Internship Report

DURATION 2/01/2019 - 11/01/2019

COLLEGE GOA COLLEGE OF ENGINEERING

BRANCH MECHANICAL ENGINEERING

DEPARTMENT PRODUCTON

PREPARED BY: ASWIN KUMAR P.

AGNESH MORTO GHADI

GUIDE: Mr. Ravindran (ASSISTANT GENERAL

MANAGER)

Mr. Danish Akhtar(ASSISTANT MANAGER)

 Certificate

This is to certify that, Master Aswin Kumar P. and Master Agnesh Morto Ghadi, pursuing
B.E. Fifth Semester respectively (Mechanical Engineering) at Goa College of Engineering,
Farmagudi - Goa, have submitted our Internship Report to the department of Outfitting
Goa Shipyard Limited, which is not a reproduction of any previous search works to the best
of our knowledge.

Mr. Ravindran Mr. Danish Akthar

(Assistant General Manager) (Assistant Manager)

 ACKNOWLEDGEMENT

The internship opportunity we had with GOA SHIPARD LIMITED was a great chance
for learning and for professional development. Therefore, we consider ourselves as very
lucky as we were provided with an opportunity to be a part of it. We are also grateful for
having a chance to meet the professionals who were also great teachers and wonderful
people who led us throughout this internship period.

We express our deepest thanks to our guide, Mr. Ravindran (AGM) and Mr. Danish
Akhtar (AM) for taking part in useful decision and giving necessary advices and guidance,
also for arranging all the facilities to make our learning faster and efficient. We would once
again thank them for their guidance and that we are grateful for having them as our guide.

We have done our internship from 1-January-2018 to 11-January-2018 at GOA

SHIPYARD LIMITED (GSL). It helped us not only in our theoretical knowledge, ship
building and various aspects related to it, but also to understand the working of a large
industry.
INTRODUCTION TO GSL:

As India took its first steps as a political entity in 1947, the policy makers recognized that it
would be in the country's best interests to cultivate indigenous warship building as a
strategic capability. In 1961, after Goa's liberation, the potential of a small shipyard called
"Espaliers Navais de Goa" to contribute towards this national aspiration was recognized.
The Yard, later renamed Goa Shipyard Limited, was consciously shaped, developed and
upgraded to become one of the country's premier defence shipbuilding hubs on the west
side of the country.

Over the years, Goa Shipyard Ltd. gradually developed to meet the growing shipbuilding
needs of the country's naval sector, in the process going on to design and build a wide range
of vessels for the defence as well as the commercial sectors.

As one of the few Indian shipyards equipped with an in-house design capability, GSL
carries out its own Research & Development, in the process developing anin-house product
range that efficiently meets the specific requirements of clients in the defense as well as
commercial sectors in the fields of design, construction, repair and modernization of
vessels. Most new shipbuilding projects at GSL are based on our own in-house design - the
result of intensive R&D activity carried over the years. Currently, the Company is
developing a range of Patrol Vessels from 29 m to 110m.

In keeping pace with today's dynamic times, GSL has launched a massive modernization
programme aimed at creating new facilities and infrastructure even as existing facilities are
augmented, to undertake the anticipated work load of ship construction in the years to
come, including series construction of high technology ships for the Indian Navy and Coast
Guard.
GSL INFRASTRUCTURE
The GSL infrastructure comprises of various different sections as follows:

Two Land Berths For Dry Berthing

Two numbers Land Berth of 120 mts( L) x 25 mts (W) has been constructed which are
being used for dry land berthing of vessels and undertaking repairs works. These land
berths are also being equipped with 45T Level Luffing Crane.

250 Mtrs Long Jetty

250 mts Long fendered Jetty equipped for berthing of the vessels on either sides. This jetty
has the capability of double berthing of the vessels, with draught of 5.5 mts. The Jetty is
also being equipped with 2 nos 45T Level Luffing Cranes capable of lifting materials to
height of 35 mts and outreach of 35 mts.

Ship Transfer Area:

13600.00 Sq.mts of Ship Transfer area is created for facilitating the transfer of vessels after
docking through shiplift and Transfer system on to the berths.

Electrical Substation:

Main 33 KV substation along with two nos 11 KV substations is created to cater power
supply to the new facilities as well as the existing facilities. These substations are
connected through the SCADA system for centralized monitoring and operation.

Steel Preparation Shop

Complementing the hull fabrication bays is a modern steel preparation shop equipped with
CNC Plasma cutting machines, automated shot blasting and priming plant and
processor-controlled bending machines. Steel, Aluminium and other non- ferrous plates
are cut by computer controlled plasma arc cutting machines for a precise fit and finish.
Aluminium Fabrication Shop
Aluminium alloy fabrication and welding procedures are blended with new ship
construction processes with the installation of an exclusive aluminium workshop. Highly
skilled technicians and production workers ensure consistently high quality of output.

