Hsl project

K. L. University 1 | P a g e
ABBREVIATIONS
ABS - American Bureau of Shipping
AHT - Anchor Handling Tug
AIS - Automatic Identification System
AP - After Perpendicular
ANSI - American National Standards Institutes
BIS - Bureau of Indian Standards
CAD - Computer Aided Design
CG - Coast Guard
CL - Centre line
CNC - Computer Numerical Control CPP - Controllable pitch propeller DD - Dry Dock
DNC - Direct Numerical Control EN — European Standards
FPP - Fixed Pitch Propeller
ft. - feet
HFO - Heavy Fuel Oil
HP - Horse Power
IR - Inspection Report
ISO - International Standardization Organization
JIS - Japanese Industrial Standards
LFO - Low Fuel Oil
MDO- Marine Diesel Oil
OPV - Offshore Patrol Vessel
PF- Pre fabrication
PPAP - Production Part Approval Process
RADAR - Radio Detection and Ranging
RPM - Revolutions per Minute
SB - Starboard
SIS-Swedish Standards Institute
SRD- Ship Repair Division

Overview of the Industry
1.1 SHIPBUILDING TERMS:
Ship
A ship may be regarded as vessel of hollow structures made to float on water and capable of
conveying goods from one place to another across the surface of water.
Aft/After
The direction towards the rear of the ship is called aft or after
Forward/Fore
The direction towards the front or bow of the ship is called forward-fore.
Mid ship
The center of the ship located at the midpoint between the fore and aft perpendiculars is called
the mid ship.
Forward Body
The portion of the ship from mid ship to the front or bow of the ship is called forward body.
Port
The left hand side of the ship, when looking from the fore is called port side.
Fore and Aft
In the line with length of the ship is called fore and aft.
Arch wart ship
The part across the ship at right angles to the fore and aft center line of ship is called arch wart
ship.
In-Board
The direction towards the center line of the ship is called in-board.
Out-Board
The direction away from the centre line or towards the side of the ship is called out-board.
Stem
The bow of the ship, the part where the port and starboard meet extending from keel to forecastle
deck is called stem of the ship.
Stern
The aft end of the ship known as stern.
Bow
Forward end of the ship is known as bow.

Stern-Frame
Large casting or forging or built up frame attached to the aft end of the keel to from the ship's
structure is known as stern-frame.
Rudder
A large heavy fitting hinged to stern frame which is used for steering of the ship is known as
rudder.
Keel
Keel is the back bone of the ship. It is the principal fore-aft member which runs along the bottom
and connects the stem and the stern.
Center Girder
Center girders are fore and aft vertical plates fitted at the center line upon the keel and to which
the half floor plates are connected by welding or by vertical angle bars. Sometimes they are also
called the ‘vertical-keel’.
Floor
A floor is a transverse vertical plate running across the bottom of the ship.
Inter-Costal
An inter-costal plate is a vertical fore and aft plate fitted between the floors, also short length of
the plate or bar between frames beams, etc. they are not continuous.
Frames
One of the ribs forming the skeleton of the ship is known as a frame. They act as stiffeners
holding the outside plating in shape and maintain the transverse form of the ship.
Frame-Line
The fixed position or point of the frame or the frame station fixed to the ship is known as frame-
line.
Frame Spacing
The fore and aft distance between the heels of the frame to heel of the transverse frame measured
along the transverse line is called as frame spacing.
Bulk Head
The vertical portion in ship which divides the interior of the ship into various components is
known as bulk head.
Aft-Peak
The water tight compartment aft of the cast watertight compartment is known as aft-peak.
Fore peak
A large compartment in the tank at the bow in the lower point of the ship is known as fore peak.

Deck
Deck is the horizontal platform corresponding to the floor in the building.
Beam
Beam is a transverse horizontal member supporting a deck or a flat extreme width of the deck.
Deck Girder
A continuous member running in the fore and aft direction under the deck for the purpose of
supporting the deck and beams is known as deck girder.
Stiffener
A section fastened to the surface to strengthen it and make it rigid is called a stiffener.
Camber
A transverse curvature or crown given to the decks for the purpose of draining rain or sea water
to the sides.
Hatch
Opening in the deck for passage of cargo into the hull is known as hatch.
Coming
The vertical boundary of the hatch or skylight or for any other openings is known as icoming.
Bracket
A triangular piece of plate used to connect rigidly two or more parts that meet at some angle
with one and other. For example, a deck beam attached to the frame or frame to margin plate.
Butt
The joint that is formed when two parts are placed edge to edge also end joint between two
plates.
Seam
The fore and aft joint or length wise side joint of the plates is known as steam.
Lap
A joint in which one part of the plate overlaps the other thus obtaining the use of butt-strap is
known as lap joint.

1.2 Introduction to Ships:
Ship, vessel that is buoyant in the water and used to transport people or cargo from one
place to another via rivers, lakes, or oceans. Traditionally, ships were distinguished from boats
by size any buoyant vessel small enough to fit on board a ship was considered a boat. Based on
Archimedes’ Principle ships will float.
Archimedes’ Principle:
 An object is subject to an upward force when it is immersed in liquid. The force is equal
to the weight of the liquid displaced.
 This principle, also known as the law of hydrostatics, applies to both floating and
submerged bodies, and to all fluids.
Buoyancy:
Buoyancy is an upward force exerted by a fluid that opposes the weight of an immersed
object. In a column of fluid, pressure increases with depth as a result of the weight of the
overlying fluid. Thus a column of fluid, or an object submerged in the fluid, experiences greater
pressure at the bottom of the column than at the top. This difference in pressure results in a net
force that tends to accelerate an object upwards. The magnitude of that force is proportional to
the difference in the pressure between the top and the bottom of the column, and (as explained
by Archimedes' principle) is also equivalent to the weight of the fluid that would otherwise
occupy the column, i.e. the displaced fluid.
Fig 1.1 Principle of Buoyancy

1.3 Types of Ships:
Basically ships are of two types on is merchant vessels and second one is naval ships, but
in this report we are more concerned about merchant vessels. Merchant vessels are mainly four
types.
1. Seagoing vessels.
2. Inland vessels.
3. Support vessels.
4. High performance vessels.
1. Seagoing vessels:it is again divided in to seven types
a) General cargo carrier.
b) Bulk carrier.
c) Oil tanker.
d) Container ships.
e) Roll on-roll off ships.
f) Passenger ships.
g) LNG and LPG carriers.
2. Inland vessels:
a) Launches.
b) Barge.
3. Support vessels:
a) Tug
b) Ocean going tug.
c) Firefighting tugs.
d) Dredger.
4. High performance vessels:
a) Hydrofoil craft.
b). surface effect ships.
c) Air cushion vehicle.

1.4 Terms used in ships:
The fore end of the ship is called bow and rear end is known as stern or aft. The left hand
and right hand side of the ship when viewed from the stern are called port and star board.
Main parts of ship:
1: Smokestack or Funnel.
2: Stern.
3: Propeller and Rudder.
4: Portside (the right side is known as starboard).
5: Anchor.
6: Bulbous bow.
7: Bow.
8: Deck.
9: Superstructure.
Fig 1.2 Parts of a Ship

Overview of the Company
2.1 History of Hindustan Shipyard Ltd.
 In 1919 the SCINDIA steam navigation company was founded by eminent two persons
i.e. Sri Walchand Hirachand and Sri Narottam Marojee.
 In 1929, they have revised again their ideas to build a ship building company at
Visakhapatnam or Calcutta.
 In 1940, they have commissioned Sir Alexandra Gibbs & partners, London for the
recommendation of the project site.
 Sir Alexandra Gibbs recommended 55 acres of site inside the Visakhapatnam inside the
harbour due its following advantages such as protection from natural calamities like
cyclone & tsunamis etc.
 The geographical location of this site is as follows ,17’’41’ North latitude,
83’’17’ East longitude.
 In 1941, on 21st June foundation stone for the company was laid by Dr. Rajendra Prasad.
 In 1942 company has laid the keel for the first vessel on 22nd June and August. These 2
vessels are based on the UK design.
 In 1948 on 14th march first vessel named ‘JALA USHA’ was launched by Sir Pandit
Jawaharlal Nehru & second vessel named ‘JALA PRABHA’ was launched on 20th
November by Sir Sardar Vallabhai Patel with remote control.
 In 1950 government has entered into the ship building industry and formed ÉASTERN
SHIPPING CORPORATION’ a joint venture with SCINDIA. In this government has
74% of shares & 26% of shares with SCINDIA and named the company as
‘HINDUSTAN SHIPYARD LIMITED’.
 In 1958 government has alliances with ACL consultant which has suggested switching
from steam ship construction to modern diesel motor ships and old riveting methods to
modern welding methods.
 In 1961 during month of July government has fully owned the 100% shares of the
company.
 In 1967 construction of dry dock has started and completed in 1971.
 In 1975 wet basin is commissioned
 In 1985 inauguration of off shore platform and modernisation of yard is carried at an
estimation of 80 crores.
 In 1987 the covered building dock of capacity 70000 DWT is completed. The first oil rig
ship ‘SAGAR BUSHAN’ is handed over to owner i.e. ONGC.
 In 1988 the company is diversified into fabrication of steel structures.
 In 1992 the first of its kind a 42750 DWT vessel is floated from building dock.
 1993 the oil is flown out from the platform built by HSL in Godavari basin. On 28th June
they constructed 100th vessel named ‘M.V.LOK PRATAP’ is floated.

