CSL final

Summer Internship Training

Indian Maritime University, Visakhapatnam campus Page 1

COCHIN SHIP YARD LTD (From 1st June, 2012 to 28th July, 2012)

Summer Internship Training Report

Report submitted by Sr.No Name Branch Roll No 1 C N K RAVI KIRAN NAOE NAOE1012009013 2 JENIFER VINCENT NAOE NAOE102009014 3 ARUN MEDA NAOE NAOE1012009016 4 D PAVAN SRIKAR NAOE NAOE1012009024



PREFACE

The main objective of our implant training was to co-relate theory and practical

in this field. During the training, we were exposed to the industrial environment,

associated with workers, and understand their psychology towards work.

During the training we got familiarized with material handling, safety practices,

ship building procedure, various problems and understood various constraints of

management. We have understood the scope, functions and responsibilities of

various departments in the organization.

Training provided us an opportunity to learn under a different environment the

various aspects of ship construction.



ACKNOWLEDGEMENT

Firstly, we would like to thank Mr. Commodore K Subramaniam, Chairman & Managing Director, Cochin Shipyard LTD, for giving us the opportunity to work & understand in a real industrial environment. We would like to thank Mr. Rama Das, Head of the Training Institute for helping us gain insight to the working of the organization.

With the guidance and cooperation of all engineers, supervisors & workers of

Cochin Shipyard Ltd, Cochin we were able to gain a lot of knowledge. Without the help of these members, it would have been difficult days for us. They were showing special interest in explaining every aspect of our questions.

We would also like to thank every individual who have provided us with the

assistance with this training. We are most grateful to our colleagues & our friends who have answered numerous queries & shared their wealth of experience with us. We would also like to thank them for their suggestion in improving this project.

Last but not the least we would like to thank Prof. S. C. MISRA Director of

Indian Maritime University Vizag campus, Dr.B.V.R.Rao Academic coordinator, Mr.D.S.P.VIDYA SAGAR Placement & Training In charge for giving us this special opportunity to have our training in Cochin Shipyard.

We wish to thank all of the organizations & individuals mentioned in the

above (and many who were not mentioned) for their support & encouragement.



COCHIN SHIP YARD

Cochin ship yard is one of leading shipyards in the country. It has its highly renowned in the field of shipbuilding and has built the reputation of Trust and Responsibility. The major works done by CSL are SHIP BUILDING SHIP REPAIR The Uniqueness of the Shipyard is that the Vessels are launched by Flooding Process. It has two large docks for shipbuilding and ship repair.

Current Projects Indigenous Aircraft Carrier (IAC) Platform Supply Vessels Fast Patrol Vessels Anchor Handling Tug Supply Vessel

INTEGRATED MANAGEMENT SYSTEM (IMS)

It is a combination of three management policies on productivity and work output, personnel working safety and environment policy. ISO 9001: This certification stands for the productivity and work output of CSL. OHSAS 18001-2007: This stands for the working condition and safety of the

CSL employees. ISO 14001-2004: This is an environmental management system

This is the one and only shipyard to certify all the three management systems. Facilities It has dock dimension of 255*43*9 m. Two Gantry cranes, one of 300 T & other of 150 T capacities. Transporter Crane of 150 T, grand assembly shop with a telescopic roof for the

access of Gantry crane and many other small cranes. 3 Quays (Q1, Q2, Q3) to park the vessels.



SHIP BUILDING

The major departments in the ship Building are Shipbuilding Design Shipbuilding Hull Shipbuilding Outfit

Design There are three stages of Shipbuilding Design Basic design Preliminary design Detailed design

Design Process

Basic DesignFundamental

Design

Detailed

Engineering

Carried out by forward design

& marketing

Carried out by design

department



Basic Design It mainly includes the preparation of the drawings and documents Hull surface model. Hydrostatic, capacity, stability & maneuvering calculations. Model & Tank Testing. General arrangement. Mid ship section. Build Specification. Preliminary Design

It mainly includes the structural strength aspect of the ship. Global strength of the ship Local strength of the ship. Still water condition & in Waves condition. Detailed Design

It mainly includes the arrangement of the stiffeners used in the ship. In this portion a detailed 3D model is generated and from these the required drawings to be sent to the work sites are generated. This is an essential process to simplify the production process. Design Work in CSL

The Design department in CSL deals with only Detailed design .The Basic, Preliminary design drawings and calculations are obtained from firms such as STX Europe, Rolls Royce, Seds. Then from these production drawings (3D) are generated by TRIBON. Tribon is a family of programs that create and refer to a common set of databases containing the design details of the ship. Together, these databases are used to depict a 3D model of the ship, with embedded information for all of the parts of the design, from ship structural elements to pipe segments to equipment. Many common ship design elements, especially equipment, can be downloaded from databases. The software brings about an increased degree of inter department cooperation, as each department modifies the same model and we can observe any collisions and route pipes and cables accordingly.



