Colombo Dockyard PLC Industrial Training Report

1
National Apprentice & Industrial
Training Authority
Report on Industrial Training
At
Colombo Dockyard PLC Colombo 15
Ocean University of Sri Lanka
Colombo 15
Name : R.A.T.K De Silva.
Student Number : ME/2014/030.
Course : B.Sc.in Marine Engineering.
Field : Marine Engineering.
Period : 3 Months.

2
Preface
Amount the all other engineering field marine engineering is different from others, because of its
characteristics. Marine engineering is the discipline of applying engineering sciences, and can
include mechanical engineering, electrical engineering, electronic engineering and computer
science, to the development, design, operation and maintenance of watercraft propulsion and also
on board system and oceanographic technology, no limited to just power and propulsion plants,
machinery, piping, automation and control systems etc. I may have got the greatest opportunity
to fllow such a field and I am proud of it
CHAPTER 01 – In the capture 01 included an introduction to the Colombo Dockyard PLC and
there have included vision and mission, shipyard layout and details about current shareholders of
Colombo Dockyard PLC
CAPTURE 02 –In the chapter 02 included my training experience which describes
information’s, theories conclusion, errors , real life problems etc., and all other detail in each and
every shop where already completed in the Colombo Dockyard PLC.
CHAPTER 03 – In the chapter 03 included the overall conclusion of my industrial training
program.it also includes the improvement of my personality along it the practical knowledge,
which I have obtained.

3
Acknowledgment
First I would like to thank all the academic staff of Ocean University of Sri Lanka who put
tremendous effort to prepare us for this industrial training program. My special thanks to Mr.
Thilak Dharmarathne Vice chancellor of Ocean University of Sri Lanka and Mr.Hela Wikum
Silva from training center of Colombo Dockyard PLC. I hope the effort taken by the Ocean
University is very successful. Then I would like to thank all the NAITA personnel who have
done coordinating activities of our industrial training program. My special thanks to at CDL.
I would like to thankfulness to the most precious person in my life, my father, mother and my
family members for all their moral support, financial support and also to my friends for never
ending reminding me to always be honest and trustworthy during my training here. Finally I
would like to thank all the CDL employees who gave me best of their support to successfully
complete the industrial training. It was privileged to have an industrial training like this. This has
been a turning point of my career in the field of Marine engineering.
Knowledge is power and unity is strength.
Thank you.
R.A.T.K De Silva
ME/2014/030
Faculty of Marine Engineering
Ocean University of Srilanka.

4
CONTENTS
1 CHAPTER ONE .................................................................................................................... 11
1.1 INTRODUCTION ABOUT COLOMBO DOCKYARD PLC...................................... 11
1.1.1 LOCATION OF COLOMBO DOCKYARD ......................................................... 12
1.1.2 DRY-DOCKS......................................................................................................... 12
1.1.3 SERVICES PROVIDED BY CDL PLC................................................................. 13
1.1.4 VISSION OF COLOMBO DOCKYARD .............................................................. 14
1.1.5 MISSION OF COLOMBO DOCKYARD ............................................................. 14
1.1.6 DRYDOCK FACILITIES ...................................................................................... 15
1.1.7 DIVITIONS IN CDL .............................................................................................. 15
1.1.8 QUALTY CERTIFICATION................................................................................. 16
1.1.9 CONTRIBUTION TO EPF AND ETF................................................................... 16
1.1.10 ORGANIZATIONAL STRUCTURE .................................................................... 17
2 CHAPTER TWO – TRAINING EXPERIENCE................................................................... 18
2.1 INDUSTRIAL SAFETY................................................................................................ 18
2.2 MACHINERY OUTFITTING....................................................................................... 21
2.2.1 INTRODUCTION .................................................................................................. 21
2.2.2 LIST OF WORK CARRIED OUT ......................................................................... 21
2.2.3 PIPE FRABRICATION.......................................................................................... 21
2.2.4 FLANGES............................................................................................................... 22
2.2.5 PIPE CONNECTIONS ........................................................................................... 25
2.2.6 PIPE BENDING ..................................................................................................... 27
2.2.7 CENTRIFUGAL PURIFIER .................................................................................. 29
2.3 HULL CONSTRUCTION ............................................................................................. 33
2.3.1 INTRODUCTION .................................................................................................. 33
2.3.3 LOFT WORKS ....................................................................................................... 33
2.3.4 CNC PLASMA CUTTING MACHINE................................................................. 35
2.3.5 PUG CUTTER MACHINE .................................................................................... 37

5
2.3.6 METAL ACTIVE GAS ARC WELDING ............................................................. 39
2.3.7 STEEL BAR USED IN DOCKYARD ................................................................... 39
2.3.8 BENDING PROCESS ............................................................................................ 41
2.4 HULL TREATMENT.................................................................................................... 45
2.4.1 INTRODUCTION .................................................................................................. 45
2.4.3 SURFACE PREPARATION .................................................................................. 45
2.4.4 BLASTING............................................................................................................. 45
2.4.5 PROFILE TEST...................................................................................................... 47
2.4.6 DUST TEST............................................................................................................ 47
2.4.7 SALT TEST............................................................................................................ 48
2.4.8 HULL TREATMENT PROCEDURE FOR NEW CONSTRUCTION SHIP ....... 49
2.4.9 HULL TREATMENT PROCEDURE FOR DRY DOCKED SHIPS .................... 50
2.4.10 BALLAST TANK CLEANING PROCEDURE .................................................... 51
2.5 SHIP REPAIR DIVISION ............................................................................................. 52
2.5.1 INTRODUCTION .................................................................................................. 52
2.5.3 ENGINES................................................................................................................ 52
2.5.4 REMOVE PISTON FROM ENGINE .................................................................... 52
2.5.5 PISTON RINGS...................................................................................................... 54
2.5.6 TURBOCHARGERS.............................................................................................. 55
2.5.7 PROPELLER .......................................................................................................... 56
2.5.8 REMOVE PROPELLER FROM TAIL SHAFT .................................................... 56
2.6 PLANT SHOP................................................................................................................ 57
2.6.1 INTRODUCTION .................................................................................................. 57
2.6.3 GAS LINE MAINTENANCE SECTION .............................................................. 57
2.6.4 GAS REGULATORS ............................................................................................. 58
2.6.5 FLASH BACK ARRESTER .................................................................................. 58
2.6.6 AIRLESS PAINT MACHINE................................................................................ 59

