DEPARTMENT OF SHIPTECHNOLOGY

COCHIN SHIPYARD LIMITED

(14 MAY 2018 – 08 JUNE 2018)

INTERNSHIP
REPORT

SUMBITTED BY:
ADARSP P
ROLL NO: 90315003

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 ACKNOWLEDGMENT

I am pursuing B.Tech. in Naval Architecture and Shipbuilding from the

Department of Ship Technology, Cochin University of Science and Technology.
As a part of the academic requirement, I underwent internship for 14 May 18 to
08 June 18 at the Cochin Shipyard Limited. I visited various department in the
shipyard to understand the various operations that is happening in each of them.
This report is prepared based on my visit to each department, the things we
studied and the works that we did. I would like to thank my department for
facilitating such a beautiful experience and the Cochin Shipyard authorities for
their warm approach which we found to be extremely comfortable.
I wanted to name each one of them who helped me out throughout the
training here. But due to space constraints I am restricting and thanking one and
all who helped me out in the training Lastly but not the least I thank my parents
and all teachers without whose encouragement I would not have been here. I
also could not miss my friends who have helped me lot in coming here.
I hereby declare that the report is written with sincerity and the data it
includes is represents truthfully just as I learned it.

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TRAINING SCHEDULE

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 INTRODUCTION
Cochin Shipyard was incorporated in the year 1972 as a fully owned
Government of India company. In the last three decades the company has
emerged as a forerunner in the Indian Shipbuilding & Shiprepair industry. This
yard can build and repair the largest vessels in India. It can build ships upto
1,10,000 DWT and repair ships up to 1,25,000 DWT. The yard has delivered
two of India’s largest double hull Aframax tankers each of 95,000 DWT. CSL
has secured shipbuilding orders from internationally renowned companies from
Europe & Middle East and is nominated to build the country’s first indigenous
Air Defence Ship. Shipyard commenced ship repair operations in the year 1982
and has undertaken repairs of all types of ships including upgradation of ships
of oil exploration industry as well as periodical lay up repairs and life extension
of ships of Navy, UTL, Coast Guard, Fisheries and Port Trust besides merchant
ships of SCI & ONGC. The yard has, over the years, developed adequate
capabilities to handle complex and sophisticated repair jobs. The Shipyard also
trains graduate engineers to marine engineers who later join ships both Indian
and foreign as 5th Engineers. 100 are trained every year.

HISTORY
 Cochin Shipyard was conceived of in the year 1969 when a team
surveyed various locations in India before selecting Cochin for the launch
of the first Greenfield Shipbuilding Yard in the country.
 The yard facilities in the first phase were completed by 1982. The yard
was designed and constructed under technical collaboration with M/s
Mitsubishi Heavy Industries (M.H.I), Japan. The company was legally
incorporated in the year 1972.
 The yard commenced the shipbuilding operations in 1978, shiprepair in
1981, Marine Engineering Training in 1993 and Offshore Upgradation in
1999.
 Cochin Shipyard’s recent success in securing export orders have been
achieved through consistent improvement in productivity and also
aggressive marketing undertaken in the last few years.
 The yard could reduce the average time of construction of large ships in
the last decade through augmentation of facilities, upgradation of ship
design department with installation of Tribon and CAD/CAM software
and adoption of Integrated Hull Outfitting and Painting system (IHOP)
system of construction.

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  The shipyard commenced ship repair operations in the year 1982 and
has undertaken repairs of all types of vessels including upgradation of
ships of oil exploration industry as well as periodical layup repairs and
life extension of ships of Navy, UTL, Coast Guard, Fisheries and Port
Trust besides merchant fleet. The yard has, over the years, developed
adequate capabilities to handle complex and sophisticated repair jobs.
 CSL has established tie-ups with select specialist firms from near-east,
far-east, South-east, Europe and USA for technology transfer & material
packages for shipbuilding, shiprepair, platforms, rigs & upgradation of
yard facilities

FEATURES:
• Advance Out-fitting and Painting
Advance out-fitting to the extent of 80% has been carried out in
the hull blocks for the tankers, resulting in reduction of cycle time.
CSL has introduced the latest Japanese Integrated Material
Management concept in which at the basic design stage itself not only
all high value and long lead items that go into the ships are identified,
but also the method of outfitting viz. Unit/On block/On board is also
finalized. Portable painting sheds are used for efficient and fast
painting of the hull blocks.

• Tie ups
The tie-up with the renowned shipbuilder M/s Ishikawajima
Harima Heavy Industries (IHI), Japan and with Shipping Research
Services (SRS), Norway for building Crude Oil Tankers have
provided exposure to the latest ship building technology adopted in
Japan and Europe and hence the confidence to take up more
challenging jobs.

• Tribon based in house capabilities

CSL uses the state of the art TRIBON shipbuilding package for
undertaking basic design, structural, machinery and electrical design.
With over 80 workstations, and fully trained personnel CSL has
world-class capabilities to undertake ship deigns. 3D hull, piping and
electrical models are created leading to error free and optimum ship

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 designs. Information for various NC equipment’s is also generated
on these systems.

• Quality Control and Testing Laboratory

From the very inception of the yard itself, strict quality control
techniques had been adopted. As a result quality of the ships constructed
at CSL have been very good and lauded by ship owners and classification
societies. CSL has in its premises a well-equipped laboratory capable for
undertaking all NDT tests. The laboratory is approved by various
classification societies.
IMS

Integrated Management System is a system that guides the Organization

through the difficulties of managing compliance with multiple standards in the
field of environment, quality, health, safety, security etc. In CSL, IMS is a
combined Management System, which consists of standards such as ISO
9001:2008 (Quality Management System), OHSAS 18001:2007 (Occupational
Health, Safety Assessment Series) and ISO14001:2004 (Environmental
Management System)

ISO 9001

ISO 9001 specifies requirements for a Quality Management

System and requires an organization to demonstrate its ability to
consistently provide product that meets customer and applicable
statutory and regulatory requirements. This Management System is
already implemented in CSL and certified by third party certification
body.