The design department is majorly divided into categories

HSD : Hull structure Design

HOD: Hull outfit Design

AOD: Accommodation outfit Design

MOD: Machinery outfit Design

EOD: Electrical outfit Design

Design

Hull Outfit

Hull structure

Design

Hull Outfit

Design

Accomodation

outfit

Design

Machinery

Outfit

Design

Electrical

Outfit

Design



HSD

This is the part of the design team that models all the stiffeners, frames, brackets etc. They provide the structural members that provided strength to the hull form. The structure is of any ship is always designed for a maximum structural load which is based on the draught which is called a scantling draught.

HOD

This is responsible for the equipment, pipe routing and outfitting in the parts of the ship other than the accommodation and engine room. They majorly have to generate 3 major items to provide to the production yard – the schematic, the yard plan the MLF. The schematics for each system are outsourced from different firms.

The 3D model generated is used to generate the yard plan. These contain the exact positioning and length of each type of pipe equipment. These are sent to the production yard. Along with these a MLF i.e. Material list of fittings is created.

AOD

This team in design is responsible for all the outfitting in the accommodation section of the ship.

The AOD team makes a list of all the requirements of the accommodation region right from the floors and panels to the bathroom fittings and piping. They gauge the requirements for the accommodation region and make an indent of these to the materials department. Then there is a call for a bid. These bids are technically evaluated and then those that are technically certified are selected and the one with the lowest price bid is selected. At times the entire accommodation works are outsourced to other companies.

MOD

It stands for the Machinery Outfit Design. They are responsible for the design of the equipments, piping’s, etc, in the engine room and propulsion room.

Along with the preliminary design, the firms like STX also provide the engine and the type of propulsion used. These are provided in the schematics or the key plans. The MOD team models all the piping and equipment in the engine room and propulsion room.

In some modern vessels like PSV’s which run on electric power, the engine room houses the DG’s (Diesel Generator). In some cases the basic design firm only specifies the speculations of the engine, in these cases an indent of all the required



equipments is made and this is forwarded to the materials department, which takes care of its procurement.

EOD

The EOD team is responsible for the design of all the electrical equipment present in the entire ship as well as for all the cabling in the ship. They are responsible for all the electrical systems design, which constitute almost all the systems in the ship.

EOD has to play a coordinated role with the other design departments. The EOD designs the location and position of the cable trays. The cable trays contain the all the cables attached to it by a tightening band. The cable trays are designed to minimize the usage of cables. There is a main cable tray which runs from the forward to the aft of the ship. This has some trays which branch out and reach all the necessary areas. The cabling schedule is done manually by the EOD team. The scheduling decides how much length of wire has to be drawn from cylinder and for which connection. This is done keeping in mind, the aim to have minimum wastage of cable.

Functional Design Functional design includes the preparation of following drawings and documents. Most of which requires for owner and class approvals.

Hull structure key plans. Scantling Calculations. Access arrangements. Mooring arrangement plan. LSA and FFA plan. Ventilation and Piping diagrams. Wiring diagrams. Machinery arrangement. Propulsion System. Accommodation Plan. Painting Scheme.

Purchase order specifications.