 In 1996 an ISO-9001 certificate is awarded by Lloyd’s registry of quality assurance
London.
 In 1999 first largest 1200 passenger cum 160 tones cargo vessel is built and handed over
to Andaman and Nicobar administration.
 In 2000 on 15th September largest ship ‘M.V.TAMILNADU’ OF 42750 DWT is floated.
 In 2005, submarine retrofit is started for ‘INS SINDUKURI’.
 In 2007, vessels of 36000 DWT named ‘GOOD PROVIDENCE’ and ‘GOOD PRINCE’
were handed over to the owner i.e. Good Marine Limited(G.M.L).
2.2 VARIOUS DEPARTMENTS IN SHIPYARD:
The facilities of the shipyard are broadly classified into three divisions. They are further
divided into departments. The departments are listed out below.
FUNCTIONAL DIVISION:
 Hull shop
 Pre-fabrication
 Erection
 Loft department
 Shipwright department
 Hull testing department
 Welding department
 Black smith department
 Joiners and carpentry department
 Rigging department
 Painting department
 Electrical department
 Plumbing department
 Engineering department
ADMINISTRATIVE DIVISION:
 Galvanizing department
 Accounts department
 Personal department
 Internal audit
SERVICE DIVISION:
 General department
 Design office
 Clearance department
 Industrial and production department

 Band stores
 Maintenance department
 Civil engineering
 Disposal department
 Medical department
 Transport department
 Security department
 Purchase department
 Production planning
 Quality control department
2.3 PRODUCTS OF HSL:
1. General cargo cum multipurpose vessels.
2. Bulk carriers.
3. Survey vessel.
4. Landing ship tank.
5. off shore petrol vessels.
6. Tug (55 t bollard pull tug).
7. Motor launchers.
8. Passenger cum cargo ship.
Other services like
9. Submarine retrofitting.
10.Ship repairs.
2.4 INFRASTRUCTURE:
1. Steel Stack Yard: Storage capacity of 30,000 Tones spread over an area of 7000 Sq. meters
and equipped with 10T, 16T EOT cranes with magnetic pickups. In addition, 12T mobile cranes
for handling plates & sections are also available.
2. Plate Treatment Plant: The plant comprise Captivator, Hydro leveler with dust collector,
shot Blasting machines for plates and sections of each of spaces priming machine & 2 nos.
Roller Conveyors.

Fig. 2.1 Plate Treatment Line
3. Hull Shop: Spread over 04 bays over an area of 11,152 Sq. meters, the shop is equipped with
5 & 10 T EOT cranes, with magnetic pickups in each bay. The Yards’ hull shop is fairly modern
with following facilities:-
(a) Parallel gas cutting machine
(b) Plasma profile cutting machine
(c) 2000T, 800T and 500T rolling and bending press.
(d) 400T cold frame bending machine
(e) 100T section bending machine.
4. Pre-fabrication: Spread over 2 Bays and has an area of 1319 Sq meters. The pre fabrication
Shop has excellent facilities which include 80T, 40T (02 Nos.), 10T (02 Nos.) and 5T (02 Nos.)
EOT Cranes. Both automatic and Semi-automatic welding facilities are also provided.
Fig. 2.2 Prefabricated Blocks

5. Heavy Lift Transporters:
HSL is the only yard in the country to have heavy lift hydraulic transporters up to 200 Tons
capacity.
Fig. 2.3 Heavy Lift Transporter (KAMAG)
2.5 SHIP BUILDING PROCESS:
The main process of the shipbuilding involves
 Bid proposal
 Discussions and specifications of the agreement
 Performance design
 Basic design Detailed design
 Production design
 Material ordering
 Production plan
 Cutting and processing
 Assembly
 Installation of rigging articles
 Mounting huge blocks
 Launching
 Operation at the quay
 Trail cruise
 Delivery

BID PROPOSAL:
Based on the basic specifications (simplified specifications) provided by the customers,
one has to lay out a broad design to get a rough overall picture of the ship and subsequently offer
a proposal to the customer. The proposal is a very important step of a business since customers
largely depend on this proposal to decide whether to place an order with industry or not.
DISCUSSIONS AND AGREEMENT SPECIFICATIONS:
Once the proposal is accepted, one has to proceed to discuss the specifications in detail
and settle on the final price of the ship. Once the ship price, shipbuilding process, general layout,
specifications, etc. are determined, an agreement is made.
PERFORMANCE DESIGN:
Speed is the most significant factor of any ship. By repeatedly adjusting the hull form and
tank testing, one should ensure that the ship one has to build can sail at the speed stipulated in the
specifications.
BASIC DESIGN:
There are various factors that influence ship performance, other than speed. Other factors
can include load capacity of cargo, ship stability, fuel cost and so on. The key function of basic
design is to design the ship so that all those factors comply with the specifications.
DETAILED DESIGN:
Based on the information obtained from the basic design, the detailed design plays the
role of clarifying the design of components and parts of the ship to be built. The key point of this
step is to work out drawings that are feasible and accurate enough to facilitate the actual
shipbuilding operation on-site without compromising the ability or performance of the ship.
PRODUCTION DESIGN:
The production design organizes the design information in the detailed plans into
respective component information. The production design enables the field staff to meticulously
control a large amount of components on site. Here includes the numbering of each plate used
after the plate treatment operation.
MATERIAL ORDERING:
One has to place purchase orders for required materials based on the design information.
Since a tremendous volume of materials need to be ordered to build a ship, it is vital to manage
and supervise the delivery dates of those materials so that the procurement is timely and
accurate. And this is done by material section or department.

PRODUCTION PLAN:
The production plan has a critical impact on manufacturing efficiency because of the
enormous amount of components, and the large number of workers involved on the job site. It is
vital, therefore, to plan thoroughly so as to control and supervise the flow of materials, work
volume, job assignments and subsequent progress of the shipbuilding process.
CUTTING AND PROCESSING:
Steel plates are cut and processed according to the blueprint. The process of heating and
bending a steel plate into curved shapes is of great importance in shipbuilding, and requires
sophisticated skill and technique.
ASSEMBLY:
The cut and processed components are assembled block by block. In order to maximize
manufacturing efficiency, the assembling of blocks is carried out in a phased manner: small-scale
assembly comes first, mid-scale assembly second and large-scale assembly last
INSTALLATION OFRIGGING ARTICLES:
Assembled blocks are further jointed together to make huge blocks, and at this point,
rigging articles such as pipes, electric wires are installed. In order to enhance manufacturing
efficiency at the dockyard, most rigging articles are installed while the block is still on the
ground.
MOUNTING HUGE BLOCKS:
Following the above step, the huge blocks are mounted on the vessel. In order to maintain
the predefined dimension, even after tens of such blocks have been jointed together; accurate
positioning of each block is critically important. This is where one make full use of our
shipbuilding know-how.
LAUNCHING:
When all the blocks are mounted and jointed, launching is the next stage.
While the launching at a dock simply means filling the dock with water to float the ship, the
launching from a building berth is a very impressive and exciting sight to see since the ship
slides its way majestically into the sea. This is one of the most thrilling moments for all involved
with the shipbuilding process.
OPERATION AT THE QUAY:
The finishing operation is carried out with the launched hull at the quay. Starting with
finishing work of accommodation and control sections, every equipment and instrument is
checked and re-examined in practice. We are now in the final stretch of shipbuilding.

TRAIL CRUISE:
The trial cruise includes tests of speed, engine performance and operation of all
equipment and instruments. The test results are kept as the performance record of the vessel.
DELIEVERY:
A new ship is born. After the delivery ceremony, the captain, chief engineer and crew
embark for the ship’s maiden voyage.
2.6 OBJECTIVESOF ENGINEERING TRAINING
 This training enhances high scientific & technical levels, ready to take on diversified
responsibilities in the enterprise.
 Engineering training includes knowledge of the enterprise, a vast scientific & technical
culture & know how in one of the field’s expertise.
 Industrial Training provides the basic skills, which in turn acts as a cross curricular
training needed to begin professional career.
 Apply our Knowledge in resolving Problems in new or relatively unknown environments
& in multidisciplinary contexts related to our field of study.
 Engineering training acts as a bridge between theoretical knowledge and practical
Knowledge.
 Engineering training allows the student to expand his/her technical exposure.
 It allows making ourselves flexible to work in different environmental conditions.
 Undergraduates have an opportunity to expose themselves in working’s environment of
their field of profession respectively.
 For obtaining working’s experience in the industry which is relating to their field of
current study.
 Using knowledge which is obtained from industrial training for their study after finishing
training and continuing study at university afterwards.
 Training them to be capable in communication and interaction between workers and
superior.
 Training them to be able to prepare a technical report which is related to industrial
training they do.
 Cultivating them to work as a team.
 Learning to be professional behavior respectively.

3.1 HULL SHOP
The hull of a ship is the watertight outer body of the ship, which protects the ship from
sinking. The hull of most of the ships are made out of several Mild Steel sheets welded together
to form the continuous body without any leakages. The design of the size, shape and other
dimensions of each steel plate are drawn carefully in such a way that all of these plates when
properly welded together form the hull of the ship.
To make the designing, drawing and fabrication of the hull easier, the main drawing of
the ship is divided into several small frames, and a different set of drawings is drawn for each
frame. These frames are further divided into blocks and the drawings of each block are made
separately. Then the drawings of each steel plate used in the block are detailed in separate
drawings for each. These steel plates are then carefully welded together to form the blocks and
these blocks are erected to form the hull of the ship.
The most suitable material for the hull construction is steels. The steel plates used in hull
construction are mostly made of Mild Steel due to its good ductility, mechanical strength, and
cost-effectiveness. Hindustan Shipyard uses internationally accepted steel grades such as the
DNV A and B grades and the IRS A and B grades for hull construction.
3.1.1 PLATE TREATMENT PLANT
Plant Details:
Plate Maximum Length : 14m
Maximum Width : 3.65m
Speed : 25m/min
Conveyor Length : 125m
Type of Grit : Cast Steel Shots
Quality of surface : SA 2.5
D.F.T : 25 microns
The actual manufacturing/production of the ship in the shipyard starts in the plate
treatment plant of the hull shop, where the steel plates are leveled, treated against corrosion and
painted.
The main components of the Plate Treatment Plant are:
 Captivator
 Hydraulic leveller
 Air Chamber
 Blasting Chamber
 Paint Chamber
 Heating Chamber

Captivator:
A captivator is a machine used to pick up and lift the required steel plates from the
stockyard and place them on the rollers for the treatment process to start. It uses electromagnets
to pick up and place steel plates up to a safe load of 5 tons and uses electric motors to move its
pats and the whole unit when required. The head section consists of mainly three type of rollers
free rollers, magnetic roller and motorized roller.
Specifications
Maximum plate load : 10 ton
Maximum plate size : length 14m, width 3.65m
Minimum plate size : length 3.65m, width 1.5m
Plate thickness : max 50 mm, min 5 mm
Hoisting speed : 8/4 meters per min
Travelling speed : 90/30 meters per min
Roller speed : 30 meters per min
Hydraulic Leveler:
The steel plates are first passed through the hydraulic rollers and pressed between them
so that any uneven surfaces are made even. Sometimes if the thickness of the plate is less than
12mm, the forward portion of the plate is slightly bent upwards to compensate the downward
bend caused during blasting. It consists of 5 rollers two rollers present at bottom and three rollers
will present at top. The bottom rollers can rotate in clock wise and anti-clockwise direction such
that the plate can move both left and right directions. The top rollers apply pressure on the plates
while the plates move along rollers making them flat. The minimum width of the plates that can
pass through the rollers is 6mm and maximum width is 21mm.
Specifications
Hydraulic pressure : 315 bar
Hydraulic medium : mineral oil
Working pressure : 315 bar
Tested pressure : 395 bar
Down/up speed : 9.1 meters per min
Heating Chamber:
Here the plate is heated under controlled conditions so that the surface properties change
and it becomes easier to remove the rust and other impurities settled on the plate.