6
2.6.7 CHAIN BLOCKS................................................................................................... 60
2.6.8 NEEDLE CHISEL .................................................................................................. 61
2.7 ENGINE FITTING ........................................................................................................ 62
2.7.1 INTRODUCTION .................................................................................................. 62
2.7.3 PUMPS ................................................................................................................... 62
2.7.4 POSITIVE DISPLSCEMENT PUMP .................................................................... 63
2.7.5 NON POSITIVE DISPLACEMENT PUMPS........................................................ 65
2.7.6 ENGINE HEADS ................................................................................................... 65
2.7.7 HEAT EXCHANGERS .......................................................................................... 66
2.7.8 PISTONS ................................................................................................................ 67
2.7.9 PROCEDURE OF DISMANTLING PISTON....................................................... 69
2.7.10 STUFFING BOX .................................................................................................... 69
2.7.11 AIR STARTING VALVE ...................................................................................... 71
2.7.12 FUEL INJECTOR PUMP....................................................................................... 73
2.8 CALIBRATION............................................................................................................. 76
2.8.1 INTRODUCTION .................................................................................................. 76
2.8.2 GAUGES AND MEASURING INSTRUMENTS USED IN CALIBRATION
DIVISION .............................................................................................................................. 76
2.8.3 CRANK SHAFT DEFLECTION ........................................................................... 76
2.8.4 DIMENSION OF THE MOTOR END COVER BEARING HOUSING .............. 77
2.8.5 PIANO WIRE ALIGNMENT ................................................................................ 77
2.8.6........................................................................................................................................ 79
3 CHAPTER 3........................................................................................................................... 80
3.1 CONCLUSION .............................................................................................................. 80
3.2 REFERENCES............................................................................................................... 81
3.3 CERTIFICATION.......................................................................................................... 82

7
LIST OF FIGURES
Figure 1 - Location of CDL ........................................................................................................ 12
Figure 2 - Ship Repair................................................................................................................. 14
Figure 3 - Organization Structure ............................................................................................... 17
Figure 4 - Pipe Fabrication Types............................................................................................... 21
Figure 5 - Parts of flange............................................................................................................. 22
Figure 6 - Welding Neck Flange................................................................................................. 23
Figure 7 - Slip on Flange ............................................................................................................ 23
Figure 8 - Socket Weld Flang..................................................................................................... 24
Figure 9 - Lap Joint Flange......................................................................................................... 24
Figure 10 - Threaded Flange......................................................................................................... 24
Figure 11 - Blind Flange ............................................................................................................... 25
Figure 12 – Nipple ........................................................................................................................ 25
Figure 13 - Union Joint ................................................................................................................. 26
Figure 14 - Tee joint...................................................................................................................... 26
Figure 15 - Socket joint................................................................................................................. 26
Figure 16 - Hand Pipe Bending Procedure ................................................................................... 27
Figure 17 - Hydraulic Bending Machine 1 ................................................................................... 28
Figure 18 - Hydraulic Bending Machine 2 ................................................................................... 28
Figure 19 - Diagram of Purifier .................................................................................................... 29
Figure 20 - Centrifugal Purifier System........................................................................................ 30
Figure 21 - After Mount Bowl in to System................................................................................. 30
Figure 22- Before mount bowl in to System................................................................................ 30
Figure 23 - Coupling Alignment................................................................................................... 31
Figure 24 - Alignment Procedure ................................................................................................. 32
Figure 25 - Curve drawing procedure........................................................................................... 33
Figure 26 - Japanese Patton .......................................................................................................... 34
Figure 27 - CNC Plasma Cutting Machine ................................................................................... 35
Figure 28 - CNC Plasma Cutter Nozzle........................................................................................ 36
Figure 29 - CNC Plasma Cutting Nozzle...................................................................................... 36
Figure 30 - PUG Cutter Machine.................................................................................................. 37
Figure 31 - Bevel Types................................................................................................................ 38
Figure 33 - MAG Welding............................................................................................................ 39
Figure 32 - MAG Welding 2......................................................................................................... 39
Figure 34 - Angle Steel Bar .......................................................................................................... 39
Figure 35 - Tee Steel Bar .............................................................................................................. 39
Figure 36 - Channel Steel Bar....................................................................................................... 40
Figure 37 - Beam Steel Bar........................................................................................................... 40

8
Figure 38 - Bulb Steel Bar ............................................................................................................ 40
Figure 39 - Bending Machine ....................................................................................................... 41
Figure 40 – Forming by rolling machine ...................................................................................... 41
Figure 41 - Steel Plate Bend by Pressing...................................................................................... 42
Figure 42 - Pressing machine........................................................................................................ 42
Figure 43 - Line heating procedure............................................................................................... 43
Figure 44 - Blasting machine........................................................................................................ 45
Figure 45 - Blasting ...................................................................................................................... 46
Figure 46 - Profile testing procedure ............................................................................................ 47
Figure 47 - Dust test procedure..................................................................................................... 48
Figure 48 - Bresle patch................................................................................................................ 48
Figure 49 - Filling calibration liquid in to bresle patch ................................................................ 49
Figure 50 - WFT Gauge................................................................................................................ 50
Figure 51 - DFT Gauge................................................................................................................. 50
Figure 52 - Wash by High pressure water .................................................................................... 50
Figure 53 - TDC and BDC............................................................................................................ 52
Figure 54 - Stuffing box................................................................................................................ 53
Figure 55 - Piston ring expander................................................................................................... 53
Figure 56 - piston ring clearance................................................................................................... 54
Figure 57 - Piston rings................................................................................................................. 54
Figure 58 - Inside of turbocharger ................................................................................................ 55
Figure 59 - Diagram of turbocharger ............................................................................................ 55
Figure 60 - Labyrinth seal............................................................................................................. 55
Figure 61 - Propeller removing procedure.................................................................................... 56
Figure 62 - Gas regulators............................................................................................................. 58
Figure 63 -Cross section of flash back arrestor ............................................................................ 58
Figure 64 - Air less paint machine................................................................................................ 59
Figure 65 - Hand wheel chain block ............................................................................................. 60
Figure 66 - Lever chain block....................................................................................................... 60
Figure 67- piston type pump ........................................................................................................ 63
Figure 68 - Diaphragm pump........................................................................................................ 63
Figure 69 - Plunger pump ............................................................................................................. 63
Figure 70 - Gear type pumps......................................................................................................... 64
Figure 71 - Screw pump................................................................................................................ 64
Figure 72 - Vane type.................................................................................................................... 64
Figure 73 - Vane type pump ......................................................................................................... 65
Figure 74 - Plates with Gaskets .................................................................................................... 66
Figure 75 - Plate type heat exchanger........................................................................................... 66
Figure 76 - Shell and tube heat exchanger.................................................................................... 67

9
Figure 77 - Trunk piston ............................................................................................................... 68
Figure 78 - Cross head piston ....................................................................................................... 68
Figure 79 - Dismantled piston rod ................................................................................................ 69
Figure 80 - Stuffing box inside ..................................................................................................... 70
Figure 81 - Stuffing box ring ........................................................................................................ 70
Figure 82 - Air starting valve........................................................................................................ 71
Figure 83 - Air starting valve........................................................................................................ 72
Figure 84 - Before valve open....................................................................................................... 72
Figure 85 - After valve open......................................................................................................... 72
Figure 86 - Dismantled injector pump .......................................................................................... 73
Figure 87 - Injector pump ............................................................................................................. 73
Figure 88 - VIT Fuel injector diagram.......................................................................................... 74
Figure 89 - VIT Fuel injector Pump procedure ............................................................................ 75

10
LIST OF TABLE
Table 1 - Details of Docks ............................................................................................................ 12
Table 2 - Helmet Colors................................................................................................................ 19
Table 3 - Overall Colors................................................................................................................ 19
Table 4 - Training Schedule.......................................................................................................... 20
Table 5 - Nozzle types .................................................................................................................. 36
Table 6 - Classification of pumps ................................................................................................. 62