Typical Design Process and Production flow of outfitting work



HULL SHOP In Cochin Shipyard Limited steel plates are processed and manufactured into panels for building a ship. Also they are called plates, sheets and layers. These panels are prepared in prefabrication chamber by welding elemental sections together that are being processed in hull shop where in turn steel plates and sections are processed in hull shop that are being brought from steel stock yards where all steel plates and sections are being stored. In Steel Stock Yard the steel plates and sections are stored in the form of stacks or piles which further are taken to hull shop and prefabrication chamber for the preparation of ship panels. Hull Shop In this shop marking, cutting of elements to the various sizes and forming them into different shapes as per requirement and marking them unit wise for feeding to the sub assembly and assembly shop is done.. The principle material used for hull construction is mild steel. For the ship building purpose, the plates and sections are usually made of mild steel containing 0.15 to 0.25 % carbon and 0.4 to 0.7 % manganese, phosphorous 0.035 to 0.06 %, sulphur 0.03 to 0.06 % strength of from 26 to 32 tons/Sq.inch with an elongation of 16 to 20 % in 8 inches lengths depending upon the thickness of the plate. Generally steel drawing office will allocate the material as per the schedule. The steel stores will issue the material in requisition of Hull Shop. All plates are then mangled, shot blasted and painted. At This process is being done to prevent corrosion. Markers will mark the plates and sections with the help of templates and drawings. They will write complete process on marking, material, type of edge preparation, forming, cutting lines, dispatching, destination, etc...Other elements are marked on the steel plates using the wooden templates prepared in mould loft and cut in other gas cutting machines. There are Hydraulic presses with various capacities and up to maximum 2000Tons forming the plates. Rolling machines, cold frame bending machines, shearing machines, cambering machines, straightening machines, Plate preparation plant, section preparation plant etc. are the important machines in the shop which have the capacity to produce elements up to 2500Tones per month. The elements proceeded in the Hull Processing shop and assembly units inspected for their workmanship of the steel complex, dimensional accuracy by the quality control of the steel complex and presented to the classification society surveyor for inspection are lore they dispatched to block storage area or berth for assembly erection.



Treatment Line Steel plates are first transferred to heat treatment line to de-scale the plates from rust, dust and impurities. It is the first step for any plate before it used for any process in the hull shop. The de-scaling process also includes a hydro leveler and spray painting section. In plate treatment line steel plates are processed under various machineries to make them fit for production of ship panels. The following are the various machinery sections that are present in the plate treatment line. The complete step to step procedure is shown alongside. Captivator Hydro-Leveler Heating Chamber Blasting Chamber Spray Painting Section Drying Chamber Captivator The steel plates from the steel storage yard are lifted onto the captivator by a magnet and placed onto the inclined portion (the head section) of the captivator. The head section consists of three important rollers namely free roller, magnetic roller and motorized roller(s). Specifications

Maximum plate load : 10 Tons Maximum plate size : Length14m, Width3.65m Minimum plate size : Length 3.65m, Width 1.5m Plate thickness : Max -50mm, Min -5mm Hoisting speed : 8/4 M/min Travelling speed : 90/30 M/min Roller Speed : 30 M/min Trolley Speed : 30 M/min Number of piles : 3 Max height of piles : 600mm Main voltage : 3*440 V, 50 Hz Pilot voltage : 220 V, 50 Hz

Heat Treatment Line Process Layout

‘Captivator’

Hydro-Leveler

Heating Chamber

Blasting Chamber

Drying Chamber

Spray Painting

Section



Hydro-Leveler

A hydro-leveler is an 80 ton capacity hydraulic powered machine to level the plates and free them from any curves, bends and distortions so as to make the plate perfectly flat. Specifications Hydraulic pressure : 315 Bars and 100 Bars Hydraulic medium : Mineral oil Working pressure : Centre beam (doxvn) 315 Bars Test pressure centre beam : 395 Bars Working pressure centre beam : 100 Bars Test pressure : 125 Bars Working pressure : 315 Bars Test pressure : 395/395 Bars Down/Up Speed : 3-4 m/min Heat Chamber

The plates are then moved into a heating chamber where they are heated so as to remove moisture content and other liquid material such as oils from the surface of the plates. Blasting Chamber

Blasting is an important step in the heat treatment line. It removes all the impurities on the surface and makes the surface clean and pure. It consists of 8 roto blasts, four on top and four on bottom. Small spherical grits made of mild steel are made to incident on plates with great force and high velocity. This will result in the removal of rust and mill scales. The grit is fed from overhead tank then into motor (impeller). It has axial entry and radial exit. Its equipment is used for the purpose of removal of rust and dust particles from the plate.

Spray Painting Unit

The blast is equipped with micro computer which enables paint spray in both directions i.e. top and bottom after cleaning. This has 8 numbers airless spray film thickness of 25 microns can be achieved. The treatment line is also provided with the pre heater before shot blasting and drying chambers after painting. Painting is done to avoid corrosion of plates. Using two nozzles on the top and two on the bottom, spray painting is done. Paint to the nozzle is supplied by the pump. There are two pumps one will supply paint to the top nozzle and the other will supply to



the bottom nozzle. The paint used is zinc rich prime (costlier, long life, 9-12 months), zinc silicate primer (cheap, short life, six months).