OHSAS 18001

OHSAS 18001 is a comprehensive Occupational Health and

Safety Management System specification, designed to enable
organizations to control Health & Safety risks and improve its
Health & Safety performance. It enables an organization to have
control over, and knowledge of, all relevant hazards resulting from

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 normal operations and abnormal situations, and improve its
performance

ISO 14001

ISO 14001 is an International Standard that specifies a process for

controlling and improving a company’s environmental performance.
This Management System addresses the needs of broad range of
interested parties and of society in general to protect the environment.

ENERGY DISTRIBUTION IN COCHIN SHIPYARD

 Compressors- 42%
 Cranes -17%
 Welding – 14%
 Mechanical equipment -13%
 Pumps – 8%
 Marine coating – 4%
 Lightning - 2%

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VARIOUS DEPARTMENTS AT CSL
AND THEIR FUNCTION
1 ADMINISTRATION : Management & administration of the
entire yard

2 FINANCE : All Financial dealings, payment of

salary,

3 CIVIL ENGG : Civil Construction & Maintenance in

the yard.

4 MATERIALS : Procurement of all the materials for

Ship building & yard requirements.

5 SHIP DESIGN : Design of ships, Production of

drawings using Tribon system etc.

6 PLANNING & : Planning the entire Ship Building

PRODUCTION Operation
CONTROL

7 SHIP BUILDING : Building Ships

8 SHIP REPAIR : Repairing Ships

9 U&M : Maintenance of Machineries

10 INFRA PROJECTS : New Infrastructural Projects

11 IQC : Maintaining and checking quality of

materials and products

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 SHIPBUILDING
 Only Shipyard in India which can build upto 1,10,000 DWT
 Has built various types of vessels including Tankers, Bulk Carriers, Port
Crafts, Passenger Vessels etc.
 Reputed international clientele.
 Currently building Platform Supply Vessels for exports,500&1200
Passenger ships for Andaman Nicobar Tourism and Aircraft Carrier for
the Indian Navy.

The different sections of the Ship Building section are as follows:

a) Hull Shop
b) Assembly Shop
c) Outfit
d) Erection

Steel Stock Yard:

The steel stockyard has an area of 13,000 Sq.m. aided with two gantry cranes of
25T each and one semi-gantry crane of 25 T. It is directly linked to the rail lines
as well as to the waterfront, in addition to road connections. This enables steel to
be brought in through wagons, barges or trucks.

HULL SHOP

HULLSHOP PROCESS:
Mangling

Blasting

Painting

Drying

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 Marking

Cutting

Panel Assembly

Block Assembly

MANGLING:
The plates coming from the steel stockyard may have some bends, so these
plates are straightened by plate mangling machine. The particulars of this
machine are:
Plate Mangling Machine:
Capacity :
No of rolls :5
Width : 3000 mm
Thickness : 6 to 30 mm
Operating Speed : 6000 mm/min
BLASTING:
In this process, the plate is passed through an enclosed chamber
within which, steel shots are blasted at high velocity on the steel plate. Each
shot incident on the plate scrapes away the mill scale surface finish is SA
2.5. After blasting the paints are painted and dried. The particulars of this
machine are:
Plate Blasting & Auto Painting Machine:
Size of plate: width: 900 mm to 3500 mm
Length: 2500 mm to 13000 mm
Thickness: 6 mm to 50 mm
Blasting Standard: SA 2.5
Blasting Speed: 3 to 4 m/min

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PLATE CUTTING AND MARKING:
Four major types of cutting machines used are:
1. Shearing Machine
2. Parallel Flame Gas Burning Machine
3. CNC Gas Cutting Machine
4. CNC Plasma Cutting Machine

Shearing Machine:
Simplest form, Pollution free, faster but need more effort
Shearing Machine-I:
Make: GODREJ
Cutting length: 3050 mm(max)
Cutting Width: 500 mm(max)
Cutting Thickness: 13mm (max)
Shearing Machine II:
Make: UNITED
Cutting length: 3150 mm(max)
Cutting Width: 500 mm(max)
Cutting Thickness: 10mm (max)

Parallel Flame Gas Burning Machine:

This machine is mainly used for edge preparation and flat bar cutting.
Only parallel or straight cuts are possible in this machine. Each cutting
unit contain three cutting heads and one preheating head. Cooling is
provided by circulating water.
Make: KOIKE
Cutting Width: 3000 mm(max)
Cutting Thickness: 300 mm (max)
Cutting Speed: 500 mm/min (max)

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CNC Gas Cutting Machine:
Here marking and cutting is done automatically by numerical control.
Programs made in ESSI and DIN format is fed in the machine through
floppy disc. Marking is done first followed by cutting. The particulars of
this machine are:
Make: ZINSER
Marking Speed: 12000 mm/min(max)
Cutting speed: 1000 mm/min(max)
Thickness of plate used: 300 mm(max)
Skid length: 45600*9550*665 mm

Gas used for cutting and marking: LPG and oxygen

Marking Powder: Zinc metal powder

CNC Plasma Cutting Machines:

Here instead of LPG and Oxygen, plasma arc is used for cutting. Two CNC
Plasma Cutting Machines are there and one of differences between the two
CNC Plasma machines is the skid dimension. In CNC Plasma two, there are two
cutting heads. The second head can be used for edge preparation along with
cutting. But the second head may hit the scrap and will stop the machine. This
happens quite often. Once it happens the machine has to be taken to the start
point leading wastage of time.
Particulars of these machines are:
Make : MESSER
Cutting Speed : 6000 mm/min (max)
Marking Speed : 24000 mm/min (max)
Width of Plate : 3500 mm (max)
Cutting Thickness : 35 mm (max)