Blasting Chamber:
The heated plate is sent to the blasting chamber where the top and bottom surfaces are
blasted with small cast steel shots with high pressure to remove rust and surface impurities.
There are totally 8 blasting pumps in the chamber, four on the top and four on the bottom, all
placed at an inclination to the direction of travel of the plate. These shots are again co llected
through ventilators and filters for recycling.
Fig 3.1 Blasting Chamber
Specification
Material : mild steel to be dry and oil free
Maximum plate thickness : 5 to 50 mm
Maximum plate width : 3.65 m
Maximum working length : 2500 mm
No. Rotor blast wheels : 8
Separation type air wash : air wash
Painting:
After blasting, painting is done on the plate to protect it from rusting and other forms of
corrosion. Paint is mixed with Thinner and Galvanshopprimer IZI82© liquid to improve its
properties of rust and corrosion resistance. The painted plate is passed into a hot air chamber for
drying up the paint quickly.
3.1.2 CNC PLASMA CUTTING MACHINE:
The plates treated in the Plate treatment plant are cut in the desired shape, based on the
design sent by the drawing office on the CNC Plasma Cutting Machine.
Plasma cutting is a process used to cut steel and other metals (or other materials) using a high
voltage electric arc produced by a plasma torch. In this process, an inert gas or compressed air is
blown at high speed out of a nozzle, and an electrical arc is formed through that gas at the same
time from the nozzle to the surface being cut, turning some of that gas to plasma. This plasma is

very hot and melts the metal being cut, and the compressed air moves fast enough to blow
molten metal away from the cut.
Fig 3.2 Principle of Plasma Cutting
A major advantage of this process over other cutting processes like gas cutting is that it is
several times faster than most other methods, and it gives a clean cut without the need of further
surface finishing, both of which are very useful in the industry.
Procedure:
The plasma cutting machine in the Hull Shop of the HSL has two nozzles; one for
marking and one for cutting. It is computerized, and can cut the plates based on the drawing fed
to it using a Floppy Drive. After the drawing is fed properly, two reference points are marked on
the plate and the nozzle is offset on those points to define the plate position and angle relative to
the machine. Then the automatic control is turned on and the cutting process is done by the
machine itself as per the drawing in the Floppy.
Gases used:
LPG, oxygen, air.
Marking:
The marking nozzle is comparatively smaller in size, and sprays molten Zinc Oxide
(ZnO2) with high pressure and the machine keeps moving the nozzle in the direction to be
marked as per the given drawing.

Cutting:
For cutting the plate, first the amount of electric current and the distance of the nozzle
from the plate surface are carefully selected on the control board, depending on the material and
thickness of plate using the reference sheet. Then after turning it on, the nozzle comes to the
starting point, and a high voltage electric arc is produced, which converts the high pressure air to
plasma state, giving out high thermal energy which melts the metal and cuts it.
3.1.3 GAS CUTTING:
Before the introduction of plasma cutting into HSL, or any shipyard, Gas Cutting used to
be the most widely used method for cutting metal sheets. There are both manual as well as
automated (CNC) Gas Cutting machines, and the CNC machines usually have higher precision,
accuracy and rate of cutting.
Fig 3.3 Gas Cutting
This process involves sending pressurized oxygen and fuel gas at the point to be cut,
initiating a flame. This burns the fuel gas, producing a lot of heat. The material of the plate, in
the presence of the heat and excess oxygen, undergoes oxidation reaction and loses its strength.
This oxidized metal, called slag or kerfs is easy to melt and remove. This is then removed by
sending pressurized gas over that area with high velocity which removes the weak molten
material.

3.1.4 SECTION MARKING
A section in shipbuilding terms is a strengthening or supporting structure, similar to
beams or columns. They are used to improve the mechanical strength of various parts of the
ship’s body.
Fig 3.4 Types of Sections
The suitable type, dimensions and material of the section to be prepared are determined
by the drawing office. The proper section is selected based on that drawing and marked
according to the given design. These sections are cut to the required dimensions using plasma or
gas cutting machines, mostly automated or robotic cutting machines.
Sometimes these sections need to be in a curved shape depending on the requirement and
the portion of the ship they need to be placed in, and the shape of the structure that they have to
support. In such cases, these sections are bent using hydraulic cambering machines.

3.1.5 HYDRAULIC PRESS
Some of the steel sheets used in the hull construction are to be in a curved (bent) shape,
rather than flat. When such a shape is required, the plates after being cut according to the cutting
drawing are sent to the hydraulic pressing machines.
Fig 3.5 Hydraulic Rolling
The hydraulic presses in the hull shop of HSL can apply a load of up to 2000 tons
depending on the requirement of shape, thickness of material and the radius of curvature. There
are also several types of machines for complete circular pipes as well.
2000 Tons Hydraulic Press:
Supplier : MTS Scottish Indian machine Tools Ltd
Capacity : 320 Tons
Power of the motor : 30 HP
Height of the bed form ground level : 755 mm
Weight of the press : 40 Tons
800 Tons Head Flanging Press:
Equipment : Soot Bulk Head flanging press
Suppliers : m/s Hugh Smith & co, Glasgow (U.K)
Capacity : 800 tons
Length of each die : 79 mm
No. of Dies : 5
250 Tons Bea-Hydraulic Press:
Equipment : 250 Tons Bea-hydraulic press
Suppliers : M/S Fences Kline & co L.T.D, Calcutta
Capacity : 250 Tons
Stroke : 863 mm

500 Tons Hydraulic Press:
Type suppliers Ltd : M/S Indian Sugar V & General Engg. Co
Load of press : 500 Tons
Working pressure : 320 kg/Sq. cm
Die length : 900 mm
Bed Area : 1850X1550 mm '.
Table : 1200x1550 mm
MaterialHandling Equipment in Hull Shop:
No of Cranes: 12
Magnetic Overhead Cranes: 5(Capacity: 10 tons each)
Overhead Crane: 1(Capacity: 25 tons, 10 tons, 10 tons, 5 tons, 5 tons,5 tons, 2 tons)

3.2 PRE-FABRICATION
Prefabrication is the practice of assembling components of a structure in a factory or
other manufacturing site, and transporting complete assemblies or sub-assemblies to
the construction site where the structure is to be located. The term is used to distinguish this
process from the more conventional construction practice of transporting the basic materials to
the construction site where all assembly is carried out.
In the shipbuilding industry, Prefabrication department prepares the blocks/sections
which form the hull of the ship when joined together properly. Additionally, hatch covers are
also constructed in this section of the shipyard. The steel plates obtained from the Hull Shop are
joined to form the blocks. The prefabrication department of HSL is located adjacent to the Hull
Shop, so that there is a fast and easy transport of material from the hull shop.
Welding can be defined as a process, of joining two similar or dissimilar metals where
coalescence (Joint) produced between two metals with or without use of filler metal with
application of heat or pressure or combination of both.
Welding is very important in shipbuilding industry. In order to protect the ship structure,
this process should be performed by the qualified welders and controlled efficiently by the
quality control engineers and Classification Societies. All welders should have a certificate and
the procedures should be prepared in the shipyards. There are several kinds of welding methods.
In shipbuilding, the most common technique is electrical arc welding. With the developed
technology in all areas, welding technology is improving with each passing day. Today, ceramic
welding is much started to be used especially on the shell plating’s and block connections. In
HSL the most commonly used welding techniques are SMAW, GTAW, and GMAW (Stick,
TIG, and MIG). Depending on the fabricator other types of welding may also be used. Industry
will always use the most efficient means to join metal. This provides easiness for the welders and
shortens the production period.
Scope:
 To establish departmental procedure in accordance with quality manual quality system
procedure covering all the quality related activities in department.
Objective:
 To ensure the product output to satisfy the customer quality requirements
 To minimize defects and reworks during production process
 To meet production schedules within the responsible variation
 To ensure production output in line with quality requirements and enhance customer
satisfaction by means of continuous improvement
System:
 Quality plan shall be received from QA department for each project
 Drawings for each project and production schedules shall be received from PP&PM
departments

 Issue and control register shall be for drawing as per quality
 Material panel wise shall be received from the hull shop
 Electrode, gases, etc., shall be drawn from stores on indents as per material allocation
 Department production process planning shall be done basing on PP&PM dept. as per
material allocations
 Progress performance status shall be prepared and analyzed for necessary improvements
 Records shall be retained for period for vessel as per quality system
Fig 3.6 Building of a Panel in Prefabrication

3.2.1 Types of Welding Mainly Used in Hindustan Shipyard Ltd.
1) TIG (Tungsten Inert Gas Welding) or GTAW
2) MIG (Metal Inert Gas Welding) or GMAW
Tungsten Inert Gas (TIG) Welding:
It is an arc welding process wherein coalescence is produced by heating the job with an
electric arc struck between non consumable tungsten electrode and job.
When arc is produced in between electrode & w/p, inert gas from cylinder passes through
welding head around the electrode. This shield gas (argon, helium, nitrogen) is used to avoid
atmospheric gases of molten weld pool.
Fig 3.7 Tungsten Inert Gas (TIG) Welding
Principle of operation:
 Welding current, water, inert gas supply are turned on, arc is either struck by touching
electrode with a scrap metal tungsten piece or using high Frequency unit.
 The torch is brought nearer to job when electrode tip reaches with in a distance 2 to 3mm
from job, a spark jumps across air gap between electrode & gap.
 Air path gets ionized and arc is established.
 After striking the arc it is allowed to impinge on job and molten weld pool is created
which joins the 2 surfaces.