The hull shop consists of Gas Cutting Machines Hydraulic press Plate and Structural Rolls Machine EOT Cranes

Conclusion Plates coming from the steel complex [assed to hull shop through automatic system by using sensors in conveyor rollers]. The plates are processed and they are transferred to the fabrication department for the making of panels and frames etc…. Generally Hull shop acts as the BACKBONE OF SHIPYARD. Sub-Assembly & Assembly

Fabrication is the primary stage of work. The material that is processed in the bays of the hull shop is transported with help of EOT cranes to the prefabrication chamber. Initially the elemental sections that are being transported are marked individually, these marked products are segregated according to the marking and they are kept aside. Now using different EOT cranes these parts are supported so that welding can be done upon them so that these panels can be together as a complete ship panel.

Working Process

The shaped and cut sheets from the hull shop are obtained by this division and sub-assemblies are done for a desired panel. Further all these sub-assemblies are combined together and are aligned together according to the panel drawings. Quality checks and surveys are done at each stage to ensure good quality and integrity of the sub-assemblies and assemblies. After getting clearance for full welding (i.e., after fit up survey) the assemblies are welded together and again are inspected for integrity surfaces. Advanced outfitting is also performed after this process. In pre-fabrication department small sections and sometimes block will be constructed as per the working drawings (WDS) issued by drawing office (through PP & PM). The real construction works starts here only. In pre-fabrication department the major work is drawing related welding process and other joining process after construction of small sections in term big panels shifted to erection department sometimes to ships birth will be done. In pre-fabrication shifting of



completed blocks can be done with overhead sliding crane in assistance with “KMAG” trailers. The term sub assembly means the assembling of different elements of the panel for main assembly stage, usually to high state of completion. These can be described into two groups such as large sub-assemblies and light sub-assemblies. Examples Large sub-assemblies Double bottom Deck Fore peak units After peak units Side shell Bulk heads etc. Light sub-assemblies Auxiliary stools Girders Pillars Accommodation bulk heads etc. Advantages of the sub assembly method Allocation of work on over hanging staging. Welds normally over head or horizontal may be made in the down hand or vertical position giving increased speed of welding and better quality. Easy access obtained to sub parts as could bottom, fore peak, cruiser stern etc.Work on the units can be commenced and progress before the ship would normally be ready for such work. Welding in sub assembly The processes which are being followed in CSL, they are as follows CO2 TIG Manual arc welding In the sub-assemblies, plates are generally laid on skids and plate ends are clamped or dogged down to skids after setting to the correct position to prevent distortion, generally without interfering with shrinkage.



ERECTION

The process of construction and assembling of panels in the building dock or building berth is called as erection. Usually pre-fabrication is followed by erection. Steps involved in erection process Preparation of berth/ building dock Marking of reference lines Placement of blocks Erection of panels Alignment of panels Consolidation Survey

Before welding edge preparation is done for proper welding. In welding, panels are welded together. The following are the erection sequences of the general cargo ship Double bottom port Double bottom starboard Transverse bulkhead Side shell Bilge plates Tween deck sides Tween deck centre Main deck sides Main deck centre Main deck hatch



OUTFITTING They are three types of outfitting methods UNIT OUTFITTING ON-BLOCK OUTFITTING ON-BOARD OUTFITTING UNIT OUTFITTING Unit outfitting are modules which can be assembled separately in workshop skids and are independent of block construction. Unit outfitting is carried to reduce the On-board outfitting works. Efficiency of unit outfitting is almost 5 times as that of on-block outfitting is term of man-hours. Necessity to divide outfitting works into smaller Modules Lack of material or too many material supplied at a time shall lead to production

delay. Hence it is necessary to divide the outfitting work in suitable lots by the stage

and zone into on-unit, on-block, and on-board modules. Consequently, it is required that the fitting drawings and their material lists

(mlf’s) are separated in accordance with the stage and zone work packages (modules).

ON-BLOCK OUTFITTING Outfitting carried out during fabrication of hull blocks.

ON-BOARD OUTFITTING Outfitting work carried out to complete the outfitting works after erection of hull block in dock. Material Control during Outfitting The most important thing for outfitting work is that the “Only Necessary Quantity” of the “Correct Materials” be supplied to the “Required place” at the “Right Time”. Material List of Fittings (MLF) is a list of all outfit components required for a particular stage/zone outfitting. The types of MLF as follows UNIT MLF BLOCK MLF ON-BOARD MLF

Block MLF Block MLF contains items which can be fitted in block stage like manholes, hatches, ladders, equipment seats, anodes, gratings, cable trays; pipe pieces vent ducts, supports, penetration pieces, valves etc.