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PLATE FORMING
After the plates are cut into the required dimensions, they are bend and
moulded to the shape needed using various machines like plate benders and
presses. Depending upon the thickness and shape suitable machinery is
opted and operated. The plates are bend using the templates that are
prepared from the mould loft department. Some of the machines used there
are as follows:
30 T Squeezer:
Squeezers (30 T and 50 T) - Squeezers are used to roll small
plates (max. width 200mm), flat bars, and flanges of T-sections etc.
Besides this, spot heating, line heating etc. are also used for plate
forming according to the requirements.
Capacity: 30 T
Stroke: 250 mm

100 T Press:
Mainly this machine is used to make the flanges for plates,
stiffeners, brackets etc.
Capacity: 100 T
Stroke: 400 mm
Bed Dimension: 1500*1000 mm

1200 T Press:
Here comparatively long plates with larger thickness are rolled
according to the templates. Conveyors speed up the horizontal
movement of plates in this machine.

Capacity : 1200 T
Stroke : 600 mm
Bed Dimension : 5000*4500 mm
Ram head Diameter : 1600 mm
Ram head rotation : 360°
Ram traveling distance : ±1500 mm
Conveyor load capacity : 10T
Table dimension : 10000*2500 mm

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SECTION PREPARATION

Section Blasting and Priming:

Sections are loaded in a group of 4 or 5 on roller conveyors
using a crane of capacity 5 T. Blasting wheels in the section blasting
machine are arranged in such a manner that it can clean all the
surfaces of any type of section properly. Main Particulars and
capacity of the section-blasting machine are,
Blasting Standard SA :2.5
Blasting speed :4000 mm/min
Shot Blast Rate :4 m/min
Maximum Height :200mm
Maximum width :1 m

Section Cutting:
Section cutting is done mainly with manual cutting torches. Semiautomatic
cutting machines like IK-12 (for straight cuts), IK-82 (for cutting of drain holes,
air holes, scallops etc.) etc. are also used. Section straightening is done on Beam
Bender.
70 T & 35 T BEAM BENDER:
Capacity : Horizontal – 70 T
Vertical – 35 T
Stroke : Horizontal – 400 mm
Vertical – 300 mm
Conveyor size : 10000*1000 mm

Frame Bender:
Frame bender is used to bend sections in different curved lines. The curved
lines are marked on the sections and the actual job of the operator is to make
the line straight.

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 Bending cylinder :1
Bending capacity : Push- 500 t
Pull- 380 t
Pressure : Max 235 kg/cm2
Stroke : 550 mm
Centre clamping cylinder : one set
Cylinder capacity : Max 60t
Pressure : Max 210 kg/cm2
Stroke :200 mm
Side clamping cylinder : two sets
Cylinder capacity : Max 30t
Pressure : Max 210 kg/cm2
Stroke :170 mm

SUB-ASSEMBLY
The marked plates and sections for the sub-assembly will come from
the preparation shop and they are welded together to form parts of units or
blocks. Sub-assemblies weigh maximum 10 t is made in the Sub-Assembly
shop. Sub-assemblies used of curved panels or sections are not done in this
shop.

Types of welding used in this shop are,

1. Manual metal arc welding:
Usually all down hand welding (except continuous down hand
welding) and tacking is done with manual metal arc welding. The
different diameters of electrode used are 3.15, 4, 5 mm flux coated
electrode. Eg: Low hydrogen coated rode (7018), MS rode (6013)

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2. CO2 Welding:
This type of welding is used mainly for vertical and continuous down hand
welding. Ceramic backing avoids the back gauging of the weld and saves a
lot of time. CO2 gas acts as shield gas, steel wire of diameter 1.2 mm is used
and root gap is made as 6-8 mm.

3. Submerged Arc Welding:

Submerged Arc Welding is usually used to join panels with a semi-
automatic machine. For this type of welding root gap between the joints is
made to zero. Welding rode used is steel coated with copper. Wire and flux
are changed to different types of steel. Speed is adjusted according to the
thickness.

ASSEMBLY
Assembly works are done in HA, HB and HC bay. ADS bay is used right
now for fabrication of hatch covers for bulk carriers. Here units less than 50t
weights are made and send to the assembly shop or for painting. Before
shifting, dry survey by the Department itself, by Inspection & Quality
Control Department, Classification Society and Owners Surveyors should be
done successfully.

The Assembly shop use One Side Welding for joining of large panels. The
technology is same as in the submerged arc welding, but it can weld both sides
of the plates in single run. Two welding heads (Leading and Trailing heads) are
used for this purpose.

ONE SIDED WELDING

This is an advanced method of welding used in CSL and is utilized in welding
seams on long panels. There are three tables for this machine namely Tack weld,
Run on and Run out tables. Welding seams are supported by copper backing
strips ( Flat & curved). Flux is spread over this Backing strips and these strips
are pressed against the weld seam with the help of compressed air filled
asbestos hose underneath. Plates are clamped down by magnetic clamps.
Welding is performed under a pool of flux. Two coil formed electrodes namely

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Leading Electrode (1200A – 1300A) and Trailing Electrode (850A – 950A) are
fed continuously to the weld point. Flux is supplied through a funnel. Copper
backing strips can be moved transversely to various positions along different
weld seams. Plates are rolled on to the table and out by roller conveyors. Back
run welding is automatically formed on the other side, when main seam welding
is carried out.