Electronic Workshop
An advanced electronic workshop bears testimony to GSL's expertise, capability and
capacity to fit, test and repair a wide range of shipboard electrical and electronic
equipment.
GSL AS AN ORGANISATION:
Organization Chart:
PRODUCTION
Production is divided into:

a) HULL CONSTRUCTION
b) YARD SERVICE
c) OUTFITTING

Hull construction
There are two main parts of a ship: the hull and the machinery. The hull is the actual shell
of the ship includingitssuperstructure. The machinery includes not only the main engines
required to drive itbut also the auxiliary machinery (boilers, generators,etc.) used for
manoeuvring purposes, steering, mooring, cargo handling and for various other services,
e.g. the electrical installations, winches and refrigerating plant.
GSL has three large self-supporting all weather building bays with a working floor area
over 10,000 sq.m. These bays are fully equipped for construction, modernisation and repair
of all types of naval crafts and medium sized commercial vessels.
Currently two are being built for INDIAN COASTGUARD, these are offshore patrol
vessel(OPV).

Outfitting Department

Outfitting engineering department mainly deals with the installation of the machinery on
the ship. The department is responsible for handling of most of the machinery to be
installed on the ship, their inspection, conducting various trials, and its commissioning.

Scope of work of outfitting:

Outfitting production engineering includes all components except the hull structure of the
ship. In the scope of this process 3D modelling of the following subsystems and
equipment, installation of the equipment in relevant spaces, clash control and preparation
of necessary production documents and in information are carried out.

Piping Systems
Heating, Ventilation, Air-Conditioning (HVAC) Systems
Electric Cabling Systems
Fitting Equipment (manhole, handrail, pipe support, ladder, etc.)
Equipment Foundation
Main Engine
Propulsion

Machinery
 Main engine
 Stern gear
 Bow thrusters
 Diesel generator
 Fuel oil separator
 Propeller
 Fin stabilizer
 Air compressor
During our Internship period, we went through the following topics in
shipbuilding process:

The scope of outfitting department is further classified into two parts:

1. Propulsion system
2. Auxiliary system

1. Propulsion system:
The propulsion system involves the main engine (hereafter referred to as ME), gear box
and stern gear.

Main engine:
Main engines are used to turn the ship's propeller and move the ship through the water. The
Offshore Patrol Vessel (OPV) in progress consists of 2 engines. One is placed in the
forward engine room and the other is placed in the aft engine room. The engine used is a
V20 diesel engine. It was made in Germany in 2018. It can produce a power of 9100kw and
speed of 1150rpm. It has a weight of 48000Kg.

Engine lowering
The engine was lifted by the crane and mounted in the engine room. It was ensured that
the lifting capacity of the crane is more than the load to be lifted (weight of the engine).
The crane hook was connected to a lifting beam by means of belts. The belts are
manufactured from nylon or polyester webbing. It’s width ranges from 4 to 12 inches and
it has work load limits of 4500 kg to 40000kg. Here more than 2 belts were used.

The lifting beams were used to lift the engine. The engine had hooks at 4 points above the centre of
gravity of the engine as that will ensure that the load will always hang in a stable position.
The lifting beam was locked at the four hook points on the engine. It was ensured that
there is no defect in the locking between the engine and the lifting beam hooks. It was
also ensured that there is no offset at the belt-beam connection. The engine room was
cleared. The engine was lifted slowly and lowered gradually in the engine room. It was
also ensured that the engine while lowering did not hit the metal end of the engine room
by means of ropes and harnesses. Thus the engine was mounted in the engine room.

Shaft alignment:
Shaft alignment is one of the major jobs done by the OF Engineering dept. after the OF
Hull department is ready with the hull of a ship.
Shaft alignment is the process of aligning two or more shafts with each other to within a
margin. It is an absolute requirement for machinery before the machinery is put in service.
There are two engines on the OPV; one on the forward (starboard side) and one on the aft
(port side). The Aft engine is connected to the propeller hub by two shafts namely stern
tube shaft and propeller shaft. The forward engine is connected to the propeller hub by
means of three shafts namely, intermediate shaft, stern tube shaft and propeller shaft. The
shaft is supported by two brackets at the lower stern which consists of hydrodynamic
bearings.