PALLETISATION Process of grouping Outfitting materials required for a particular stage/zone outfitting as per the respective MLF is called Palletisation.

For a ship, outfitting is done in different areas. Engine room outfitting Deck and hull Outfitting Machinery Outfitting Accommodation Outfitting

For various outfitting we have different mlf’s for example engine room outfitting requires engine room document etc. The major inputs are from pipe shop and sheet metal shop.

Pipe Shop

In pipe shop various types of pipes are fabricated, welded, painted and galvanized according to utility and need. Pipes are cut as per the drawings. In cutting acetylene is used for ferrous materials and plasma for non ferrous materials. We use CNC cutters mostly. We have pipe bending machines to achieve 2D, 3D, 4D bend etc.

Sheet Metal Shop

In sheet metal shop we have shearing machines for cutting plates of different dimensions. Press break machine for sheet bending. Rolling machine to roll the metal plates into pipes. Drilling machine for drilling.



SHIP REPAIR

Maximum no. of repair projects in India. CSL has been a pioneer in Ship Repair and successful in satisfying many shipping companies around world competing with many abroad repair yards. ISRS (Integrated Ship Repair system) is used for handling Ship repair activities in CSL. Ship Repair Department is a self-organized department which handles.

Ship repair in CSL is divided into three departments mainly ship repair commercial, ship

repair operations, ship repair materials and project planning.

Repair Dock 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 crane and 460 M length with 20 T crane. The quays have adequate service lines of oxygen, acetylene, compressed air and power connections.

Procedure Enquiry & registering in ISRS.

Slot meetings to decide whether to send quotations or not.

Quotations are sent and FIRM STEMMING is done.

After Firm stemming it is sent to SRP which schedules the repair activity for the

vessel at the ship yard.

It consists of three departments Ship Repair Operations (SRO)

The actual Ship Repair work on the site is handled by SRO. Various jobs are executed through this department. They are the one responsible for work completion. Before any welding work to be done safety department has to give a clearance certificate. Special care is to be taken while cleaning fuel oil tanks. The percentage of gases is found out by an explosive meter. All the exhaust gases are allowed to pass out and filled with inert gases. To check the weld hose test x-ray and vacuum test are done.



Activity Materials (steel) required are ordered to the stockyard.

Outer Hull is washed using industrial water.

Docking Survey is done initially.

Every repair operation is allotted a Project Manager by the Ship Yard who is the

contact personnel between Ship yard and the Ship crew.

Project manager will address the opening meeting.

Work will be given to “Registered Subcontractors”.

Once the work is finished the Technical Team re checks it.

WCC (Work Completion Certificate) is sent to ship owner. Once it is signed by

the vessel owner all the work reports and WCC are forwarded to SRC.

Ship Repair Operations is comprised of five sections Machinery Repair(MR) :Engines, pipes, anchor chains, propeller etc.,

Hull Repair (HR): Structural fabrication and steel renewal.

Accommodation Repair (ACR): wheel house.

Docking & Painting (D & P): Ship docking in the repair dock and painting of the

vessel.

Electrical, Electronics & Instrumentation: electrical equipments will be repaired.

Repair Shops Engine & Machine shop : This shop is equipped with modern machine tools like

Plano miller (up to 30 T) Bar Boring equipment (up to 300 mm dia), Inside Grinding machine (up to 300 mm dia), Heavy Duty Lathes (up to 12M length), Horizontal Drilling machine ( up to 100 mm boring & 600 mm drilling), Shrinkage equipment (up to 6 M x 900 mm O.D), Cylindrical Grinding machine (630 mm dia x 2 T), Horizontal Boring machine (up to 560 mm dia), Dynamic Balancing machine (up to 3 T) etc.

Electric : Computerized motor test centre, winding machine and drilling

machine.

Instrumentation : Temperature and pressure calibrators.

S.R. Store : Materials procured are stored.

Carpentry shops : Accommodation fittings are repaired here.

Painting After SA 2.5 blasting primer is applied.

There are different types of coating like enamel and epoxy. Mostly epoxy coating

is used.

Polyurethanes are used for superstructures.



There are pumps to paint with 68:1 ratio pressure.

To remove paints different methods like sponge blasting, dry ice blasting, hydro

blasting and destructive blasting are used.