HULL OUTFITTING

PIPE SHOP
Systems in Ship:
. Propulsion system
. LO system
. CW system
. FW system
. IG systems-only for tankers
. FO system
. Generator system
. Hydraulic systems
. Compressed air system
. Fire Fighting system
. Cargo handling system
. Communication system
. Bilge & Ballast system
. Air conditioning system

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 Seam pipe
PIPE
Seamless pipe

Seam pipe: It is used for mainly hand rail, electric cable pipe, exhaust pipe,
pillar etc.
Grade for the pipes are:
1. A Red
2. B Blue
3. C Yellow

Seamless pipe: used for all pressure holding system (fuel-oil system, lub-oil
system, water cooling, hydro bore, bilge system)

Standard of pipe:
Nominal bore (NB) is indicating the standard of pipe diameter. There are two
different types, America and Japan. America standard is used in CSL.
Market available NB standard type:
10NB ,15NB, 20NB, 25NB, 32NB, 40 NB, 50 NB, 65NB, 80NB, 100NB,
125NB, 150NB, 175NB, 200NB, 250NB, 300NB,
350NB,………………….1000NB.

Material:
Material used for pipes are:
1. Carbo-steel: it is mainly used for shipbuilding, chance of oxidation
(corrosion)
2. Stainless-steel: No corrosion but cost is highly
3. Aluminium: Low weight compact compared to other material, used in
mast, less in systems.
4. Copper: Cu-Ni alloy (Cu-90%, Ni-10%)

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Thickness Standard (Schedule):

Schedule-5

Schedule-10

Schedule -20

Schedule -40

Schedule-80 Thickness increases

Schedule-120

Schedule-160

Schedule-X

Schedule-XX

Schedule-XXX

Work flow of Hull outfit (Pipe shop):

Bill of material (BOM)

Drawing

Pipe fabrication

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Pipe fabrication:
1. Marking and cutting
2. Bending
3. Fit up
4. Survey-IQC
5. Welding
6. Grinding
7. Survey Owner survey
Insurance survey
8. Hydraulic pressure test (2hr)
9. Blasting and pickling
10.Painting/Galvanising
11.Palletisation

(1) Marking and cutting:

The main types of cutting are
 Straight
 Bevel (30°)
 Straight branch
 Y branch
 Mitre
Machines used to mark and cutting are
(a) Muller:
Electric arc, plasma cutting, CNC cutting
Capacity: 100NB-500NB
All materials and all cutting

(b) Jessco:
Same as muller
Capacity:100NB-100NB

(c) Pipe coaster:

All cutting, only Carbon-Steel
Energy – oxygen and acetylene (melting and cutting)
Capacity:32NB-350NB

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 (d) High speed pipe cutter:
All materials, only straight cutting
Capacity: upto 80NB

(e) Power hacksaw:

Mainly used for cutting angel pipe and rod

(2) Bending:
Pipes are bended by pipe bending machines. Mainly its divided into 2” and
6”. The cutting can be settled by manually or digitally. The main types
machines are
(a) Yegi-Digital degree cutting (2”)
(b) Chiyoda-manual degree setting (2”)
(c) Wallse coast-digital degree setting (6”)
(d) Chiyoda-manual degree setting (6”)

(3) Fittings:
Fitting used for pipe fabrication are
(a) Flange
(b) Sleeve
(c) Elbow
(d) T joint
(e) Reducer

(4) Survey by IQC:

(5) Welding:

(a) Metal arc welding (carbon steel & stainless steel)

(b) Metal active gas welding (carbon steel & stainless steel)
(c) MIG welding (Aluminium)
(d) TIG welding (all material)
(e) Brazing(Cu and Cupric)

(6) Grinding:

(7) Survey:
After welding and grinding the pipes are checked by the surveyor’s
owner and insurance company. Defects in the welding comes upto
rejection.

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(8) Hydraulic pressure test:
After the inspection hydraulic pressure test are done to ensure there is no
leakage in pipes and joints. In hydraulic pressure test the pipe is filled
with water and applying high pressure in it, so that the leakage will be
detected.

(9) Blasting and pickling:

Pipes are shot blasted with Cu-slag shots before they painted
Pickling
It can be only done to Carbon steel pipes which are used as oil pipes.
Pickling mainly consists 5 tanks
(a) Derusting tank: In derusting tank the pipes are blast with chemical
(acid + water) for 3-6 hours.
(b) Water rinsing tank: after chemical blasting the pipes are rinsed in
water here.
(c) Phosphating tank: here the pipes are put into tank filled with water,
accine and seal chemical for 3-6 hours. So that a coating is made
inside and outside.
(d) Water rinsing tank: after coating again, the pipe is rinsed in water.
(e) Passivating tank: a deact chemical and water are mixed in this tank,
so that coating will strengthening

(10). Painting/galvanising:
Galvanising is mainly done for water pipes. Pipes are blasted and
derusted the it put molten zinc tank.

HULL ERECTION
Make necessary arrangements to ensure a smooth and safe
erection of units. Following should be taken care of:
a) Unit available with the appropriate lifting hooks
b) Unit clear of any loose objects like ladders, paint containers
c) Rigging ropes and shackles have adequate load bearing capacity.
d) Clearing of any obstacles in way of unit erection – strong backs,
pad eyes, wires and hoses
e) In case of units erected on dock blocks, ensure that the
blocks have been laid as per docking plan.

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 f) Side shell units with a greater degree of flare necessitates the usage
of shore supports for alignment as well as load support.
g) Before erection of deck units ensure that the ones below it have
been welded or at least faired
h) Staging arrangements to be made
i) Man hole access to be cut to facilitate safe working inside the unit.