11
1 CHAPTER ONE
1.1 INTRODUCTIONABOUT COLOMBO DOCKYARD PLC
The Colombo Dockyard was established in 1974. It is the Sri Lankan’s leading ship repair,
ship building, heavy engineering and offshore engineering facility. It is located within the port of
Colombo, the hub of all major shipping lanes connecting the west, the Middle East, the Far East
as well as the Africa and Australia. Colombo Dockyard has a strategic advantage to conduct both
dry dock and float operations. CDL operates in joints collaboration with Onimichi Dockyard
Limited Japan since March 1993. Onimichi Dockyard Limited of Japan, which has a similar
background, has enhanced CDL’s capabilities in meeting the requirements of the newly
identified sectors.
Since in 1993, CDL has become a public quoted enterprise with limited liabilities. CDL have 11
number of float repair berths, with available of services such as fresh water, ballast water, fire
line, high pressure water jetting, Acetylene, Oxygen, Compressed air, cranes, electricity ship
building and heavy engineering works up to international market requirements. They will not
consult only Sri Lanka, but also foreign countries. Five core values that have helped Colombo
Dockyard in its odyssey are as follows.
 Flexibility
 Innovation
 Being customer centric
 Environment friendly
 People focused

12
1.1.1 LOCATION OF COLOMBO DOCKYARD
Colombo Dock Yard Limited is situated in the premises of Sri Lanka ports authority and
it is inside Colombo harbor. This geographical area is belonging to Colombo
Figure 1 - Location of CDL
1.1.2 DRY-DOCKS
Colombo Dockyard, as a state of the art engineering entity, operates four graving dry
docks with a maximum capacity of 125,000 DWT and extensive repair berth facilities along with
fully fledged workshop facilities as follows.
Dock no Length (m) Breadth (m) Depth (m) Capacity (Dwt) Cranage (t)
Dry-dock No 1A 148 26 9.7 30000 160
Dry-dock No 1B
(Shipbuilding)
62 26 9.7 160
Dry-dock No 2
(Shipbuilding)
107 18.5 6.7 9000 160
Dry-dock No 3 122 16 5.5 8000 20
Dry-dock No 4 263 44 8.9 125000 50
Table 1 - Details of Docks

13
Dry-dock No. 01: (Separated as Dock 1A & 1B) is graving dock utilized for serving General
Cargo, Feeder Container carriers, Offshore Support Vessels, Passenger vessels and dredgers.
Dock No. 1A is used for Ship Repairs, while 1B is utilized for unit assembly.
Dry-dock No. 02: located in tandem to Dry-dock No. 01 is exclusively utilized for shipbuilding
projects. This building dock is sheltered with moving sheds, providing ideal building conditions
for yard teams.
Dry-dock No. 03: Termed as Submarine Dock (Initially designed to take in submarines during
the World War 2) is predominantly utilized to accommodate Work boats, naval vessels, Tugs,
Fishing Trawlers, Passenger vessels and smaller Offshore Support vessels.
Dry-dock No. 04: 125,000 DWT capacity dry-dock built during the late 1980’s is the biggest
capable of handling AFRA MAX SIZE vessels comfortably. This dry-dock is geared with Dock
Arms (450 Kg), Vehicle access tunnel and serviced with 3 cranes Maximum 50 Tons.
1.1.3 SERVICES PROVIDED BY CDL PLC
There are mainly four services provided by CDPLC. Those key services provided by CDPLC
are as follows.
 Ship Repair - CDL has been repairing bulk carriers, chemical tankers, ocean liners, ferry
boats and sometimes even special purpose vessels. CDL is engaged as kind of ship
repairs namely hull repairs, machinery repairs including any kind and size of main
engines, propeller repairs, pipe repairs, electric and electrical repairs, sand blasting and
painting.
 Ship Building - Colombo Dockyard’s ship building commenced operations in 1974 with
the constructions of small tug boats, patrol boats, barges and passenger ship which has
now transferred into a major income earner for the company. Now Colombo Dockyard
construct high power and complex tug boats as well as Aluminum hulled high speed
boats as well as passenger ships.
 Offshore Engineering - The offshore engineering division has a unique refits and repair
work creating history in the local maritime industry.

14
 Heavy Engineering
CDL also involves in carry out and maintaining heavy engineering projects
Figure 2 - Ship Repair
1.1.4 VISSION OF COLOMBO DOCKYARD
“We pursue excellence and superior performance in all what we do to enhance the long-term
interests of all our stakeholders in a socially responsible manner.”
1.1.5 MISSION OF COLOMBO DOCKYARD
CDL strive to:
Be the most competitive and viable business entity in south Asia, in shipbuilding, ship
repair, heavy engineering, offshore engineering and allied activities.
Efficiently and effectively manage all our resources
Achieve sustainable growth and enhance the interests of our stakeholders and thereby, contribute
to the pursuit of our vision

15
1.1.6 DRYDOCK FACILITIES
High pressure water jetting and cleaning
 Grit / shot blasting
 Airless spray painting
 Overhauling / installation of undersea fitting
 Withdrawal of tail-end shafts
 Renewal of stern bushes
 Overhauling and renewal of stern seals
 Unshipping of rudders
 Checking and correcting alignment of rudders
 Replacement of anodes
 Installation and repair of Catholic protection systems
 Non-destructive methods for testing radiography
 Lignum vitae re-bushing
 Ultrasonic x-rays and magnetic particle surveys
 Load line inspections
 Safety equipment surveys
 Certification
1.1.7 DIVITIONS IN CDL
CDPLC has divided it’s all functions and operations in to 10 divisions. Those ten divisions
are as follows,
 Production Hull and Deck
 Human Resource and Administration
 Quality Assurance and safety
 Finance
 Project and engineering
 Yard new building / marketing
 Production engine
 Material procurement
 Business

16
1.1.8 QUALTY CERTIFICATION
Maintaining extreme Quality standards in all company product offerings is an integrated part
of Colombo Dockyard’s corporate philosophy. We ensure that documentation systems that are in
compliance with international quality standards are maintained at all levels within the Company.
Colombo Dockyard has received its Quality Management accreditations and certification
standards over the years, as follows
 ISO 9001:1994 International Standards for Quality Management Systems in 1999
Colombo Dockyard’s Quality Manual, Quality Procedure Manual and Work Instructions, all play
an important role in keeping us focused on maintaining quality standards in all of the work that
we do. A bi-annual external audit is carried out by Lloyds Registry Quality Assurance and all
Quality Management System applications are audited by a panel of Lloyds Registry quality
assurance qualified internal auditors.
1.1.9 CONTRIBUTION TO EPF AND ETF
The legal requirement to the contribution to EPF (Employ Provident Fund) is 8% from
the employ and 12% from the employer from the total earning per month, the company’s
procedure is to deduct (According to CDL situation) 10% to 15% of the total earnings per month
from the employee and the employer respectively. However, 3% of the contribution of 15% is
made to the ETF (Employ Trust Fund).
EPF (Employ Provident Fund)
 Upon reaching the retirement age 55 year in the case of the male employer 50 year in the
case of a female employ.
 In case such employee retirement age leaving Sri Lanka with no international to return.
 In the case of female employee, if she cease to be employed in consequence of marriage.
 In case employees leave the service of company to join a pension able appointment in the
public service or in the local government service.
 In case an employee becomes medically unfit for work by reason of a permanent and
total incapacity.