Ship Repair Commercial (SRC) Receiving Enquiries and registering in ISRS on Enquiry Register. After Slotting

meeting quotation will be sent on the basis of “Ship Repair Tariff & Norms”.

Quotations along with tentative schedule are sent.

If the quotation is partially acceptable the owner comes with NEGOTIATIONS.

Discounts are allowed with settlement note and this procedure of finalized

accepting of the project is called Firm Stemming.

Then the activities following these are handled by SRM & P and SRO.

WCC signed by the owner will be sent back to SRC and invoice is made and sent

back to the owner.

SR Estimation and Billing Section: It is the core of SRC which makes the

quotations.

“Getting Defect” list from owner.

Ship Repair Tariff : Work amount and profit margin

Ship Repair Norms: Standardization of rates.

Ship Repair Materials & Planning (SRM&P)

Soon after Firm Stemming SRM&P comes into the light which procures workmen

and materials.

PWO (Professional Work order) is sent to procure work men.

Materials for Ship Repair are of two kinds – Indigenous and Import items.

Ship Repair Store is used to store the procured materials.

The major functions of ship repair store are receipt of indigenous materials,

issue of materials, issue of tools necessary for ship repair, issue of PPE’s. All the

materials are arranged properly.

The materials which are left are sent to general store.

Quotations from different vendors are collected for the procurement of

materials.

A minimum of three quotations have to be collected.

SRP schedules the stay of the vessel in Ship yard and plans the positioning of the

vessel according to the availability of the dock.

Planning department coordinates with other departments and produces a

tentative schedule.



Passes will be provided by this department.

Other Facilities Hauling Carriage for safe docking and un-docking of ships.

High Pressure Water Jet for hull cleaning.

Blasting and Painting of conventional, epoxy and SPC systems.

Facility for Boiler re-tubing.

Facility for Tank Coating.

Electric shop for overhauling of motors and testing.

Electric power at 50 Hz & 60 Hz.

Pipeline supply of compressed air, oxygen and acetylene.

Current repair projects Kavrati passenger vessel (Cochin to Lakshadweep islands) TSHD Cauvery, Chennai Port Trust DCI VIII Dredger Balasil Tug INS Tarangini Jack up Rig Transocean Mercury Coast Guard 47

IHOP (Integrated Hull construction, Outfitting and Painting)

IHOP System is a integration of Block construction with Zone outfitting method and Zone painting method. Zone outfitting method A shipbuilding system which organizes outfitting work by zone and stage into on-unit, on-block, and on-board work. Zone painting method A shipbuilding system which integrates surface preparation and Painting work into the overall construction process. IHOP construction is aimed at minimizing the work in dock so as to reduce the overall construction period. Efforts for IHOP construction should begin right from the start of Design work.



Utility and Maintenance

The objective of Utility and Maintenance department is to support the shipyard activities by the supply of consumables, statutory tests, liaison work and statutory bodies to have a safe and continuous operation of the yard. Activities Maintenance of machines

Break down maintenance

Preventive Maintenance

Procurement & Storage

Supply of consumables

Power supply maintenance

Communication maintenance

Office facilities

Statutory testing’s

Cranes(5 T – 300 T)

Welding machines

Cutting (CNC’s) & Grinding machines

Bending Machines

Liaison Work

Energy conservation

Energy usage audit

Energy maintenance

Buildings Electrical maintenance

Conclusion The Utility & Maintenance plays a major role by supporting the Shipyard in its operations.



TRAINING SUMMARY

Industrial training started on 1st June 2012. Main objective of industrial training was to co-relate theory learned in the institution to the practical work undergoing in the shipyard. This training exposed us to an industrial environment, which we cannot stimulate in our campus. We got the experience of work in the yard premises under the guidelines of professionals and engineers. We tried to associate ourselves to workers and engineers in the yard to understand their psychology through their work, attitude and approach to problems. We got a good chance to understand various procedures in shipyard. We got familiarized with various materials, processes, their applications, products and site problems management problems and difficulties an engineer has to face while working. We got an opportunity to apply knowledge gathered in classrooms and solving problems faced at the site. Training made us understand the scope/ functioning and job responsibilities in various departments of the organizations this implant training helped us to be specialized in some specific areas of technology. Finally to conclude it had been a wonderful gaining learning thought provoking experience for us.

CSL final

Documents

indian maritime university

heat treatment line

summer internship training

sheet metal shop

ship repair commercial

machinery outfit design

electrical outfit design

zone outfitting method