Unit alignment:
a) In case of units erected on dock blocks:
Raise the wooden wedges by at least 5mm prior to seating of the unit
o The unit is aligned with center line of the adjacent unit.
o Unit is aligned to an uniform water level

o The free end of the unit is checked against center line, half
breadth, butt lines and height. with an average reading, the butt
cutting of the unit is carried out – frame spacing, gap, butt line

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

but correcting the seam height first and then the butt line.

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

with the adjacent unit. Frame spacing and center line coincidence along
with vertical continuity is ensured. Strapping is carried out on one
portion of the deck and then the height corrected.

Marine coating shop:

In CSL, inside the marine coating shop, blasting is carried out and
then painting is done. Different type of machineries are used in marine
coating shop to throw the girt on to the surface in order to make SA 2.5
standard surface, equipment’s to control the atmospheric conditions
suitable for painting and an abrasive grit recovery system. Silos in
marine coating shop have 8ton capacity, and the recovery rate of
abrasive is 3.5ton to 8 ton per hour. The blasting machine is knows as
macro blast machine (hopper) integrated with pneumatic remote control

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 system. The paint application is by air less spray method; pneumatic
piston pump is used for the same.

WELDING - Methods Used In CSL:

In CSL, many modern methods of welding is practiced for ship building.
Some of the major methods are:
. One Side Welding
. Submerged Arc Welding
. Spot Welding
. Consumable nozzle Electro slag Welding
. MIG (Metal Inert Gas Welding – CO2) Welding
. TIG (Tungsten Inert Gas) Welding
. Argon Arc Welding
. Vertical Electro Gas Welding

Dock No 2:
The Dock No.2 of 255 x 43 x 9 M is available for building ships up to 1,10,000
DWT. This dock and the grand assembly area are served by two Gantry crane
(300 T and 150 T) and two LLTT cranes (50 T)

Quays:
CSL has totally three Quays having almost a length of 1 KM.

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 DESIGN DEPARTMENT
The design department has six subdivisions, so as to split the design
into smaller portions and make the job easier. They are:

1. Basic Design
2. Hull Outfit Design (HOD)
3. Hull Structural Design (HSD)
4. Machinery Outfit Design (MOD)
5. Electrical Outfit Design (EOD)
6. Accommodation Outfit Design (AOD)

BASIC DESIGN

The Basic Design department is concerned with designing a vessel from

scratch. There may be a reference to an older proven design or a conceptual
design is made from scratch.
Main parameters of the intended vessel are proven by
calculations in all building groups so far necessary and senseful.
The First Initial Design often covers the Tender Documentation
and the Contract Design too.
• General Arrangement Plan
• Requirement Specification
• Lines Plan
• Midship section
• Tank Arrangement Plan
• Engine Room Arrangement
• Accommodation Layout
• Naval architectural calculations
• Steel Plans
• Outfitting for cargo operation
• Inquiry specifications
• Scheduling of inquiry activities

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 Works currently in basic design:
(i) RO-RO: Cochin municipal corporation (8 Nos)
(ii) Fishing vessel: Tamilnadu fisheries (16 Nos)
(iii) Marine ambulance: Kerala fisheries (3 Nos)
(iv) River cruise vessels (1 Nos)
(v) Personal control vessel: coast guard (1 Nos)
(vi) Anti-submarine vessel: Indian Navy (8 Nos)
(vii) 500 Pax passenger vessels: Andaman Nicobar tourism (2 Nos)
(viii) 1200 Pax passenger vessel: Andaman Nicobar tourism (2 Nos)
(ix) Workboat
(x) RFI-multipurpose vessel

HULL OUTFIT DESIGN

Hull Outfit Department (HOD) deals with the fundamental functional

aspects of the ship. The major outfitting items include the piping systems,
cranes, Lifesaving appliances, Manholes and ladders etc. The general procedure
in Outfit Design starts from the owner’s requirement. The owner would
sometimes specify the various system for his ship. The HOD materialises these
requirements. The tender will be invited listing the details for the piping’s,
pumps, cranes etc. that HOD needs. The client whose price, quality and
conditions are most suitable is finalised
The main drawings/ plans associated with the HOD includes:
1. Pipe fitting plan
2. Foundation Drawings
3. Engine Room Drawings
4. Steering Gear compartment drawing

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HULL STRUCTURAL DESIGN

The function of the HSD is in the structural aspects of the ship. Structural
drawings are made using high end soft wares like AVIVA TRIBON. The
structure is then checked for its structural integrity using simulations. The basic
design for projects is generally done outside the shipyard. Structural design
drawings include the shell expansion, midship drawing etc. All the stiffeners,
frames, floors and all such details are designed with these soft wares. The major
companies from which the basic designs are brought includes Rolls Royce, STX
Europe etc.
The main drawings from the Hull Structural Department include:
1) Key Plan- Main drawings for ship building
2) Shell Expansion
3) Midship Section
4) Watertight transverse bulkheads, plate thickness
5) Profile of stem and stern, tank top drawings
6) Welding Table
7) Engine room construction
8) Frame sections
9) Yard Plan
10) Piece Table
11) Nesting Plan
12) Stiffener List
13) Jig Plan
14) Lifting Plan
15) Stiffener, Plate template etc.
These drawings are then sent for class approval. The classification society
concerned with the project would approve the drawings and the outfit
department will take over the work.

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MACHINERY OUTFIT DESIGN
The work done by MOD and HOD are the same. The difference is that
here they are concerned with the machineries. All other machineries on board
the ship, expect those that are under HO is dealt by the MOD section. MOD
also refers to the owner’s requirement for selecting each machinery. The basic
design, built specifications etc. can be obtained from the designer. MOD raises
an initial intent of the equipment as the first step of its functioning. It is the
Materials Department which is involved at the procurement of the machineries.