17
ETF (Employ Trust Fund)
 The amount standing to an employee’s credit shall be payable on termination of services.
However a member of the fund shall not be cu titled to withdraw the funds more than one
in five years.
 Notwithstanding the that fact that an employee has withdrawn the money once in a period
of five years, if such employee ceases his/her employment by reason of a permanent and
total incapacity for work, he/she shall be entitled to withdraw fund.
1.1.10 ORGANIZATIONAL STRUCTURE
Colombo Dockyard PLC has very complex company structure. The other managing
levels and interconnections within the company are shown in the following diagram.
Figure 3 - Organization Structure

18
2 CHAPTER TWO – TRAINING EXPERIENCE
2.1 INDUSTRIAL SAFETY
On the first day that we were attached to the CDL for industrial training, we participated to a
safety program conducted by the supervisor of the safety section on Colombo Dockyard. The
objective of this safety program is to make the newly appointed trainees get familiarized with the
industrial environment of the Colombo Dockyard and the hazards which can be occurred in the
dockyard. The important factors which I learnt from the safety program are as follows. Safety is
the very essential subject in the engineering field especially in mechanical engineering field.
Every employee should know the safety in correct way otherwise his work may be accident to
other persons. When industries develop the accidents also increase then safety work is developed
to prevent the accidents. All trainees, workers, engineers and others joint to Colombo Dockyard
Limited should attend to safety lecture before work. Safety division gives more details about
equipment safety methods and behaviors in yard. Safety equipment used in the Dockyard can be
classified in to main two groups. Normal (essential) equipment – Safety helmet, Safety belt,
Safety shoes, Overall and Life jacket Special equipment–Head shield, Ear plug, Hand shield,
Ear mop, Grinding goggle, Hand gloves, Cutting goggle, Dust mask, Welding goggle, Respirator
and etc. When we doing work in industrial we must considered safety about main three parts.
 Safety of our self
 Safety of other person
 Safety of environment
In the Dockyard safety instructions are noticed in every workshop and every hazardous place.
And also when we enter to the dockyard from the gate, the safety instructions are noticed in the
wall to get every visitor informed about safety. The safety instructions for workers and the
notices are as follows.
 Wear suitable close Fitting clothing
 Keep long hair tucked under a hat
 Wash immediately after contact with harmful substances
 Obey special instructions And Notices
 Wear protective spectacles or goggles when grinding, welding or in a dusty atmosphere
 Wear a safety helmet when other are working above
 Where protective footwear, preferably with protective toe caps
 Report defective or damaged equipment
 Wear ear defenders in specified areas
 Wear correct industrial gloves when handling certain materials

19
 Remove finger-Rings, Identity bracelets and wrist watches Etc. When working on deck in
holds or with Machinery.
Main entry chart display on the ship and it also has a color code.
 Green - man entry hot work approved.
 Blue - man entry no hot work.
 Red - no man entry (dangerous
Gas free certificate should be on the entrance before entering to the tank. This issue for 24 hours
and it include the date also. The hot work permits valid 5 days only. Then we should apply new
permit. In yard area Gas lines marked with various colors. Because it easy to identify separately.
 Air lines - Yellow
 Oxygen - Blue
 Acetylene - Red
 Carbon dioxide- Black
SAFETY HELMET COLORS
Profession Color
Engineers White
Forman/Supervisor Sky Blue
All workers and trainees Yellow
Fireman Red
Safety Department members Green
Visitors Blue
Table 2 - Helmet Colors
OVERALL COLORS
Profession Color
Engineers White
Forman/Supervisor Sky Blue
Permanent Employer Dark Blue
Dockyard General Engineering Employer Dark Green
Fireman Red
Trainees Dark Red
Other subcontract Labors Orange
Table 3 - Overall Colors

20
TRAINING EXPERIENCE
Workshops where I gained the experiences during 3 months at CDL PLC are mentioned below.
SECTION PERIOD FROM TO
Machinery Outfitting 2 Weeks 21.01.2017 04.02.2017
Hull Treatment 1 Week 05.02.2017 12.02.2017
Hull Construction 1 Week 13.02.2017 20.02.2017
Ship Repair Division 2 Weeks 21.02.2017 06.03.2017
Plant Shop 1 Week 07.03.2017 15.03.2017
Engine Fitting 3 Weeks 16.03.2017 05.04.2017
Calibration 1 Week 05.04.2017 17.04.2017
Table 4 - Training Schedule

21
2.2 MACHINERY OUTFITTING
2.2.1 INTRODUCTION
Machinery outfitting section is very important section in ship building. There are many types
of construction in this section.
 Pipe Fabrication – Connect two pieces of pipes together by using welding.
 Pipe Bending - Bend pipes in to required shape and angle
 Pipe Joints - Flanges, Joints
 Machinery Installations
2.2.2 LIST OF WORK CARRIED OUT
 Referred about pipe fabrication
 Referred about flanges
 Bended pipes with helps of worker
 Fixed purifier and checked,
 Referred about purifier systems
2.2.3 PIPE FRABRICATION
Pipes were fabricated by using but weld. There are three welding conditions divided by
pipe wall thickness. Those conditions were described by using below diagram.
Figure 4 - Pipe Fabrication Types

22
Electrical Arc Welding and Metal Active Gas Arc Welding used to weld pipes.
Materials of Pipes – Steel, Copper
Procedure - :
 Cut pipes in to required length.
 Then grind edges until obtain required bevel shape
 Fixed pipes on bench vise and adjust work pieces for required distance
 Then weld four points of pipe joint circumference.
 Then welded whole circumference of pipe joint and remove welded unit from vise.
2.2.4 FLANGES
Pipes Flanges used for joint two pipes in together by using nuts and bolts. They are
components of the piping system of the ship two flanges are coupled with a packaging seal and
they pressure tightened by the use of bolts and nuts. The inner diameter of the pipe is jointed to
the flange by welding methods. The thickness of the flanged and no of the holes is varied. Flange
have various kinds in type and shape and their material too is diversified (low carbon steel, low
alloy steel, stain less steel, high alloy steel, nonferrous steel) in accordance with the type of fluid
and service environment. The main parameters of selecting flange is,
 Inside and outside diameter of flange
 Relevant pressure of flange
 Material of flange
Figure 5 - Parts of flange

23
They are,
1. Welding Neck
2. Slip On
3. Socket Weld
4. Lap Joint
5. Threaded
6. Blind flange
2.2.4.1 WELDING NECK
This flange is circumferentially welded in to the system at its neck which means that the
integrity of but welding area can be easily examined by radiography. The bores of both pipe and
flange match, which reduces turbulence are erosion inside the pipeline. The weld neck is
therefore favored in critical application.
Figure 6 - Welding Neck Flange
(1) Weld Neck flange (2) But weld (3) Pipe
2.2.4.2 SLIP ON
Inner diameter of flange is slightly bigger than outer diameter of pipe. This attachment
was fixed in to pipe by using fillet welding.
Figure 7 - Slip on Flange
(1) Slip on Flange
(2) Fillet weld
(3) Fillet weld
(4) Pipe