EQUIPMENT:
1. Welding torch: Equipped with cooling systems using air or water.
2. Electrode: The electrode used in GTAW is made of tungsten or a tungsten alloy, because
tungsten has the highest melting temperature among pure metals, at 3,422 °C (6,192 °F).
3. Filler rod is used when welding thicker pieces with edges prepared. Filler metals up to 4.5mm
diameter in form of straight lengths or coils are available.
4. Power source: Current power source 8 to 20 kW. It uses both AC & DC welding machines
with good current control.
5. Inert gases: Argon is the most commonly used shielding gas. When used with alternating
current, the use of argon results in high weld quality and good appearance. Helium, is most often
used to increase the weld penetration in a joint, to increase the welding speed, and to weld metals
with high heat conductivity, such as copper and aluminum. Argon helium mixture, Argon
oxygen mixture, Argon hydrogen mixture.
Metal Inert Gas Welding (MIG):
MIG Welding is the process in which coalescence is produced by heating job with an
electric arc struck between a continuous and consumable wire electrode and w/p. No flux is used
but arc and molten metal are shielded by inert gas (argon, helium, carbon dioxide).
Uses a consumable bare metal wire as electrode and shielding accomplished by flooding
arc with a gas. Wire is fed continuously and automatically from a spool through the welding gun.
Shielding gases include inert gases such as argon and helium for aluminum welding, and active
gases such as CO2 for steel welding. Bare electrode wire plus shielding gases eliminate slag on
weld bead - no need for manual grinding and cleaning of slag.
Fig 3.8 Metal Inert Gas (MIG) Welding

Principle of operation:
 Before igniting the arc, gas & water flow is checked.
 Proper current & wire feed speed is set and electrical connections are ensured.
 Arc is struck when current & shielded gas flow is switched on & electrode is scratched
against the w/p which is the usual practice for striking the arc.
 In this type arc is produced between consumable metal electrode (wire) & w/p.
 Electrode wire is continuously fed from wire reel.
Electrode wire from reel passes through holder and it is melted by arc & deposited over joint
resulting weld.
3.2.2 WELDING DEFECTS:
 Improper welding procedures & parameters, base metal which introduces defects (or)
faults in weld metal & around.(i.e. heat effected zone)
 Few of welding defects that occur are:
1. Crack
2. Lamellar tearing.
3. Distortion.
4. Incomplete penetration.
5. Improper fusion.
6. Porosity.
1) CRACK:
 It may be appeared on weld surface or under the weld bead which can be microscopic or
macroscopic scale depending on their size.
 HOT CRACKING: It occurs at high temp and very small to visible. It can be prevented
by preheating base metal.
 COLD CRACKING: It occurs at room temp after weld is completely cooled.
2) LAMELLAR TEARING:
Lamellar Tearing is a kind of Weld-cracking that forms beneath a weld.
Generally seen at edge of heat affected zone which appears as long& continuous visual
separation line between base metal & heat affected zone.
Fig 3.9 Lamellar Tearing

3) DISTORTION:
 It is change in shape & diff between positions of 2 plates before welding & after welding.
 Formed mainly because of shrinkages that take place in weldments.
CAUSES REMEDIES
More no of passes with Use proper diameter electrode
Small diameter electrodes.
Type of joint Use metal as required for joint
(V-type joint needs more metal
Than u joint to fill groove).
High residual stresses that relieve the stresses.
Are in plates to be welded.
Table No. 3.1 Causes and Remedies of Distortion
4) INCOMPLETE PENETRATION:
 Welding current has the greatest effect on penetration.
 Incomplete penetration is usually caused by the use of too low a welding current and can
be eliminated by simply increasing the amperage.
 When the weld bead does not penetrate the entire thickness of the base plate.
 When two opposing weld beads do not interpenetrate.
 When the weld bead does not penetrate the toe of a fillet weld but only bridges across it.
5) INCOMPLETE FUSION:
It will be seen as discontinuity in weld zone. Sometimes molten metal deposited by
electrodes does not fuse properly with cold base metal & the 2 do not unite properly &
completely.
CAUSES:
 Improper penetration of joint.
 Wrong design of joint.
 Incorrect welding technique.
 Improper cleaning of w/p.
 Low arc current.
REMEDIES:
 Use proper joint.
 Use correct design.
 Choose proper welding tech.
 Clean the w/ps.

6) POROSITY:
 Porosity is the gas pores found in the solidified weld bead. It is caused by presence of
gases entrapped during solidification process.
 Main gases that cause porosity are hydrogen, nitrogen, oxygen.
CAUSES:
 Improper coating of electrodes.
 Long arcs.
 Faster arc travel speeds
 If rust or oil, grease is present on surface of job.
3.2.3 VARIOUS TYPES OF PANELS:
Hull is the basic structure or body of the ship which is constructed with series of blocks,
where the blocks are sand blasted and fabricated in prefabrication department and assembled at
erection department
Generally panels are divided into:
1) DOUBLE BOTTOM CENTRE (DC)
2) DOUBLE BOTTOM SIDE (DS)
3) SELL SIDE (SS)
Apart from this Engine room panel and crane foundation panel are fabricated.
These panels are fabricated by sub assembling many frames and elements of panels for main
assembly.
These are classified into two groups:
A) LARGE SUB-ASSEMBLIES
1) Double Bottom
2) Deck
3) Fore Peak Units
4) Aft Peak units
5) Side Shell
6) Bulk Heads
7) Crane Foundation
8) Engine Room
B) LIGHT SUB ASSEMBLIES
1) Auxiliaries tools
2) Girders
3) Pillars
4) Accommodation
5) Wheel house

3.2.4 STRUCTURAL CONSIDERATIONS FOR THE SHIP:
The structure of the floating feely and at rest in still water is subjected to stranding forces
tending to change its form. When rolling and pitching in a seaway, propelled by sails or steam,
these forces are generally increased. The strains are:
a) Structural strains
• Strains tending to cause the ship to bead in a fore and aft direction.
• Strains tending to change the transverse form of the ship.
• Strains due to propulsion of the vessel either by steam or oil.
b) Local strains
• Painting strain.
• Strain due to local heavy weights such as masts, engines, armors, guns, etc.
• Strain due to grounding etc.
Longitudinal loads:
This loads causes both sagging and hogging.
Sagging:
Sagging is straining of the ship that tends to make the middle portion of the ship lower
than the bow and stern. It occurs in rough seas.
Fig 3.10 Sagging of a Ship
Hogging:
Hogging is straining of the ship that tends to make the middle portion of the ship lower
than the bow and stem lower than the middle portion.
Fig 3.11 Hogging of a Ship

Transverse loads:
Racking
Racking is tendency to deformation produced when a vessel is traveling in a sea way.
Panting
Panting is the in and out vibration of the shell plating due to variation of water pressure.
Strengthening a Ship Hull:
There are various stiffeners welded to the main deck, twin deck, tank top, bottom shell,
side shell to increase the mechanical strength. The stiffeners mainly used are shown in figure
Fig 3.12 Strengthening a Ship’s Hull

Different Parts of Ship Structure (Transverse Section):
Fig 3.13 Parts of a ship’s structure.
MATERIAL HANDLING INFRASTRUCTURE IN PRE- FABRICATION DEP’T
Overhead Cranes: 9
Type: EOT
Capacity: 80 tons x 2
50 tons x 1
45 tons x 1
40 tons x 2
10 tons x 3

3.2.5 HATCH COVERS:
Almost all ships need to have hatch covers to allow access from one deck floor to
another, or to portions of the ship’s hull such as the cargo holds and engine rooms. In HSL, these
hatch covers are also constructed in the Bay 4 of the prefabrication section.
Hatch Covers are designed to transport forestry products, bulk, unitized cargoes, project
cargoes and containers. The vessel is typically fitted with two Gantry cranes for self-loading and
unloading, with a typical SWL (safe working load) between 30 and 80 tons. Different equipment
is connected to the gantry crane depending on cargo type as vacuum clamps for paper, unhook
for unitized cargo, container frame and grab for bulk cargoes. Cargo holds are box shaped to fit
containers and some holds can be equipped with twin decks to improve flexibility of cargo
mixture in same hold. Holds are typically equipped with dehumidifier for sensitive cargo. Hatch
covers for holds are opened and closed by mean of gantry crane. Space on those hatch covers can
also be used to carry containers, lumber or project cargoes.
Fig 3.14 Hatch Covers of Cargo Holds

3.3 ERECTION
One of the most important and the final stages of building a ship’s hull is erection.
Erection department, along with the facilities of the building block work together to form the
Hull Berth, a co-operative body that aims at the construction of the ship’s hull with the blocks
fabricated at the prefabrication department.
Process:
Erection involves four stages:
 Erection
 Alignment
 Consolidation
 Testing of Tanks
In Erection, the blocks manufactured at the prefabrication department are carried with
100T Hyundai cranes or the KAMAG hydraulic cranes, and are placed comfortably for the EOT
cranes of the building block to carry them for erection. These blocks are carried to their
respective positions as indicated by the drawings from the design office. Markings are made on
the floor area using surveying equipment and sighting lines. Several reference lines are drawn for
the precise placement of the prefabricated blocks.
According to the shape of the panels, concrete blocks are placed on the respective
positions on the floor area to support the structure to be constructed. Over these blocks wedge
plates and wooden blocks are placed to further increase strength and flexibility.
The respective blocks are carried to their positions using the EOT cranes, and then placed
on the concrete blocks. Then during Alignment, they are slightly lifted for ease of movement and
positioned very precisely using hydraulic bar screws, which work similar to screw jacks.
Then the positioning of the blocks is verified first by Consolidation and then by the
Quality Control department. After clearance is given by the quality control department, welding
is done by experienced welders, and measures are taken to eradicate defects in welding.
Fig 3.15 Welding of prefabricated Blocks

After welding is complete, Testing of Tanks is performed by closing the blocks like tanks
and pumping pressurized fluids into them. This is done to detect and overcome any leaks or
welding defects. If any defects are found, then they are immediately rectified and passed through
quality testing again.
BUILDING DOCK IN HSL
Presently bulk carrier of 53,000 DWT vessel is being erected.
Fig 3.16 Building Dock at HSL

4.1 ENGINEERING DEPARTMENT
The Engineering department of HSL has two units: The On-Board unit and the Machine
Shop unit. The machine shop’s primary functions are, as the name itself suggests, machining of
various equipment or their parts used in the ship such as shafts, rudder systems, bearings, engine
beds among others. The On-Board unit deals with outfitting the ship with several equipment,
including those made in the machine shop. It involves installation, consolidation and testing of
all these equipment.
4.1.1 Machine Shop:
Machines availability in machine shop:
1. Centre lathes.
2. Capstan lathe.
3. Turret lathe.
4. Planning.
5. Horizontal.
6. Drilling.
7. Radial drilling.
8. Slotting machine.
9. Boring machine.
10. Shaping machine.
11. Power saw.
12. EOT cranes 10, 20 tons.
Various jobs done in the Machine Shop:
1. Stern Tube Machining.
2. Rudder Sleeves
3. Propeller
4. Rudder Stock
5. Chocks for Main Engine, Generator, Steering Gear
6. Fit Bolts
Stern Tube:
The stern tube is a hollow tube passing at the lower stern part of the ship carrying tail shaft
and connecting it to the propeller out at sea, bearing for the tail shaft, lubrication arrangement
and most importantly the sealing arrangements.
The stern tube bearing arrangement and sealing plays a vital part in ship’s operation
and pollution prevention. The two main purpose of the stern tube bearing are:
Withstand load:
The propeller which hangs at the aft end exerts load on the shaft, which is supported and
withstand by the stern bearing. The bearing is a cast iron bush lined with a white metal having
excellent load handling and lubricating property.