Need for Shaft alignment:

When a driver like an electric motor or a turbine is coupled to a pump, generator, or any
other piece of equipment, it is essential that the shafts of the two pieces are aligned. Any
misalignment between the two increases the stress on the shafts and will almost certainly
result in excessive wear and premature breakdown of the equipment. This can be very
costly. When the equipment is down, production might be down.
Also bearings or mechanical seals may be damaged and need to be replaced.

Gap and Sag method:

In this method the sag and gap is verified between mating flanges and has to comply with
appropriate analytically obtained values. Two shafts are joined by flange coupling. A gap
is maintained between the flanges of two shafts and rotated at specific rpm. When the
shafts stop rotating, the shafts sag and an offset can be noticed between the shaft centre line
and the datum line. The gap and sag is measured and theses gap and sag values are
maintained during shaft alignment.
Propeller:
The propeller used in the OPV (Offshore Patrol Vessel) is a Controllable Pitch Propeller
(CPP). Most of the older ships used fixed pitch propellers.
If you look at a propeller axially, you will notice a twist in the propeller blade along the
length of the propeller hub. It is this twist in the blade that results in the forward motion of
the propeller with each rotation.
The twist or pitch of the root section of the blade is always with respect to the angle it
makes with the propeller hub. The pitch of the entire propeller can be controlled by
changing the orientation of the root section on the hub. It is done by means of hydraulic
power pack.
CPP can be used to move the ship in forward as well as astern direction without changing
the direction of rotation of the engine.
CPP is also useful in changing the speed of the ship without changing the RPM of the
engine.

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 tail shaft, lubrication arrangement
and sealing arrangement.
Purpose of Stern tube:
1. Withstand load – The propeller which hangs out at the aft end exerts load on the
shaft, which is supported and withstand by the stern bearing.
2. Sealing – The stern tube bearing consists of sealing arrangement to prevent
incoming of water and to avoid the lubricating oil to escape into the sea.

Mechanical seals:
Mechanical seal is a device that helps join systems or mechanisms together by preventing
leakage. It consists of two parts; a solid part and a flexible part which contains a spring
which compresses face of the flexible part on the face of the solid part and prevents
leakage. The faces are made of silicon carbide. They have smooth surface of contact
without any gap. They are expensive and once damaged it is to be replaced.

Mechanical seals are much more durable than packing seals and are the better choice for
long-term operation.

Although mechanical seals are costlier than packing seals, they can save you the costs of
packing seal repairs and replacements. Mechanical seals are the best for minimizing
sleeve damage. Packing seals are removed and replaced very often than mechanical seals,
which causes considerable wear.

Gland packing:
A gland is a type of stuffing box, used to seal a rotating shaft against a fluid. It is used in
Rudder and Fins stabilizer of the OPV.

They consist of rope like material most commonly Jute is used. These jute ropes is
wrapped around the shaft of the rudder or fin. The fills the gap and minimizes the leakage.
This jute rope wears over time. The rope is completely wet in grease to reduce friction
between the packing material and the shaft.

The gland seals are most economical for sealing purposes, which is why they are still
widely used. They are also easier to install than mechanical seals.

The mechanical seal way better then gland seal but still gland seal is used in rudder and fins
because the rudder and fins are only oscillating over a certain angle unlike the stern tube
shaft which is rotating at a high rpm.
The Gland seal also consists of a inflating seal which is used during replacing of packing
material or maintenance or accidents. In such a situation the air is pumped in the rubber
seal which inflates and blocks the passage of water into the ship and maintenance can be
performed conveniently.

Hydrodynamic bearing:

Hydrodynamic bearings are used in the brackets of the OPV to hold the shaft. It is a fluid
type bearing which reduces the friction between the bracket and the shaft. A film of oil is
produced between the bracket and the shaft by relative motion between them. As the rpm
of the shaft increases the fluid pressure is generated and shaft is lifted in the bearing. But
during start up and stopping, there is no fluid pressure generated and hence friction is
produced.
In such cases, the bearing is used as a hydrostatic bearing, where fluid pressure is generated
by an external pump. The pump passes the pressurized fluid to the bearing which lifts the
shaft from the bracket surface and then the shaft is rotated.
 CONCLUSION

GSL has been an established legend amongst the ship building firm with more than 100+
vessels up their sleeve. It has beaten up the competition and has grown up to a great extent.
Working under such an experienced and expert staff and under a serene working
atmosphere has helped us gain so much knowledge and understanding the basic process of
ship building. Having gone through training in such a firm has been a fruitful experience.
This training has helped us understand the various production processes utilized for
construction of a ship. During the training we could understand the psychology of the
workers and their approach to various practical problems. This industrial training was an
opportunity for us to understand the practical knowledge in the industrial environment.

We thank GSL for enriching us with so much knowledge during our internship period.