24
2.2.4.3 SOCKET WELD
These flanges were initially developed for use on small-size high pressure piping. This
flange fixed by one fillet weld point at outside of flange. Here have some gap between
flange and pipe, that gap called expansion gap.
Figure 8 - Socket Weld Flang
2.2.4.4 LAP JOINT
These flanges slip over the pipe, and are not welded at any point.
Figure 9 - Lap Joint Flange
(1) Lap joint flange
(2) Stub end
(3) But weld
(4) Pipe
2.2.4.5 THREADED
These flanges are easy to recognize because it hasn’t welding point. That fixed by using
threaded connections. The threaded flanges are not suitable for thin wall thickness pipes.
Because cutting threaded pipe is not possible. No welding required.
Figure 10 - Threaded Flange
(1) Threaded flange (3) Pipe
(2) Threaded

25
2.2.4.6 BLIND FLANGE
Blind flanges are manufactured without bore and it used for seal ends of piping
and valves openings.
Figure 11 - Blind Flange
(1) Blind flange
(2) Nut and bolt
(3) Gasket
(4) Other flange
2.2.5 PIPE CONNECTIONS
Pipe connections are used to connect pipes in together; there are several types of pipe connection
used in yard.
2.2.5.1 NIPPLE
The length of the nipple is usually specified by the overall length with threads. This type used to
connect two pipes straightly
Figure 12 – Nipple

26
2.2.5.2 UNION
Figure 13 - Union Joint
2.2.5.3 TEE
Figure 14 - Tee joint
2.2.5.4 SOCKET
Figure 15 - Socket joint

27
2.2.6 PIPE BENDING
This Process most important thing in ship building. Engines, Purifiers, lubrication oil
systems are connected in together by using pipes, Every Pipe line has bending points.
Therefore this process most important in ship building.
There are three types of pipe bending methods.
 Hand bending
 Hydraulic bending
2.2.6.1 HAND BENDING
This method used for bend small thickness (T) pipes. (2mm > T).
Figure 16 - Hand Pipe Bending Procedure

28
Procedure –:
1. Firstly take the pipe and marked the bending points by using measuring tape and maker
pen.
2. Then identified bending angle of pipe and bend another steel wire into that required
angle.
3. Then mount pipe on pipe bending vice and bend by hand as Figure 16
4. Then check the angle and correct if angle was wrong.
2.2.6.2 HYDRAULIC BENDING MACHINE
Figure 17 - Hydraulic Bending Machine 1
Figure 18 - Hydraulic Bending Machine 2

29
2.2.7 CENTRIFUGAL PURIFIER
2.2.7.1 INTRODUCTION
The Centrifugal purifier is most important thing in ship because water and impurities of
lubrication oil and fuel separated by this system.
If same water content have fuel, engine is not working properly because complete combustion of
inside of cylinder not happen .Therefore must be remove water from fuel. That is the thing of oil
water separate system most important in any ship.
Lubrication oil also have some water content, therefor must separate oil from water. Otherwise
lubrication oil go thought the engine and water content of oil will be vapor. Because when
engine is working it produce high temperature. It can be reduce efficiency of the engine.
2.2.7.2 THEORY
The main part of centrifugal purifier is bowl. It rotates with high angular speed (10500 rpm-
11500rpm). Inside of bowl contains disk stack (Figure 19).
Figure 19 - Diagram of Purifier

30
Oil flows in to bowl from oil inlet. Oil flows to bottom of bowl. Then oil also rotates with bowl.
Then oil takes angular speed of bowl. Result of it, the centrifugal force is acting on oil. Result of
it oil flows up through holes of discs between disc stack.
Density of water and impurities higher than oil. Therefore centrifugal force of water higher than
oil. Result of it oil and water separation is beginning. Oil collected in to middle of bowl and
water and impurities collected in to corner of bowl.
Procedure – Fixed bowl into purifier system
 Firstly closed all pipe connections (oil inlet, oil outlet and water in and out lines, power
lines) of the purifying system.
 Then remove the water outlet line by removing upper nut.
Figure 20 - Centrifugal Purifier System
 Then remove upper part of purifier by dismounting bolts of upper part.
 Then fixed bowl in to the system as figure 21.
Figure 22-Before mount bowl in to System Figure 21 - After Mount Bowl in to System

31
 Then checked rotating motion of the fixed bowl by hand.
 Then fixed top part of purifier, and connected oil inlet line, oil outlet line, water inlet and
out let lines, pressure sensors and temperature sensors.
 Then connected sensor in to multi-monitor.
 Then started the system and checked oil inlet and outlet pressure, oil temperature and
rotating speed of bowl
Oil inlet pressure – 1.01 bar
Oil outlet pressure – 1.5 bar
Temperature of oil inlet – (85 – 95) Celsius
Rotating speed of bowl – (10500-11000) rpm
Amp of motor – 14.9 A
2.2.7.3 COUPLING ALIGNMENT
Coupling alignment is a static condition observed at the bearings supporting the rotating shafts.
Accuracy of the alignment is most important thing in machine installation procedure.
The amount of coupling misalignment in a machine depends upon several factors such as the
stiffness of the shafts, the amount of weight between overhanging supports, the bearing design
and the distance between the supports.
Figure 23 - Coupling Alignment
Radial misalignment checking procedure
 Dial indicator was set on the rim of a flange.
 Dial indicator was rotated to top position (12:00 position).
 Dial indicator scale was adjusted to zero value.
 Gauge was rotated to port side.

32
 Reading of gauge was recorded at port side.
 Dial indicator was rotated to bottom position (6:00) position)
 Reading was recorded.
 Indicator was rotated to starboard side and reading was recorded.
Figure 24 - Alignment Procedure

33
2.3 HULL CONSTRUCTION
2.3.1 INTRODUCTION
In hull construction division mainly focus on plate cutting, plate forming and welding.
Therefore hull construction shop has been divided in to several sections. They are,
 Loft section – Produce the template from the wood by using drawings
 Forming – In this section form steel plates at required size and shape by using
template
 Pre fabrication - After forming of plates units are fabricated by using welding
 Unit assembly - After finishing pre fabrication, that pre fabrication unit were assembled
together
 Learned about LOFT works
 Referred about CNC plasma cutting machine
 Referred about Pug cutting machine
 Learned about Metal Active Gas Welding
 Referred about bending process
2.3.3 LOFT WORKS
Making the pattern design on plate which cut on the plate according to the dimensions,
and making template which easy to make the assembling process. They also draw the every
symbol on the ship hull. (E.g. – bow mark, plimsol mark and name)
Procedure –
Marked points
 Template
Base line 
Figure 25 - Curve drawing procedure

34
X – Equal distance
a,b,c,d,e,f – distance between baseline and curve of template
I. Drown the base line on the floor
II. Marked the total length of required template ad divided base line in to equal parts as
presented from drawing
III. Marked the point one by one
IV. Japanese Patton was fixed on the marked points by adding weights
V. Fixed the plywood board under the Patton and draw the curved line
VI. Cut the plywood board along the curved line and name it according to unit number as in
drawing.
Added weight 
Figure 26 - Japanese Patton