The stern tube is fitted at the stern frame and internal framing of vessel’s hull at aft peak.
This allows the tail shaft to rotate smoothly in the bearing area for uninterrupted propulsion.
Sealing
The stern tube bearing consists of sealing arrangement to prevent ingress of water and to
avoid the lubricating oil to escape into the sea.
Rudder:
A rudder is a device used to steer a ship, boat, submarine, hovercraft, aircraft, or other
conveyance that moves through a medium (generally air or water). On an aircraft the rudder is
used primarily to counter adverse yaw and p-factor and is not the primary control used to turn the
airplane. A rudder operates by redirecting the fluid past the hull or fuselage, thus imparting a
turning or yawing motion to the craft. In basic form, a rudder is a flat plane or sheet of material
attached with hinges to the craft's stern, tail, or after end. Often rudders are shaped so as to
minimize hydrodynamic or aerodynamic drag. On simple watercraft, a tiller—essentially, a stick
or pole acting as a lever arm—may be attached to the top of the rudder to allow it to be turned by
a helmsman. In larger vessels, cables, pushrods, or hydraulics may be used to link rudders to
steering wheels.
Ship rudders may be either outboard or inboard. Outboard rudders are hung on the stern
or transom. Inboard rudders are hung from a keel or skeg and are thus fully submerged beneath
the hull, connected to the steering mechanism by a rudder post which comes up through the hull
to deck level, often into a cockpit. Inboard keel hung rudders (which are a continuation of the aft
trailing edge of the full keel) are traditionally deemed the most damage resistant rudders for off
shore sailing. Better performance with faster handling characteristics can be provided by skeg
hung rudders on boats with smaller fin keels.
Fig 4.1 Rudder

Small boat rudders that can be steered more or less perpendicular to the hull's
longitudinal axis make effective brakes when pushed "hard over." However, terms such as "hard
over," "hard to starboard," etc. signifies a maximum-rate turn for larger vessels. Transom hung
rudders or far aft mounted fin rudders generate greater moment and faster turning than more
forward mounted keel hung rudders.
Propeller:
A propeller is a type of fan that transmits power by converting rotational motion
into thrust. A pressure difference is produced between the forward and rear surfaces of
the airfoil-shaped blade, and a fluid (such as air or water) is accelerated behind the blade.
Propeller dynamics can be modeled by both Bernoulli's principle and Newton's third law. A
marine propeller is sometimes colloquially known as a screw propeller or screw.
Fig 4.2 Propulsion System
1. Rudder stock,
2. Rudder,
3. Propeller bonnet,
4. Propeller,
5. Stern frame.
6. Stern tube sealing,
7. Stern tube bearings
8. Stern tube,
9. Propeller shaft, tail shaft,
10. Plummer Mock, pillow block, shaft block,
11. Intermediate shaft,
12. Thrust shafts
13. Flywheel,
14. Crankshaft, shaft alley, shaft tunnel.

Types of marine propellers:
Controllable pitch propeller:
One type of marine propeller is the controllable pitch propeller. This propeller has several
advantages with ships. These advantages include: the least drag depending on the speed used, the
ability to move the sea vessel backwards, and the ability to use the "vane"-stance, which gives
the least water resistance when not using the propeller (e.g. when the sails are used instead).
Skewback propeller:
An advanced type of propeller used on German Type 212 submarines is called
a skewback propeller. As in the scimitar blades used on some aircraft, the blade tips of a
skewback propeller are swept back against the direction of rotation. In addition, the blades are
tilted rearward along the longitudinal axis, giving the propeller an overall cup-shaped
appearance. This design preserves thrust efficiency while reducing cavitation, and thus makes for
a quiet, stealthy design.
Modular propeller:
A modular propeller provides more control over the boats performance. There is no need
to change an entire prop, when there is an opportunity to only change the pitch or the damaged
blades. Being able to adjust pitch will allow for boaters to have better performance while in
different altitudes, water sports, and/or cruising.
Chocks and Fit Bolts:
The enormous structure of the main engine consists of several moving parts (both
rotating and reciprocating) which transmits the engine mechanical power to the propeller for
moving the ship further.
As all the components of the main engine are under different forces, the engine must be
secured to the ship firmly to avoid any damage due to excessive vibrations.
The main engine is fitted on the ship’s hull with the help of holding down bolts and
chocks. The floor where the engine is installed is excessively strengthened by heavy flooring and
using additional bars and girders. The bedplate which is the base of the engine is attached by
means of holding down bolts and chocks arrangement.
There are mainly two chock materials that are used to hold the main engine-
1. Cast steel Chock.
2. Epoxy resins Chock.
Cast steel chocks require expertise for installation and are expensive to use. In today’s time,
marine engine makers are recommending epoxy resin based chocks which do not require any
special measures and are also cost effective.

Preparation and Installation of Marine Engine
1. While installing the engine, first the whole engine- its crankshaft, intermediate shaft and
propeller shaft along with propeller are aligned in a straight line. This is done by
following a brief procedure:
2. Clear the area where chocks and holding down bolts are to be fitted.
3. Prepare the chock well before time by mixing hardener and resin as required by the
weight or volume ratio.
4. All holes for bolts must be kept pre-drilled and bolts available but not be inserted.
5. Prepare foam dam for chock’s installation.
6. Ensure there is no hot work going on nearby the operating place.
7. The pouring temperature must be more than 25 °C. If less, heat the solution while
pouring.
8. Fit a holding bolt in the hole drilled and spray releasing agent chemical on them
9. Pour resin mixture around the inserted bolt.
10. Tighten the holding down bolt with the help of hydraulic jack at required pressure.
11. Side chocks are fitted in line with main bearing girders.
12. End chocks are fitted at aft and fore end to resist axial trust from the propeller.
13. The dried up time of epoxy resins depends on the steel temperature which goes from no
cure to a curing time of 48 hours.

4.1.2 ON-BOARD
Engine Room:
The Engine Room is one of the major machinery spaces located throughout the ship. The
Engine Room contains generator sets that produce electrical power required to run the ship. A
diesel generator set consists of a diesel engine driving an AC generator and includes auxiliary
equipment like cooling pumps, lube oil pumps, fuel oil pumps, coolers and more.
Other equipment in this space includes the fuel oil purifier (used to clean the fuel oil before it
goes to the engines), lube oil transfer pump (to put lubricating oil into the engines) and some
pumps and filters to transfer fuel to other parts of the vessel like the cranes, emergency
generator, and incinerator.
The engine room is a very noisy and very hot place that most people want to flee as soon as they
enter, but the marine engineers routinely work in these spaces to operate and maintain this
equipment.
Engineering Equipment in Ships:
1. Engines
2. Propeller Systems
3. Generators
4. Steering Gears
5. Rudder Systems
6. Anchor Windlass
7. Gantry Cranes
8. Hydrophore
9. Incinerator
10. Sewage system
Propulsion:
Marine propulsion is the mechanism or system used to generate thrust to move
a ship or boat across water. While paddles and sails are still used on some smaller boats, most
modern ships are propelled by mechanical systems consisting of a motor or engine turning
a propeller, or less frequently, in jet drives, an impeller. Marine engineering is the discipline
concerned with the design of marine propulsion systems.
Steam engines were the first mechanical engines used in marine propulsion, but have
mostly been replaced by two-stroke or four-stroke diesel engines, outboard motors, and gas
turbine engines on faster ships. Nuclear reactors producing steam are used to
propel warships and icebreakers, and there have been attempts to utilize them to power
commercial vessels. Electric motors have been used on submarines and electric boats and have
been proposed for energy-efficient propulsion.

Reciprocating steam engines:
The development of piston-engine steamships was a complex process. Early steamships
were fueled by wood, later ones by coal or fuel oil. Early ships used stern or side paddle wheels,
while later ones used screw propellers.
Notable developments included the steam surface condenser, which eliminated the use of
sea water in the ship's boilers. This permitted higher steam pressures, and thus the use of higher
efficiency multiple expansion (compound) engines. As the means of transmitting the engine's
power, paddle wheels gave way to more efficient screw propellers.
Reciprocating diesel engines:
Most modern ships use a reciprocating diesel engine as their prime mover, due to their
operating simplicity, robustness and fuel economy compared to most other prime mover
mechanisms. The rotating crankshaft can be directly coupled to the propeller with slow speed
engines, via a reduction gearbox for medium and high speed engines, or via an alternator and
electric motor in diesel-electric vessels. The rotation of the crankshaft is connected to the
camshaft or a hydraulic pump on an intelligent diesel.
Diesel engines today are broadly classified according to
 Their operating cycle: two-stroke engine or four-stroke engine
 Their construction: crosshead, trunk, or opposed piston
 Their speed
Slow speed: Any engine with a maximum operating speed up to 300 revolutions per
minute (rpm) are called Slow Speed engines. Some very long stroke engines have a maximum
speed of around 80 rpm. The largest, most powerful engines in the world are slow speed, two
stroke, and crosshead diesels.
Medium speed: Any engine with an operating speed in the range 300-900 rpm is called a
Medium Speed Engine. Many modern four-stroke medium speed diesel engines have a
maximum operating speed of around 500 rpm.
High speed: Any engine with a maximum operating speed above 900 rpm is called a high speed
engine. Most modern larger merchant ships use slow speed, two stroke, crosshead engines, or
medium speed, four stroke, trunk engines. Some smaller vessels may use high speed diesel
engines. As modern ships' propellers are at their most efficient at the operating speed of most
slow speed diesel engines, ships with these engines do not generally need gearboxes. Usually
such propulsion systems consist of either one or two propeller shafts each with its own direct
drive engine. Ships propelled by medium or high speed diesel engines may have one or two
(sometimes more) propellers, commonly with one or more engines driving each propeller shaft
through a gearbox. Where more than one engine is geared to a single shaft, each engine will most
likely drive through a clutch, allowing engines not being used to be disconnected from the
gearbox while others keep running. This arrangement lets maintenance be carried out while
under way, even far from port.

