

21
 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

22
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-

23
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

24
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.

25
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 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

26
 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 1 5"8"to3"1" ) is bent to inner side of frame on bending floor. A slight more
2
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.

27
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 1960s 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

28
 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

29
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
surveyors 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.

30
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.

31
 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.

32
 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 shipyards 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.

33
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 (owners) 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.

34
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.

35
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.

36
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.

37
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.

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 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 owners 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.

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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.

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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

41
 MAJOR ACTIVITIES OF DIFFERENT DEPARTMENTS IN BLOCK CONSTRUCTION:
Preparation of block arrangement, drawing for the
ships, indicating the sequence of erection block wise Drawing Office.
units and control areas.

Preparation of detailed drawings for each block / Drawing Office.

module.

Designing of jigs and fixtures to fabricate modules. Drawing Office.

Preparation of material lists and material

regulations activity wise. Drawing Office.

Codification of the drawings and activity / job Drawing Offices, planning and production
numbers. engineering departments.

Preparation of list of activities, their man-days and

durations, block wise / control area wise / department Planning and production departments.
wise.

Preparation of the list of outfitting jobs that are to be

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

Development of Network Schedules and

Prescriptive schedules for each block / module. Planning department.

Preparation of schedules for optimum deployment of

men on jobs, department wise / activity wise. Planning department.

Preparation of material transportation and schedules

and transport requisitions for heavy equipment like
heavy-duty crane, trailer and tractors, etc. Planning department.

Preparation of prescriptive schedules for all material to

be procured from outside, to be off-loaded and to be
manufactured within the yard. Planning department.

Co ordination following up and controlling activities

of all departments in block construction. Planning department.

Preparation of methods / procedures, manuals

department wise. Planning and production engineering departments.

Establishing quality tolerances and adopting strict

quality control checks at each stage of block Quality control.
construction.

Procurement of materials in time by modifying the

lead times and inventory levels to suit block Purchase and stores.
construction.

Strict adherence and working as per schedules. 42 Production department.

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