35
2.3.4 CNC PLASMA CUTTING MACHINE
The hull construction workshop consists of several machines to cut and bend the plates to
the required shapes. There I studied about the CNC plasma cutting machine and observed hoe the
plates are being marked and cut by the CNC plasma cutter. Plasma beam (ionized gas) is used to
cut ferrous and nonferrous material. Normally 20,000-23,000 Centigrade are produce for
oxygen as a plasma gas. Cutting nozzle will be cooled by water. Plasma arc cutting is relatively
speeding and cutting kerf is small and finishing are higher than CNC gas cutting and other
cutting process inside the workshop.
Figure 27 -CNC Plasma Cutting Machine
The CNC plasma cutting machine is a computerized machine, where we can give the drawing of
the plate we need to be cut. The machine can read the drawing and identify the given dimensions
and borders. The drawings can be sent to the machine from the design office trough
communication cables. The drawings should be filled with the maximum number of parts to be
cut from the plate. Then the wastage of the metal can be reduced. This machine has a sensor to
identify the edges of the plate. Once the plate kept on the bed, the edges should be given to the
machine. Then the machine will identify the edges with the sensor. So the machine will identify
the size of the plate.
By this machine, we can mark the plates too. There is a marking torch in this machine and for
marking Zinc powder is used. The torch consists of LP gas line, Oxygen line and Zinc powder
line. The Zinc powder will be melt and draw the line. The main quality of this Zinc powder
marking is that it will not be erased with oils, grease, chemicals and any liquids. The marking
speed of the machine is 15000mm/min. The cutter of the machine is a plasma cutter. So the
finishing of the cutting edges is better than a gas cutter. There is a cooling line in the nozzle to

36
cool the nozzle. The thickness range of the plates can be cut is 4.5mm to 40mm. There are three
types of nozzles according to the thickness ranges
Figure 28 - CNC Plasma Cutter Nozzle
Size of the nozzle Plate thickness Current (A)
1.7R 4.5mm-12mm 140A
2.3R 13mm-22mm 260A
2.9R 23mm-40mm 400A
Table 5 - Nozzle types
All the nozzles consist of an electrode. It is common for all nozzles. The cutting speed of the
machine will be varied with the thickness of the plates. The machine travelling speed is
2700mm/min. this machine also consists of safety sensors and dust removals
 Normally 17,000-23,000 Centigrade produce the plasma cutting process
 Zn powder and oxygen + LPG mixture are used to marking process ( Marking speed
15000 mm/min )
 O2 and air minimum pressure is 4 bars
 For bevel cutting, nozzle 2.9R should be used.
Figure 29 - CNC Plasma Cutting Nozzle

37
 Plasma machine was provided a component for reduce the air pollution during the cutting
process.
 Supply Lines of Machine
Compressed air (8 bar)
Current (300A)
Oxygen
Cooling water
LP Gas
 Supply Lines of cutting nozzle
Compressed air
Oxygen
Current
Cooling water in and out
 Only cut single bevel
2.3.5 PUG CUTTER MACHINE
PUG cutter machine is most useful machine in hull construction. Any cutting shape can
be done by this machine. Such as single bevel and double bevel cut can be produce by this
machine.
Figure 30 - PUG Cutter Machine

38
Figure 31 - Bevel Types
PUG cutter machine helps to reduce cost of production and increase efficiency. It is design for
heavy duty jobs and also for precision jobs. It works on single phase supply and is operated by
1/30 HP. AC Power supply is 230 v 50 Hz.
Machine is designed to operate or magnetic effect in the roller shaft of gear box. Movement of
gas cutting nozzle is directly linked with magnetic roller shaft which results in fine cutting of
metal.
PUG cutter machine can adjust the speed of machine according to thickness of cutting metal.
This machine can be moved in the forward and reverse direction. Regulator is used to change the
speed of cutter. For straight line cutting machine runs on an aluminum track and for circle
cutting attachment will also supplied
This machine is suitable for cutting metal sheets and plates. Oxygen and acetylene gases used in
this machine. Oxygen gas used for cutting and acetylene gas used for increase heat.
At cutting operation firstly open the acetylene valve and after open oxygen valve. At end of
working firstly close the acetylene valve and then closed the oxygen valve.
Reason is acetylene is a very dangerous and it can be spread and fire easily.
Red line – Acetylene gas
Blue line – Oxygen gas
Maximum Thickness – 150mm
Speed – 150 – 1000 mm/min
Temperature – 600 – 800 Celsius

39
2.3.6 METAL ACTIVE GAS ARC WELDING
Principle of the process – The process melts and fuses metal using the intense heat generated by
an electric arc between the metals to be jointed and a filler wire. The wire is progressively melted
as some speed at which it is being feed by the wire feeder. Both arc and weld pool protected
against atmospheric contamination by shielding gas.
Shielded gas – Carbon dioxide
Figure 33 - MAG Welding
2.3.7 STEEL BAR USED IN DOCKYARD
 Angle –
Figure 34 - Angle Steel Bar
 Tee –
Figure 35 - Tee Steel Bar
Figure 32 - MAG Welding 2

40
 Channel –
Figure 36 - Channel Steel Bar
 Beam –
Figure 37 - Beam Steel Bar
 Bulb –
Figure 38 - Bulb Steel Bar

41
2.3.8 BENDING PROCESS
There are three types of bending processes in hull construction.
They are,
 Rolling
 Pressing
 Line heating
2.3.8.1 ROLLING
Rolling is the metal forming process in which metal is passes through one or more pairs
of rolls to reduce the thickness and to make constant thickness of plate. Produced curve shape of
metal plate by this process.
Maximum thickness – 25mm
Maximum Pressure – 2.5bar
15Kw, Current – 400v
Figure 39 - Bending Machine
Figure 40 – Forming by rolling machine

42
2.3.8.2 PRESSING
Steel plates also bend by using press machine. Before apply rolling machine steel plates
were pre bend by using pressing. They used this machine when steel plates were bending along
the straight line.
Figure 41 - Steel Plate Bend by Pressing
Figure 42 - Pressing machine

43
2.3.8.3 LINE HEATING
Rolling and pressing machines can make single or double axis shapes only, but in line
heating process can be made three axis shapes. Therefore it is most important process in ship
building, but it is slow process.
Line heating theory – Heating creates a thermal stress in a very small region. Due to rise in
temperature the elastic limit of the heat affected region will decrease.
As the heat source travels the adjacent material even if not cooled with water remains cool
enough to resist the thermally created stress. So heated surface swells beyond its elastic limit and
therefore after cooling retains some minute deformation. During the cooling process bulge side
surface contract s more than other side resulting in angular distortion and some amount of overall
shrinkage.
Line Heating Procedure –
1. Marked heating lines according to the shape of the bending.
2. Then apply heat by using LP gas torch along the lines
3. Then apply the fresh water in to heated areas
4. Heating and watering process should be done until obtain the shape of template
5. For reduce the bend shape heat should be applied to the bend side of the plate and apply
water
Apply Heat
Swelling of plate
After apply water
Figure 43 - Line heating procedure

44
Reasonof used LP gas in line heating process –
 LP gas cost is lower than acetylene
 Mild steel grain structure is change in 725 Celsius but LP gas
maximum temperature is 600 Celsius. therefore LP gas not
damaged grain structure of the material.
 Acetylene will be change mechanical properties of mild steel