ACCOMODATION OUTFIT DESIGN

It carries out the works in the accommodation section in the
superstructure of the vessels. This is also done in a similar fashion by
incorporating the owner ad class requirements.

ELECTRICAL OUTFIT DESIGN

In this department mainly concern with the electrical outfit equipment.
Currently 1200&500 Pax design are undergoing in EOD. 1200 Pax has electric
propulsion, have 4 generators (2 fwd. & 2 aft) and one emergency
generator.1200 Pax has fixed pitch and 500 Pax has controlled pitch.
EOD mainly concern with,
 Arrangement drawing
 Fitting seats
 Cable trays
 Cable schedule
 Wiring diagram
 Connection diagram

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PURCHASE:

Purchase technical specification (PTS)

Material department (Maker’s list)

valuation (evaluation list)

Lowest offer

Purchase order technical specification (POTS)

Systems concerned with EOD

 Heat ventilation and air conditioning
 Propulsion
 Steering gear
 Bow thruster
 Communication
 Navigation
 Lights

Grades of bkd to withstand fire

A60- 60 min
A30 -30 min

Variable Frequency Drive (VDF): Its used to vary speed in smooth way

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 SHIP REPAIR
CSL has successfully undertaken repairs to more than a thousand ships
belonging to a wide variety of clients including Shipping Corporation of India,
Indian Navy, ONGC, Dredging Corporation of India, Fisheries Survey of India,
Ethiopian Shipping Lines, Transocean Offshore Deepwater Drilling Inc and
vessels belonging to various ports of India
Some major repair projects

Major upgradation of Mobile Offshore Drilling Unit ‘Sagar

Vijay’ of ONGC. The upgradation increased the drilling capacity
of the vessel from 300 M to 900 M

Maintenance and repairs to the Aircraft Carrier "INS Viraat" &

“INS Vikramaditya” of Indian Navy

Repair and maintenance of tankers and bulk carriers of Shipping

Corporation of India.

Facilities:
• Repair Dock (Dock – I) – 270m x 44.8m x 11m
• Pneumatic Winches – - 8T x 2Nos
• Electric Capstan – 5T at centre
• Cranes – 10T x 2Nos 40T (Stbd) & 10T (Port)
• Mooring Boats
• Hauling carriages

Docking Procedure:
Docking process is controlled by Dock Master, Controlling
Officer, Supervisors and team leaders.

1. For docking a ship, leader with mooring crews take position

to the FWD & AFT of the ship before entering to the dock.

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 2. Pass the heaving line to the boat for taking FWD winch lines
or dock lines according to the direction of the leader.
3. Connect the steel rope on ships bollard.
4. At the same time one ship line will pass through the boats to the
jetty for connecting to hauling carriage.
5. Shackle this headline rope ends to the hauling carriage
hook which is fitted to the side rails of the dock.
6. Two tugs from Port & Starboard pushes the ship to keep
centre position.
7. As soon as the bow enters the dock, put another nylon rope
(spring rope) for holding the speed of the ship, when head line
rope pulling proceeds.
8. Immediately after stern enters the dock, capstone ropes will
pass to the AFT of the vessel with both cranes.
9. Use mouse method or bow line method for accurate seating.

Undocking Procedure:
1. For undocking also, the above-mentioned officers and team
are required.
2. Before flooding, all ropes (Head, Spring, Breast, Stern)
are provided on both stbd & port sides.
3. A steel rope from ship bollard is connected with the hauling
carriage on both stbd & port side to control fwd movement
(assume Aft near to dock gate).
4. On the other hand, the hauling carriage is connected with FWD
winch for its forward movement. While running hauling carriage,
aft of the vessel comes to dock mouth.
5. While aft comes near dock mouth nylon ropes are passed to
tugs for controlling aft movement.
6. When the vessel fwd comes out of dock mouth the hauling carriage
ropes are detached and the tugs control further vessel movement.

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Repair dock facilities:
Dock size : 274 m*43m*11.5M
Ropes : Head rope, Spring rope, Breast rope
Pumps : Kirloskar vertical turbine pump BHM(85)
Mud pump (2 Nos) -Tyodenki
Dock gate : Flap gate
Keel blocks : 1.5* 900
Bilge block : 1.2*450

Ship repair mainly consists of

 Hull repair
 Accommodation repair
 Painting
 Machinery repair
 Electric repair
 Underwater repair
 Survey by class

Hull repair:
 Annual survey
 Special survey
 Docking survey

Accommodation repair:
 Insulation
 Celling and panelling
 Flooding
 Piping

Machinery repair:
 Engine room machinery
 Deck machinery
 Pump room machinery

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Electric repair:
 Generator repair
 Circuit breakers
 Switch boards
 Insulation and resistance
 Motors starters
 Steering gears
 Navigation lights

Dock No. 1

The repair dock of 270 x 45 x 12 M can accommodate ships up to 1,25,000 DWT.

The dock has high capacity discharge pumps to drain it in less than three hours.
It is served by three LLTT cranes, one of 40 T and two 10T capacity.

Quays:

There are three quays of 280 M length with 15 T cranage, 208 M length with 10
T & 5 T cranage and 460 M length with 20 T cranage. The quays have adequate
service lines of oxygen, acetylene, compressed air and power connections.

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 PLANNING AND PRODUCTION
CONTROL
Planning and production control deals with the making of detailed
schedule for production an repair preparation at time schedule for various
mile stone events for the shipbuilding. They also checks whether the
production is upto date with the prepared schedule. This department
holds the meetings with the representatives of various departments
regarding the scheduling of the production processes, material
procurements, deadline of each task completion and so on till the
end of the delivery of the vessel. SAP is the software that is used to
fix the deadlines. This department prepares a build strategy for all
the processes and checks if the deadlines are being met or any
changes are to be brought to the schedule. The department have a
booklet which includes
 Proper time for material requirement plan and equipment.
 Drawing plan
 Dock usage plan
 Skid plan
 Berth plan
 Important dates (plate cutting, keel laying, launching, etc.