Propellers or Screws:
There are many variations of marine screw systems, including twin, contra-rotating,
controllable-pitch, and nozzle-style screws. While smaller vessels tend to have a single screw,
even very large ships such as tankers, container ships and bulk carriers may have single screws
for reasons of fuel efficiency. Other vessels may have twin, triple or quadruple screws. Power is
transmitted from the engine to the screw by way of a propeller shaft, which may or may not be
connected to a gearbox.
A propeller is a type of fan that transmits power by converting rotational motion
into thrust. A pressure difference is produced between the forward and rear surfaces of
the airfoil-shaped blade, and a fluid (such as air or water) is accelerated behind the blade.
Propeller dynamics can be modeled by both Bernoulli's principle and Newton's third law. A
marine propeller is sometimes colloquially known as a screw propeller or screw.
There are many variations of marine screw systems, including twin, contra-rotating, controllable-
pitch, and nozzle-style screws. While smaller vessels tend to have a single screw, even very large
ships such as tankers, container ships and bulk carriers may have single screws for reasons of
fuel efficiency. Other vessels may have twin, triple or quadruple screws. Power is transmitted
from the engine to the screw by way of a propeller shaft, which may or may not be connected to
a gearbox.
Generators:
In electricity generation, an electric generator is a device that converts mechanical
energy to electrical energy. A generator forces electric current to flow through an external
circuit. The source of mechanical energy may be a reciprocating or turbine steam engine, water
falling through a turbine or waterwheel, an internal combustion engine, a wind turbine, a
hand crank, compressed air, or any other source of mechanical energy. Generators provide nearly
all of the power for electric power grids.
.MHD generator:
A magneto-hydro-dynamic generator directly extracts electric power from moving hot
gases through a magnetic field, without the use of rotating electromagnetic machinery. MHD
generators were originally developed because the output of a plasma MHD generator is a flame,
well able to heat the boilers of a steam power plant.
Steering Gears:
A Steering Gear is the equipment provided on ships to turn the ship to left (Port side) or
to right (Starboard side) while in motion during sailing. The Steering Gear works only when the
ship is in motion and, does not work when the ship is stationary. All the ships are to be provided
with, an efficient main steering gear, an auxiliary steering gear and, except for very small ships,
the main steering gear should be power operated.
Manually operated, mechanical Steering Gears were in use during sailing ship days. Sailors
with strong body were required to operate the Steering Gears. Later on, after the onset of steam

engines, mechanized gears were used. Modern ships use all very sophisticated Steering Gear
systems which could fall in either of the categories
1. Fully hydraulic type
2. Electro-hydraulic type
3. Fully electric type
Working of the Steering Gear:
When the ship is required to be turned on receiving an order (say by 10° to port) from the Master
or, the Duty Officer, the helmsman turns the steering wheel towards port until the rudder has
reached 10° to port as read on rudder indicator. The mechanism of the Steering Gear works as
under;
Complete Steering Gear system consists of three main parts namely
1. Telemotor
2. Control Unit
3. Power Unit.
Telemotor unit comprises of two parts namely, Transmitter and Receiver. The
Transmitter is located on the navigation bridge in the form of a wheel, which transmits the given
order to the Receiver located in the steering gear compartment, by turning the steering wheel.
The Receiver conveys this order to the Control Unit, also located in the steering gear
compartment, via linear motion. The Telemotor is generally hydraulic type, electric type or, as is
the case with modern steering systems, it could be electro-hydraulic type. In olden days,
Telemotors were purely mechanical type consisting of linkages and chains with sprockets. As
they were operated manually, they required very healthy sailors to operate them.
Control Unit is the link between the Telemotor and the Power Unit. I receives signal from
the Telemotor and operates the Power Unit until it receives another signal, this time from the
Rudder through the Hunting Gear, to stop the operation of Power Unit.
Power Unit can be any prime mover like steam engine, diesel engine or, an electric
motor, directly coupled to the Rudder; it can be an electro-hydraulic unit or, an all- electric unit
complete with the Telemotor.
Anchor Windlass:
A "windlass" is a machine used on ships that is used to let-out and heave-up equipment
such as for example a ship's anchor or fishing trawls. An anchor windlass is a machine that
restrains and manipulates the anchor chain and/or rope on a boat, allowing the anchor to be
raised and lowered. A notched wheel engages the links of the chain or the rope.
Technically speaking, the term "windlass" refers only to horizontal winches. Vertical designs are
correctly called capstans. Horizontal windlasses make use of an integral gearbox and motor
assembly, all typically located above-deck, with a horizontal shaft through the unit and wheels
for chain and/or rope on either side. Vertical capstans use a vertical shaft, with the motor and
gearbox situated below the winch unit (usually below decks).

Horizontal windlasses offer several advantages. The unit tends to be more self-contained,
protecting the machinery from the corrosive environment found on boats. The dual wheels also
allow two anchors on double rollers to be serviced. Vertical capstans, for their part, allow the
machinery to be placed below decks, thus lowering the center of gravity (important on boats),
and also allow a flexible angle of pull (which means rope or chain can be run out to different
fairleads).
Cranes:
Several cranes are used in ships, especially cargo ships for a variety of purposes such as
loading and unloading cargo, lifting and moving containers, fuel, provisions, launching lifeboats,
and for anything they might be useful.
Gantry cranes, bridge cranes, and overhead cranes, are all types of cranes which lift
objects by a hoist which is fitted in a hoist trolley and can move horizontally on a rail or pair of
rails fitted under a beam.
An overhead travelling crane, also known as an overhead crane or as a suspended crane,
has the ends of the supporting beam, the gantry, resting on wheels running on rails at high level,
usually on the parallel side walls of a factory or similar large industrial building, so that the
whole crane can move the length of the building, while the hoist can be moved to and from
across the width of the building. A gantry crane or portal crane has a similar mechanism
supported by uprights, usually with wheels at the foot of the uprights allowing the whole crane to
traverse. Some portal cranes may have only a fixed gantry, particularly when they are lifting
loads such as railway cargoes that are already easily moved beneath them.
Overhead crane and gantry crane are particularly suited to lifting very heavy objects and
huge gantry cranes have been used for shipbuilding where the crane straddles the ship allowing
massive objects like ships' engines to be lifted and moved over the ship.
A ship-to-shore rail mounted gantry crane is a specialized version of the gantry crane in
which the horizontal gantry rails and their supporting beam are cantilevered out from between
frame uprights spaced to suit the length of a standard freight container, so that the beam
supporting the rails projects over a quayside and over the width of an adjacent ship allowing the
hoist to lift containers from the quay and move out along the rails to place the containers on the
ship. The uprights have wheels which run in tracks allowing the crane to move along the quay to
position the containers at any point on the length of the ship. The first versions of these cranes
were designed and manufactured by Paceco Corporation They were called Portainers and
became so popular that the term Portainer is commonly used as a generic term to refer to all ship-
to-shore rail mounted gantry cranes.

Hydrophore:
Hydrophore tank is always used in the fresh water system to keep the whole water circuit
with certain pressure for general use, such as for drinking, showering etc.
Without the hydrophore tank the water system is not be able to keep any pressure, it is different
from the compressed air system in pressure keeping method. In order to maintain pressure inside
the hydrophore tank and the entire hydrophore water system, compressed air needs to be charged
to the top of the tank thus the pressure of hydrophore tank can be controlled by the air pressure.
Fresh water is filled up to the hydrophore tank by a pump station, where two multistage
centrifugal pumps are in parallel arrangement. They fill the hydrophore tank with water using
one pump if the pressure drop is slow whereas two pumps will be working simultaneously if
pressure drops too fast. High pressure and low pressure switch are fitted in order to automatically
start and stop pumps because the pressure within the hydrophone tank should be kept to certain
pressure for consumers located at the highest point of the ship to use without trouble. And most
importantly, a relief valve must be installed in the hydrophore tank in case of high pressure
switch failure. Hydrophore tank is closely related to people/crew living & working on board, all
the fresh water supply across the ship is contributed to the pressure maintained in the tank. Fresh
water can be supplied either from the fresh water tank that has been filled at port or from the
marine fresh water maker. One thing should be mentioned is that the water supplied from the
hydrophore tank is not solely used for living purposes but also used for various marine
equipment such as the expansion tanks for ship engines.
Fig 4.3 Hydrophore

Incinerators:
Due to laws getting stricter day by day, ordeal related to disposing of the ship's waste at
sea is at an all-time high. So what can be done about this waste? Accumulating it till the next
port of call is the only option but what if the voyages are long? Also collecting the waste for a
longer time is unhygienic and it also generates an unbearable stench. So, in order to dispose the
solid waste, all the solid waste is burnt in an incinerator.
Incinerator is in the shape of a vertical cylindrical chamber with an inverted funnel
shaped chimney at the top. The cylindrical chamber consists of a burning chamber just as in case
of oil fired burners, which are lined with refractory materials at the inside. An oil fired burner is
provided to initiate the ignition process. It is extremely important that the temperature inside the
cylinder is controlled and for this reason thermostats are used. To provide an uninterrupted flow
of air for the combustion, forced draft fans are provided. The air supplied is directed upwards in
swirls with the help of strategically designed ports. A rotating shaft with blades is attached at the
center, which helps for a faster combustion process and also prevents incomplete combustion.
The ash and the residue thus generated due to the combustion is forced at the periphery by this
rotating shaft. The ash is pushed into an ash hopper and it gets collected there. A door is
provided to dump the waste inside the incinerator. This door pneumatically operated and when
opened shuts down the fan and the burner automatically. Not all the ash gets collected in the ash
hopper. Some of the ash due to the forced air goes up to the chimney with the smoke. To remove
this ash from the smoke a char eliminator is used. A char eliminator is similar to a filter paper. A
sight glass is provided at the side of the incinerator to keep a watch at the burning process. All
the processes are controlled with the help of a control panel that is fitted on or near the
incinerator.
Fig 4.4 Incinerator