45
2.4 HULL TREATMENT
2.4.1 INTRODUCTION
In hull treatment division mainly focus on blasting and painting to the new construction
and hull treatment to ships which are docked to repair their hull
New building ships units are send to blasting chamber to blasting process, it is done by unit
because the shops are built like that way and assembled in a dry dock.
 Learned about blasting procedure.
 Referred about paints
 Learned about profile test, dust test, salt test.
 Learned about hull treatment procedure for new construction ship.
 Learned about hull treatment procedure for dry docking ships.
 Learned ballast tank cleaning procedure.
2.4.3 SURFACE PREPARATION
Before applying any coatings surface should be cleaned. Oil, grease, salt, rust, barnacles,
old paints and weld spatters should be removed. To remove that surface most effective way is
blasting
2.4.4 BLASTING
Blasting is a system to clean a metal surface in deferent levels.
Figure 44 - Blasting machine

46
This cleaning level depends on the condition of the metal plate. There are four grades for blast
cleaning.
 SA 1 - Light blast cleaning to remove rust and paint.
 SA 2 - Loosely adhering, rust and old paint coatings are removed from steel.30% of paint
shadow can remain.
 SA 2.5 - Very thorough blast cleaning to achieve near white metal.5% of Paint shadow
can remain.
 SA 3 – Blast cleaning to visually clean steel. 100% of paint shadow should remove.
Figure 45 - Blasting
Types of Blasting
 Spot blasting – only the place that corrosion has occurred.
 Sweep blasting – blasting is done across the surface, abrasive particle size is important.
Light sweeping – clean the surface of contaminations, not for heavy corrosion or
loose coatings.
Heavy sweeping – old coatings are removed.
Sweeping of shop primers – in new building it is necessary to remove the shop
primer coating.
 Wet blasting (Slurry blasting) – Used abrasive , High pressure water and air
 Hydro - blasting – high pressure 680 – 1700 bar, ultrahigh pressure above 1700bar.

47
2.4.5 PROFILE TEST
After blasting the surface will be rough. This roughness is very important to apply the
paint. But this roughness should be in a range. This range should be measure. For measure this
surface profile we can use replica type and spring micrometer.
Procedure
1. Choose a suitable replica tape according to profile.
2. Remove the backing and paste the replica tape on the surface.
3. Rub burnishing tool over the round cut – out portion of replica tape using moderate film
pressure.
4. Remove replica tape and place it on spring micrometer.
This value should be between 30 and 75 microns.
Figure 46 - Profile testing procedure
2.4.6 DUST TEST
A dust tape test allows assessment of the quantity and size of dust particles on surface
prepared for painting. Dust on blast cleaned surfaces can reduce coating adhesion and lead to
coating failure.
Procedure
1. Past the dust tape on the surface. (Step 1 )
2. Pressurize the tape manually or with a roller.
3. Then remove the tape from surface and paste it on transparent paper.
4. Compare the tape with the dust quality rating specimens. (Step 2,3)

48
Figure 47 - Dust test procedure
2.4.7 SALT TEST
Salt test (or Chloride test) is done to obtain the chloride iron concentration on the plate
which is after the SA 2.5 or SA 3 Standard steel grid blasting.
For this test we use bresle patch kit and conductivity meter.
Procedure
1. Remove the bresle patch from the packet and paste it on the surface.
Figure 48 - Bresle patch
2. Then firmly press it on the surface to seal on the surface.
3. Vacuum the air inside the bresle patch using syringe.
4. Fill the calibration liquid in to the bresle patch using syringe at an angle of 30˚

49
Figure 49 - Filling calibration liquid in to bresle patch
5. Then draw out the liquid in to syringes.
6. Do this filling and drawing – out for about 3 times.
7. Finally check the chloride iron concentration of the calibration liquid by using
conductivity meter.
This level should below 50μs/cm.
2.4.8 HULL TREATMENT PROCEDURE FOR NEW CONSTRUCTION SHIP
1. Firstly new construction unit was washed by high pressure and dried it.
2. Then the unit was sent to blasting chamber.
3. Then the blasting process was started. [For new construction units, steel grit blasting was
done.]
(SA 1 for platting and SA 2.5 for fresh water tanks & wildings.)
4. The unit was cleaned by vacuuming.
5. Then QC division and coating inspector was inspected the unit.
6. Then the first full coating was done.
7. After drying the paint (24 hrs. for f/w tanks) first strip coat was applied by rollers for
joints and welding runs.
8. Again QC and coating inspector was inspected.
9. Then the second and third strip coats were applied specially for limber holes and welding
runs.
10. Finally second full coat was applied.
 The WFT was 350 microns (175*2)
 The DFT was 250 microns (125*2)
11. Then the final inspection was done.

50
Figure 50 - WFT Gauge
Figure 51 - DFT Gauge
2.4.9 HULL TREATMENT PROCEDURE FOR DRY DOCKED SHIPS
1. The ship’s hull was washed by using high pressure fresh water at 250 – 300bar pressure.
Figure 52 - Wash by High pressure water
2. Barnacles and other impurities on the ship hull was removed by using scrapers..
3. Oil grease remover chemicals were used for better cleaning.
4. Dried by using compressed air.

51
5. After that blasting was done as per the owner’s request.
6. Then cleaned by compressed air.
7. Necessary test were done. Such as salt test, profile test and dust test.
8. Then primary coats were applied, which was as per in the painting scheme. Painting
scheme is prepared by ship’s owner, captain of the ship and surveyor and the yard.
9. Wet film thickness of the paint was taken by wet film thickness gauge (Comb gauge).
10. After drying the paint, Dry film thickness was taken by the only film thickness gauge.
11. Binder was applied in to underwater area
12. Anti – fouling coat was applied to underwater area of the ship’s hull.
13. Marking of the ship were marked.
14. Final inspection was done by owner, yard QC dept., painting manufacture and the
surveyor.
2.4.10 BALLAST TANK CLEANING PROCEDURE
1. Firstly man holes were opened.
2. Then, drained the water by bottom plug removing.
3. Remaining water was pumped out by ‘Diaphragm pump’.
4. Air circulation was done by air blowers through the man holes.
5. Safety department was inspected the tank and gas free certificate was issued, and then
only can do a man entry.
6. The safety equipment were arranged, such as ladders, lamps, air blowers etc.
7. After the inspection, mud cleaning was done by using buckets.
8. Then cleaned the tank by using the high pressure fresh water.
9. If there are only oil deposits in the tanks, they should remove by chemicals.
10. Tank drying was done by using compressed air.
11. Then QC department, ship owner and paint company discuss about what surface method
has to do for tank.(hand tool cleaning, power tool cleaning or blasting)
12. After the surface preparation dust was removed by vacuuming.
13. Finally the painting was started