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 INSPECTION AND QUALITY

CONTROL
Inspection and quality control consists of
 Inspection QC
 Hull QC
 Outfit QC
 Laboratory QC

Quality assurance: they are predefined standards to be followed

Quality control: day to day quality control

Inspection QC
The Inspection department checks products based on the
purchase order. If any problems or queries are needed to be cleared the
Inspection department approaches the Materials department and the
Materials department deals with the supplier. The department inspects
the various stores like the general store, steel yard, sub-contract store,
bonded store, outfit store etc..

Hull QC
The duty of hull QC is to check the quality of welding and cutting which
are done in hull shop. There are different stages of inspection based on
inspection test protocol and quality assurance plan. There will be a
representative from the owner’s side, class’s side and the yard’s side. They
together perform the survey at each step of the production. The production
can proceed further only if all the representatives approve of the process
done and product assembled. Inspection done in following states
 Preparation
 Marking
 Cutting
 Forming
 Sub assembly
 Dry survey
 Erection

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  Tank survey

Outfit QC
Quality Assurance Planning – For each stage there are several
quality assurances checks to be performed. Some major tests are tank air
test, equipment installation, tank hydro test, outfit surveys, equipment
commissioning, load trials for the engine and sea trials which check for
the vessel speed, endurance etc. There is an inspection testing
protocol that contains a detailed testing procedure to be followed. The
sea worthiness is checked by the Mercantile Marine Department.

Laboratory QC
A number of tests are done on the materials that are
procured to test their various characteristics and check if they meet all
the said characteristics in the P.O.
Non – Destructive Tests:
a) Radiography Test
b) Magnetic Test
c) Ultrasonic Test
d) Dye penetration test

Destructive Tests:
a) Charpy Test
b) Izod Test
c) Brinell Hardness Test
d) Rockwell Hardness Test
e) Vickers’s Hardness Test
f) UTM
g) Bend and Rebend Test

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WELD DEFECTS

Porosity:
Gas pockets in welds are treated as porosity. Inclusion of atmospheric oxygen, nitrogen
or hydrogen due to improper shielding of molten metal and their entrapment or escape
during cooling causes this defect.
Cracks:
This is the most harmful defect and is classified as hot crack and cold crack. This can be
eliminated by using low hydrogen electrode for root runs and pre-heating the prepared
edges.
Non-metallic inclusion:
Inclusion of non-metallic body (foreign body or flux) inside the welding creates a
weaker weld section. Some reasons for this are, use of higher size electrodes and flow of
slag ahead of arc.
Lack of fusion:
Non-fusion of weld metal/base metal during welding process is termed as “lack of
fusion”. Reasons are, a. use of higher size electrode, b. higher travel speed of electrode, c.
insufficient current, and d. improper joint design.
Lack of penetration:
Another defect caused by low current and higher travel speed.
Distortion:
Distortion or change in shape or dimension during welding process. This is caused by
improper fixtures, weld sequence etc.

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 UTILITIES AND MAINTENANCE
Utility and maintenance department deals with maintenance of various electrical
and mechanical machineries. The repair of gantry cranes and tower cranes are
under the control of both electrical and mechanical maintenance department.
The pump room, which controls flooding and deflooding at docks which are
also under this department. U&M mainly divided into three
 Mechanical
 Electrical
 Electronics

Mechanical department:
Mechanical department further divided into

1. Mechanical Maintenance-1 (MM-I):

Deals with the mechanical maintenance of machineries in
shipbuilding dock. It also deals with the maintenance of
cranes.
Cranes
The main types of cranes that are used in CSL
 Gantry cranes- 300T, 150T
 Pillar cranes- 1T
 LLTT- 50T
 EOT- 50T,10T,5T,3T
 Semi gantry- 3T,2T

2. Mechanical Maintenance-2 (MM-II):

Deals with the mechanical maintenance of machineries in ship
repair dock

Electrical Department:
Electrical department further divided into

1. Electrical Maintenance-1 (EM-I):

Deals with the electrical maintenance of machineries in
shipbuilding dock

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 2. Electrical Maintenance-2 (EM -II):
Deals with the electrical maintenance of machineries in
ship repair dock
3. Electrical Maintenance-3 (EM -III):
Deals with the electrical maintenance of Entire shipyard
which includes lighting, water cooler etc.

Electronics Department
This department doesn’t have any sub-divisions. Therefore, it
handles all the electronic works in the shipyard which include:

1. Compressor cluster in Ship repair

2. All the PLCs in machineries
3. CCTV
4. Electronics work of Cranes

All these departments undertake periodic maintenance of all the

machines in specific intervals like 1 month for the gantry cranes, 6
Months for water coolers etc.
During these periodic maintenances they check the health of the
machines and replace or repair the parts wherever necessary.

The mobile equipment’s in the shipyard comes under the garage

department. It is authorized to control and co-ordinate all the wheeled
vehicles in the shipyard. The vehicles include:
 Transporter (Cometto) - 100T,150T
 Crane (Hydra) – 10T
 Aerial Working Platform (Articulated Telescopic Jeep)
 Fork Lifts – 3T,5T
 Jumbo Diesel – 2T,1.5T etc.
 Grove – 120T

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 MARKETING
Marketing is mainly divided into three
 Shipbuilding
 Ship repair
 Training institute

The marketing department does business study by research, attending

international exhibitions, studying about international market,
collaboration with international brokers. The marketing department
subscribes to various newsletters and magazines around the world to
study about the field.
The indulgence of the marketing department comes during the
preliminary stages. Till the contract signing and then the intelligence
comes during sea trails and during ship handover.
In total expense of a ship, 70% of cost is for material cost, engine, outfit
etc. 30% of cost for labour etc.