Sewage system:
Though sewage can be discharged into the sea, we cannot discharge it directly overboard
as there are some regulations regarding discharging of sewage that needs to be followed. Sewage
on sea is generally the waste produced from toilets, urinals and WC scuppers. The rules say that
the sewage can be discharged into the sea water only after it is treated and the distance of the
ship is 4 nautical miles from the nearest land.
But if the sewage is not treated this can be discharged 12 nautical miles away from the
nearest land. Also the discharged sewage should not produce any visible floating solids nor
should it cause any discoloration of surrounding water.
Generally, ships prefer treating sewage before discharging to save themselves from any
type of embarrassment. There are different methods of treating sewage available in the market,
but the most common of them is the biological type for it occupies less space for holding tank,
unlike those of the other methods. Moreover, the discharge generated from this plant is
ecofriendly. Each sewage treatment system installed onboard has to be certified by classification
society and should perform as per their requirement and regulations.
The basic principle of the working of a biological treatment plant is decomposition of the
raw sewage. This is done by aerating the sewage chamber with fresh air. The aerobic bacteria
survive on this fresh air and decompose the raw sewage which can be disposed of in the sea. Air
is a very important criterion in the functioning of the biological sewage plant because if air is not
present, it will lead to growth of anaerobic bacteria, which produces toxic gases that are
hazardous to health. Also, after decomposition of the sewage with anaerobic bacteria, a dark
black liquid causes discoloration of water which is not accepted for discharging. Thus in a
biological sewage treatment plant the main aim is to maintain the flow of fresh air.
Fig 4.5 Sewage Treatment Plant

Division of Processes
The biological sewage plant is divides into three chambers:-
Aeration chamber
This chamber is fed with raw sewage which has been grinded to form small particles. The
advantage of breaking sewage in small particles is that it increases the area and high number of
bacteria can attack simultaneously to decompose the sewage. The sewage is decomposed into
carbon dioxide, water and inorganic sewage. The air is forced through diffuser into the air
chamber. The pressure of air flow also plays an important role in decomposition of the sewage. If
pressure is kept high then the mixture of air and sewage will not take place properly and it will
escape without doing any work required for decomposition. It is for this reason; controlled
pressure is important inside the sewage treatment plant as this will help in proper mixing and
decomposition by the agitation caused by air bubbles. Generally the pressure is kept around 0.3-
0.4 bars.
Settling tank
The mixture of liquid and sludge is passed to settling tank from the aeration chamber. In
the settling tank the sludge settles at the bottom and clear liquid on the top. The sludge present at
the bottom is not allowed to be kept inside the settling tank as this will lead to growth of
anaerobic bacteria and foul gases will be produced. The sludge formed is recycled with the
incoming sludge where it will mixes with the later and assist in the breakdown of sewage.
Chlorination and Collection
In this chamber the clear liquid produced from the settling tank is over flown and the
liquid is disinfected with the help of chlorine. This is done because of the presence of the e-coli
bacteria present in the liquid. To reduce these bacteria to acceptable level chlorination is done.
Moreover, to reduce the e-coli, the treated liquid is kept for a period of at least 60 minutes. In
some plants disinfection is also done with the help of ultra violet radiation. The collected liquid
is discharged to overboard or settling tank depending on the geological position of the ship. If the
ship is in restricted or near coastline then the sewage will be discharged into the holding tank;
otherwise, the sewage is discharged directly into the sea when high level is reached and is
disposed automatically until low level switch activates.

4.2 PLUMBING DEPARTMENT
Infrastructure:
Plumbing department is equipped with two EOT cranes with capacities of 2 ton and 5
ton, pipe profile gas cutting machine, hydraulic bending machine, hot bending bed, grinding
machine, drilling machine, threat cutting machine.
Pipe profile gas cutting machine:-
In this machine angle branch piece cutting of various angles 30⁰,45⁰ beveling of pipes
where butt joints are required.
Technical data:
Chuck capacity - 50 – 460 mm
Chuck speed - 0.1 – 5.5 rpm
Hydraulic bending machine:-
Various sizes of pipes ranging from 15ɸ - 150ɸ of schedule 40, schedule 80 (higher
thickness pipes) can be bent 2-dimensionally. As a part of infrastructure development 3-
dimentional bending machine ranging from 15ɸ - 200ɸ for bending of ferrous and non-ferrous
pipes has been introduced in plumbing department.
Technical data:
Max. Outside dia × wall thickness - 165.2 × 7.94
Power of motor - 55 kW
Max. Bending radius (standard) - 1000 m/m
Actual bending time for 90⁰ - 120 sec
Pipe bending
As a standard for steel and non-ferrous pipes , pipe bending shall be carried out by cold
bending machine having bending radius of approximately 1.5 times of the outside diameter of
the pipe, to a maximum practicable extent according to shipyard facilities.
Ellipticity of the pipe caused by bending shall not exceed following ranges.
Ellipticity, E (%) = a-b/D×100
Where D = outside dia of pipes
R = bending radius
R/D D mm E%
3 and above 40 and above 25 and below 8 and below 10 and below
Less than 3 80 and above 65 and below 10 and below 10 and above
Table no. 4.1 Ellipticity for Pipe Bending

Thickness reduction ratio = [(t – t1) / t] ×100
Where D = outside dia of pipe
T = original pipe thickness
T1 = thickness after bending
Allowable tolerance for radius of bending is 12.5% of 2D allowable limit for swells or wrinkles
caused by bending shall be as follows.
Swell h1 ≤ 2/100×D
Wrinkle h2 ≤ 1/100×D
D: outside dia of pipes
GRADE A:
Welded beads of inside pipes shall be finished smoothly and welding spatters and slag
shall be removed where accessible.
This grade applies to lubricating oil pipes, hydraulic oil pipes and fuel oil injection pipes after 2nd
filter for main diesel engine, turbine steam pipes and for synthetic rubber or plastic lining pipes.
GRADE B:
Welding spatters and slags shall be removed and welded beads shall be cleaned.
This grade applies to power steam pipes, turbine exhaust pipes, turbine exhaust pipes, fuel oil
service pipes, drinking water pipes, and nozzle cooling pipes, compressed air pipes, tank
cleaning pipes and vent pipe for cargo tank.
GRADE D:
This grade applies to all other pipes which dare not specified in grade A and grade B such
open ended lines as drain, over flow, vent and boiler escape pipes.

4.2.1 Flanges
Types of Flanges:
Fig 4.6 Types of Flanges

Fig 4.7 Types of Flanges (Contd.)
Flange fitting in shop
The pipe shall be inserted in to the flange and stopped at position so that the welding
bead will not overpass the flange face. The flange face is usually not finished by grinders, but
welding spatters and slag on flange face shall be removed carefully without spoiling gasket
contact surface.
Tolerance for distance between flange face and the pipe end shown in the “standard
piping works” drawing shall be as follows.
Pipe dia (mm) allowance
250 and above t+2
200 and below t+1
Tolerance for angle of flange face fitted on pipe, except pipes adjusted on board shall be
as follows
Pipe diameter (mm) θ in degrees
400 and above ≤ 0.5
200 to 380 ≤ 0.75
200 and below ≤ 1.00
Difference between pipe and tube:
A pipe is a tube or hollow cylinder used to convey materials or as a structural component.
A pipe is generally specified by internal diameter where as a tube is usually defined by outside
diameter. Also the term tube can be applied to non-cylindrical shapes (i.e. square tubing).

Galvanization of pipes:
Galvanizing, process of coating a base metal, such as iron or steel, with a thin layer of
zinc to protect the base metal from corrosion. Zinc is applied with greater ease and at lower cost
than other metallic coatings such as tin, chromium, nickel, or aluminum. The zinc layer protects
the base metal even when there are cracks or small gaps in the coating, because oxygen reacts
more readily with zinc than with the exposed base metal.
4.2.2 Fittings:
Fittings are also used to split or join a number of pipes together and for other purposes. A
broad variety of standardized pipe fitting are available.
Fitting are used in pipe and plumbing system to connect straight pipe or tubing sections to adapt
to different sizes or shapes to regulate fluid flow.
Fig 4.8 Types of Fittings

Valve:
A valve is a device that regulates the flow of a fluid by opening closing or partially
obstructing various passageways.
Valves may be operated manually either by a hand wheel, lever or pedal. Valves may
also be automatic driven by changes in pressure temperature or flow.
Fig 4.9 Different Valves

4.3 QUALITY CONTROL
Quality:
ISO 9001.2008 states
“The degree to which a set of inherent characteristics fulfils requirements.”
Quality really means
Meeting your customer’s requirements!
ISO:
International Organization for Standardization
ISO is a process oriented system & it talks about always continuous improvement
First ISO Released - 1988
First ISO Revision - 1994
Started in HSL - 1996
Second ISO Revision - 2000
Third ISO Revision - 2008
Build a Quality Framework
 Establish a Quality Policy
 Establish Quality Objectives
 Draw a map of your processes
What is Quality Policy?
A written statement which publicly states what quality means to an organisation.
Why do we need a Quality Policy?
 Good Business Practice
 Good Customer Relations
 Good Supplier Relations
 Promotes a culture of Continuous Improvement
 Required by Public and Private Sector organizations when tendering
 Ensures everyone knows their role in the process
What is a good quality Objective?
 An objective must be SMART
 Say how you are going to achieve your aim
 Be relevant to all parts of the business
 Have an impact
 Be consistent with the quality policy
 Specific
 Measurable
 Achievable
 Realistic
 Timely

Vision: To be a national leader in Ship, Submarine Building & repairs
Mission: To imbibe the latest in Ship/ Submarine Building & Repair technology and serve the
Defense, Maritime & Oil sectors through all-round excellence in Quality, delivery & durability.
HSL Quality Policy: To produce consistently quality product tos to National & International
standards, in time, for customer satisfaction, at optimum cost, by improving effectiveness of
Quality Management System.
HSL Quality Objectives:
1. To incorporate “ Best Practices” in all key activities of the yard including Planning,
Purchase, Marketing, Human Resources & Customer Satisfaction.
2. To train shipyard manpower on construction of modern Naval Ships through Design
collaboration & TOT
3. To acquire new skills in construction of Naval Ships.
4. To augment technological capabilities in the area of Ship Design & ship construction
Benefits of ISO System:
Fig 4.10 Benefits of ISO System
Increase Profit
Better
Margins
Better
Prices
Reduce
Costs
Reduce
Rejection
s

PDCA
Fig 4.11 PDCA
The PDCA Circle
• PLAN
Plan the Activity
• DO
Perform the Activity
• CHECK
What was the outcome of the Activity?
• ACT
Act on the information from the Activity

Quality Management Principles
 Eight Quality Management Principles
 Derived by international experts
 Quality Management System standards of the ISO 9000 series based on these principles
 Basis for performance improvement & organizational excellence
QMP are defined in ISO 9000:2005 & QMS in ISO 9004:2009
Eight Management Principles:
 Customer Focus
 Leadership
 Involvement of People
 A Process Approach
 A System Approach
 Continual Improvement
 A Factual Approach
 Supplier Relationships
The organization shall continually improve the effectiveness of the quality management
system through the use of the quality policy, quality objectives, audit results, analysis of data,
corrective and preventive actions & management review.
Role of quality control in hull shop
At steel stock yard quality control people will check whether the material given matches
the company prescribed. After that IRS will give an inspection report or inspection certificate
will be given, then these steel plates will allowed to ship building process.
Role in prefabrication Dept.
In prefabrication skid will be prepared for the construction of ship individual units as per
the drawing then prefabrication Dept. will invite quality control Dept. to survey whether the skid
is prepared as per the drawing and give permission to construct unit.
The individual units are combined or welded with other units by tack welding as given in
the drawing then after quality control people will check whether the welding done is as per
drawing.
After welding quality control people will check for welding defects by using
nondestructive testing methods if they found any defect it has to be again re-welded.
During lifting these units an extra fit up welding will be done to these units for better
holding. These extra holding fit up will checked by quality control department and lifted by
KAMAGS.

NON-DESTRUCTIVETESTING:
NDTit is a modem method oftesting without creating damages to the product. Inmost of the case no
mechanical contact ofmachine is done, they produce some sort ofwaves. By sending these waves in toproduct
and the reflections or results will beanalyzed and the final report will beprepared based onthe difference between
the expected results and the actual results.
RADIOGRAPHIC TEST:
Radiographic inspection is one of the most widely used techniques for showing the presence and
nature of macroscopic defects and other discontinuities in the interior of the welds. This test method is based
on the ability of x-rays and gamma rays to penetrate metal and other opaque materials and produce an image
on sensitized film or afluorescent screen.
Fig 4.12 Radiographic Test
The term "x-ray quality”, widely used to imply high quality in welds, arises from the inspection method.
In these there is a film which is made available to record the radiographic photo of weld joints.

ULTRASONIC TEST:
Ultrasonic inspection is a supersensitive method of detecting, locating and measuring both surface
and subsurface defects in metals. Flaws that cannot be discovered by other methods, even cracks small
enough to be termed micro-separations, may be detected. In the practical inspection of welds, the
sensitivity of the process is often curbed by designing or setting the equipment to give a response
equivalent to a sensitivity of2% ofthe metal thickness, thus giving results comparable with those obtained
in radiographic inspection.
Fig 4.13 Ultrasonic Testing
DYE PENETRATIONTEST:
Dye penetration test is a non-destructive method for locating surface cracks and pinholes that are
not visible to the naked eye. It is a favored technique for locating leaks in welds, and it can be applied
where magnetic particle inspection is useless, such as with austenitic steels or nonferrous metals. Two
types of penetrates inspection are used -fluorescent and dye- which define the penetrating substance. With
fluorescent -penetrate inspection, a highly fluorescent liquid with good penetrating qualities is applied to
the surface of the part to be examined.
Capillary action draws the liquid into the surface openings. The excess liquid is then removed
from the part, a so called "developer" is used to draw the penetrate to the surface, and the resulting
indication is viewed by ultraviolet (black) light. The high contrast betweenthe fluorescent materialand the black
ground makes possible the detection ofminute traces ofpenetrate.

MAGNETIC PARTICLETEST:
Magnetic-Particle inspection is a method of locating and defining discontinuities in magnetic
materials, it is excellent for detecting surface defects in welds, revealing discontinuities that are too fine to
be seen with the naked eye with special equipment, it can also be used to detect defects that are close to
the surface. Fig 11.8 gives a simple explanation of the principles of magnetic particle testing. Circular
magnetization results from longitudinal current transmission.
Fig 4.14 Magnetic Particle Test
HYDRAULIC TESTS ON PIPES AND FITTINGS:
All class I and class II pipes and their associated fittings are to be tested by hydraulic pressure to
the surveyors satisfactions further all system feed, Compressed air and fuel oil pipes. Together with the
design pressure is greater than 3.5 bar the test is to be carried out after completion of manufacture and
before insulating and coating.
Where the design temperature does not exceed 300°C. The test pressure is note to be 1.5 times the
design pressure. For steel pipes and integral fittings for use in systems where the design temperature
exceeds 300°Cthe test pressure is to be as follows but need not exceed twice the design pressure.

Suggestions/Recommendations:
 In the hull shop, the plasma cutting machine has a disadvantage of locating the marking
point which should coincide the reference point of the cutting work piece (STEEL
PLATE). The operators take around five to ten minutes to mark the reference point which
leads to increase in man hours. Thus, a simple laser light source calibrated in terms of
angle will give a correct solution to this problem which can directly mark the reference
(initial) point and reduction in loss of accuracy.
 The hydraulic bending of steel plates in the hydraulic bending machine has a
disadvantage that the bending angle is not set initially and it takes around ten to fifteen
operators to set the bending angle fixed to the clamp. The solution could be a new
technology to be incorporated is setting up of automatic clamping devices with CNC
machine coded the angles along with a bending angle detector which can set the point
and angle automatically. This will reduce around five to six days of man hours.
 In the prefabrication department the welding of plates/temporary stiffeners are tack
welded for preventing expansion due to heat generated. This leads to more number of
electrodes used and consuming more power. Thus, when removing the temporary
stiffeners, the parent metal also comes out with it and the welder has to weld it again.
Also, the welded joints on cooling cause distortion and impart residual stresses which
lead to cracking.
 The material handling devices like magnetic cranes will lose its magnetic property. Thus,
proper maintenance is required to it.
 All the dust and ashes are chirped off by blowing air in the prefabrication shop which
causes pollution in the shop. Some modem technology can be advised to implement.
 When the pipe bending is done, the pipes are seen to get swirl and wrinkles are caused.
Uniform heating should be done and proper care is to be taken to ensure that the pipes
don’t wrinkle.
 After the pipe bending is over, the pipes are sent for hydraulic testing. If at all any leaks
are there it is sent back for re welding. So, it is losing the man hours. A laser light can be
installed in the pipe bending line which can inspect simultaneously with the welding the
welded joints. It can save minimum man hours’ time.

WATERJET PROPULSION SYSTEM FOR INSHORE PATROL VESSEL
In this project we are going to study water jet propulsion system, engine room auxiliary
machines in this inshore patrol vessel (11155) which is building in Hindustan shipyard ltd.
This coast guard ship also comprises of three water jets units providing necessary thrust
to the boat by means of water jet propelled by means of stainless steel impeller. The steering and
reversing is provided by the turning of water jet nozzles port and starboard and the bucket in
vertical motion by the desired angles, hydraulically.
TECHNICAL DATA OF COAST GUARD SHIP IN HSL
Overall length : 51.5 m.
Breadth : 8.36 m.
Beam waterline : 7.2 m.
Loaded displacement : 275 tons
Maximum speed : 35 knots
Cruising speed : 16 knots
Fig 5.1 Coast Guard Vessel

MAIN ENGINES
Make : MTU (MTU derives from Motoren- und Turbinen-
Union meaning "Motor (Engine) and Turbine Union".
Shape : v type
Number of cylinders : 16
Max break power : 2720 kW
Engine speed : 2089 rpm
Bore : 130 mm
Stock : 150 mm
Length : 3133 mm
Breath : 1295 mm
Height : 1390 mm
Mass : 3380 kg
Intake air temperature : 25 deg
Sea water temperature : 25 deg
Fuel consumption : 55 liters per hour
Type of fuel used : High Speed Diesel.
Fig 5.2 MTU 16 Cylinder Engine

REDUCTION GEAR BOX
The Rolls-Royce gearbox range is based on the single-input single-output design with
built-in clutch and thrust block - and a wide variety of power-take-offs that enable large-shaft
generators to be driven - and electric motors to feed power forget-you-home propulsion or as part
of a hybrid propulsion system.
The input shaft is provided with keyway for mounting of the flexible coupling and the
output shaft with a cylindrical shaft or flange.
The power, torque and shaft offsets correspond to the current and anticipated market
requirements in terms of engine power, speed, and propeller revs to suit a wide variety of
offshore, merchant and fishing vessels.
Fig 5.3 Gear Reduction Box (Section View)

WATER JET PROPULSION SYSTEM
How a Water jet Works?
A water jet generates propulsive thrust from the reaction created when water is forced in
a rearward direction. It works in relation to Newton’s Third Law of Motion - "every action has
an equal and opposite reaction". A good example of this is the recoil felt on the shoulder when
firing a rifle or the thrust felt when holding a powerful fire hose.
Put simply, the discharge of a high velocity jet stream generates a reaction force in the opposite
direction, which is transferred through the body of the jet unit to the craft's hull, propelling it
forward.
In a boat hull the jet unit is mounted inboard in the aft section. Water enters the jet unit
intake on the bottom of the boat, at boat speed, and is accelerated through the jet unit and
discharged through the transom at a high velocity.
Steering is achieved by changing the direction of the stream of water as it leaves the jet unit.
Pointing the jet stream one way forces the stern of the boat in the opposite direction which puts
the vessel into a turn.
Reverse is achieved by lowering an astern deflector into the jet stream after it leaves the
nozzle. This reverses the direction of the force generated by the jet stream, forward and down, to
keep the boat stationary or propel it in the astern direction.
Plane view of water jet propulsion system in IPV:
Fig 5.4 Plane View of Waterjet Propulsion System in IPV

Stern View:
Fig 5.5 Stern View of Water Jet Propulsion in IPV
Make: Rolls Royce Kamewa Waterjet

DESCRIPTION OF KAMEWA WATER JET SYSTEMS
Since the beginning of this century Kamewa have designed and manufactured hydro
turbines and larger pumps of various types. In the 30-ies the first Kamewa propeller of
controllable pitch type was delivered. A vast amount of experience in the marine propulsion field
has since then been collected at Kamewa. Since the mid 60-ies Kamewa have also been active
with water jet systems.
DESIGN:
Principally the Kamewa water jet system consists of an
1) Inlet duct,
2) A pump with an outlet nozzle shaping the jet and
3) A steering and reversing gear.
4)
Steering is accomplished by a steering nozzle, deflecting the jet. Astern thrust is achieved
by a reversing bucket in the steering nozzle. The most efficient propulsion will be with the jet
just above the dynamic waterline. However, to secure effective priming of the pump at start up,
the impeller shaft must not be above the waterline at zero speed.
Fig 5.6 Waterjet Propulsion System
The Inlet Duct:
In order to improve efficiency and avoid excessive cavitations in the pump, the velocity
head of the inlet flow must be used to the largest possible extent. Thus, the inlet duct shall lead
the water to the pump with small losses. Unsuitable inlet shapes may lead to choking, which in
turn can result in cavitation damages, reduced efficiency and high noise and vibrational levels. In
order to meet these demands, tests at correct cavitation conditions have been made in the
Kamewa marine laboratory, with models of various inlet designs.

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