Business development:
 Business studies
 Enquiry
 Owner requirement
 International brokers

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 CIVIL & INFRA DEPARTMENTS
Civil department mainly deals with the construction of building and different
utility places for recreations. Civil department also deals with maintenance of
cranes rails and they manage gate opening and closing during docking and
undocking setting of keel blocks are managed by civil department. A new
project for new dock has been initiated and which are the infra projects.
Civil department have mainly
1. Capital work – new work
2. Revenue work- maintenance of existing infra structure

Current projects:
 Employee quarters
 METI campus
 Guest house
 Chairman quarters
 Service utility building

Other major works under civil department

 Dry dock maintenance
 Building maintenance
 Crane rail maintenance
 Grass cutting
 Office building
 Road maintenance
 Drainage grills
 Hand rails

The docks and quays in CSL are

 Quay 1 : 290m
 Repair Dock : 270x45x12 m
 Quay 2 : 208m
 Building Dock : 255 x 41x 9m
 Quay 3 : 630m

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 The Infra department is a relatively new department that takes
care of major projects like the new dry dock and the ISRF facility. The
new dry dock is mainly aimed for the construction and repair of huge
vessels like LNG carriers, oil rigs etc. It’s over 320m in length and it’s a
stepped dock with 220m having a width of 75m and the rest having a
width of 60m. It has an area of 15acres and is said to have two 600t gantry
cranes and 2LLTTs of 75t.

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 MATERIALS DEPARTMENT
Materials department takes care of procurement of materials and
machinery needed for ship building and ship repair. Basically, tendering starts
with the owner’s specification, sometimes owner will specify rating of
machinery, Over even sometimes the list of buyers. Then the indenter is created
and given for tendering items are purchased from buyers, whose specification
matches and is given for inspection and quality control.
Material department undertakes different storage house like outfit-wear
house store, bounded store, steel yard, general store etc. steelyard is the place
where, steel plates are stored. It is equipped with one gantry crane and a semi
gantry crane. Outfit wear house used to store indigenous materials and
machinery. Bounded store contains foreign materials and machines to custom
inspections.
The commercial evaluation is carried out to
 Ensure validity
 Bank guaranteed security deposit
 Risk purchase
 Liquidated damage (LD)

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44 | P a g e
INDIGENOUS AIRCRAFT CARRIER
The aircraft carrier is the major project that is being carried out in
CSL. She is taken from a Russian design. The length overall is 262m and
beam 62 m, there are fourteen decks in total including the hanger deck and
flight deck. The flight deck is 2.8 acres in area, there is a ski- jump provided
at the fore end to aid in the flight take offs. There are three arresting gears
that are used to help the planes to slow down during their landing. Sack lifts
are present at the sides to bring the air crafts to the hanger deck. The hanger
deck provides accommodation to 30-40 planes and 4 helicopters.
She has a displacement of 37,500t and operates at 28knots. There are
2 engine rooms, one in the aft and one in the fore comprising of two gas
turbines of 25MW in each engine room. There are two DA rooms with three
diesel alternators in each and two are present in the engine rooms. The
alternators are of 3MW each. When operating in COGAG she operates at
140rpm and when operating with only 1 Gas Turbine she runs at 110rpm.
The engines are connected to the controlled pitch propellers via two shafts
of length 108m and 80m.The operational endurance is said to be 8000
nautical miles.

Class and type : Vikrant-class aircraft carrier

Displacement : 37500 t
Length : 262 m
Beam : 62 m
Draught : 8.4 m
Depth : 25.6 m
Installed power : 4 × General Electric LM2500+ gas turbines
2 × Elecon COGAG gearbox

Propulsion : Two shafts

Speed : 28 knots
Range : 8,000 nautical miles
Crew : 196 officers, 1,449 sailors (including aircrew)

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Sensors and processing
Systems : Selex RAN-40L long-range early warning and
surveillance AESA radar.
Elta EL/M-2248 MF-STAR AESA multifunction radar.
Armament : (1) 4 × Otobreda 76 mm (3 in) dual purpose cannons
(2) Barak 1 & Barak 8 surface-to-air missile
launchers (2 x 32 cells VLS)
(3) AK-630 CIWS
Aircraft carried : 30-40 Total Aircraft
Aviation facilities : 10,000 m2

INS Vikrant during its undocking in June 2015

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A schematic diagram of INS Vikrant

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 CONCLUSION

It was a great opportunity for us to visit India’s largest and the world reknown
Cochin Shipyard Limited. In this occasion would like to thank Mr. C.B.
Sudheer, Training Coordinator, for arranging this internship program at Cochin
Shipyard Limited. I would also like to thank Mrs. Mariamma Chacko, Head of
the Department, Department of Ship Technology for all the help and support. I
would also like to thank Mr. Kolandaivelu.P, AGM, Training &SD, who was
keen to help us when we had any problem, despite of his busy schedule. I would
like to thank my parents for all the support. I would like to thank all employees
and officers of Cochin Shipyard Limited, who helped us for the successful
completion of our training.
We were not taken to any of the ships in Cochin Shipyard during our training
period in Cochin Shipyard. We were taken aback when we came to know that
most of the other interns were taken to the vessel, but not the Naval
Architecture students and that was a great loss to us. But I would consider the
opportunity to visit Cochin Shipyard a memorable one and I’m sure that this
would sure aid my career as a Naval Architect.

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 REFERENCES

 Wikipedia
 www.cochinshipyard.com
 Google images

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