52
2.5 SHIP REPAIR DIVISION
2.5.1 INTRODUCTION
In ship repair division mainly focus on engine repair. All auxiliary machine assembling and
repair, propeller, propeller shaft, rudder, values repair and assembling.
 Engine over hauling
 Pumps, purifiers, turbochargers repairing
 Propeller, propeller shaft, stern tube, rudder, repairing
 Removed pistons from engine and cleaned it with workers
 Removed stuffing box and cleaned it
 Referred about stuffing box
 Measured clearance of piston rings
 Referred about piston rings
 Referred about turbochargers
 Referred about propellers
 Removed propeller from tail shaft
2.5.3 ENGINES
An engine is a machine designed to convert one form of energy in to mechanical energy. Burn
fuel and create heat. This is then used to create a force by inside mechanics of engine.
2.5.4 REMOVE PISTON FROM ENGINE
Procedure:
 Firstly remove all values of piston head and remove piston head by removing bolts.
 Turn the crank shaft until piston move bottom dead center.
Figure 53 - TDC and BDC

53
 Decoupled piston rod and cross head by removing nuts.
 Then decoupled stuffing box by removing bolts of stuffing flange.
Figure 54 - Stuffing box
 Then again turn the crank shaft until piston move to top dead center.
 Then cleaned the piston grove and cleaned lifting grove of piston.
 Then connected crank in to lifting grove and pull up.
 Then measured piston ring gap and thickness.
 Then removed piston rings by using piston ring expander.
Figure 55 - Piston ring expander
 Then lifted up piston and leaned it
 Then remove stuffing box and cleaned it

54
2.5.5 PISTON RINGS
Piston rings are an important part of the engine yet they tend to be neglected because they
are consumable item.
Function of piston rings:
 Provide a seal to the combustion chamber to prevent gases and combustion products
passing the piston.
 Control the lubricating oil.
 Conduct heat away from the piston to the liner.
Types of rings:
 Compression rings – The compression rings provide sealing above the piston and prevents
the gas leakage from the combustion side. The compression rings are located in the top
grooves of the piston.
 Intermediate Ring - The oil in controlled by shearing the layer of the oil left by oil ring,
thus providing the top compression rings enough lubrication. Moreover, it also provides help
to the top compression ring in sealing.
 Scraper or oil control rings – Distributes oil on the cylinder liner preventing the oil passing
upwards in to the combustion chamber.
Figure 56 - piston ring clearance
Figure 57 - Piston rings

55
2.5.6 TURBOCHARGERS
A turbocharger is a turbine- driven forced induction device that increases an internal
combustion engine’s efficiency and power output by forcing extra air in to the combustion
chamber.
The exhaust gas of engine rotates turbine of turbocharger. That turbine fixed with another
compressor by using shaft. That compressor sucks atmospheric air (Scavenge air) and
compressed it. The compressed air temperature will be increased during the compression.
Therefore that air cooled in to 45℃by using coolers. Then that compressed air flow to
combustion chamber of piston
Labyrinth Seal:
Labyrinth Seal are fitted to the shaft and casing to prevent the leakage of exhaust
gas in to the turbine and bearing, or to prevent oil being drown in the compressor.
Figure 60 - Labyrinth seal
Figure 58 - Inside of turbocharger Figure 59 - Diagram of turbocharger

56
2.5.7 PROPELLER
A propeller is type of fan that transmits power by converting rotational motion in to
thrust. A pressure deference produced between the forward and rear surface by the airfoil shaped
blade and a fluid is accelerated behind the blade
I have learned about two types of propellers in this division
 The controllable pitch propeller (CCP) or swivel blade propeller
 The fixed pitch propeller
2.5.8 REMOVE PROPELLER FROM TAIL SHAFT
Procedure –
1. Firstly clean the surface of propeller.
2. Then marked straight line of propeller hub, tail shaft and lock nut.
3. Then removed seals of tail shaft
4. Then loosed the lock nut.
5. Then connected oil compressor tool in to propeller and deliver compressed oil (700 bar)
between tail shaft and propeller.
Figure 61 - Propeller removing procedure
6. Then propeller suddenly push forward
7. Then fixed chain blocks in to propeller and remove propeller from shaft

57
2.6 PLANT SHOP
2.6.1 INTRODUCTION
All the yard’s new installations of machinery and equipment, maintenance and
repairs are carried out by the plant shop. This shop has participated in to many sections
according to their functions and maintenance.
They are,
 Machinery maintenance
 Gas equipment and gas line maintenance
 Pneumatic and hydraulic equipment maintenance
 A/C repairs
 Chain block repairs
 Paint machine repairs
 Electrical equipment repairs
 Referred about gas line maintenance
 Repaired gas regulators
 Repaired flash back arrester
 Repaired air less paint machine
 Repaired chain blocks
 Dismantled needle chisel
2.6.3 GAS LINE MAINTENANCE SECTION
Gas line maintenance section is a most important section in the plant shop. This section
maintain and repair all the gas line requirement such as gas manifolds, gas regulators, stop
valves, flash back arresters and gas lines. In Colombo dockyard there is a main central point for
o2 and co2 and two central points for acetylene. From these central points all the gases are
supplied through the dockyard by using pressurized gas lines.
 Oxygen system – in the main gas central point there are two oxygen tanks which has
32000 litter and 10000 litter capacities. It is stored in tanks at -900 Celsius as liquid form.
Bu using vaporizer liquid oxygen converts into oxygen gas and sent through the yard at 8
bar pressure in blue color pipe.
 Carbon dioxide system – In the main gas central there are two 10000 litter capacity
tanks. Carbon dioxide also stored at -190 Celsius as a liquid. Same as the O2 line, liquid
CO2 converts into gas CO2 and send at 5 bar pressure in black color pipes.

58
 Acetylene system– There are two acetylene gas points. But acetylene (C2H2) are stored
in gas bottles. There are two – 80 bottles packages in one central point. C2H2 send
through the pipe lines at 1.5bar pressure in red color pipe lines. 23 flash back arrestors are
fitted in this pipe system.
2.6.4 GAS REGULATORS
There are mainly two types of gas regulators in the dockyard. The oxygen and acetylene
lines are use same types of gas regulators. The main difference between these two regulators is
there a filter in carbon dioxide regulator. The main purpose of regulator is to control the gas
pressure according to the requirement. In acetylene regulator is left hand thread and oxygen
regulator is right hand thread
Figure 62 - Gas regulators
2.6.5 FLASH BACK ARRESTER
When a back fire in the acetylene line may cause a huge damage to the yard and humans.
So if a back fire comes back fire arrestors come in to action and it will be prevent these back
fires. The flash back arrestor blocks the fire in gas lines. There are 23 flash back arrestors in yard
acetylene line. If a back fire enters to the flash back arrestor, the Teflon cone will melt and spring
tension will close gas line by acting as a valve.
Figure 63 -Cross section of flash back arrestor

59
Procedure –
1. Head nut with the net was removed.
2. Then valve assembly was removed and Teflon cone was replaced
3. Muffler was removed and cleaned
4. Finally filter assembly was removed and cleaned with chemical (toivin)
5. Then re assemble all parts
2.6.6 AIRLESS PAINT MACHINE
Working principle -
The double acting displacement pump is a reciprocating pump with two ball valves that
regulate the fluid flow through this section. The displacement rod move up and down with the
action of drive system and pneumatic motor. Paint is loaded on the upstroke and displaced on
both upstroke and down stroke. Displacing paint on both the up and down strokes ensure an even
flow of paint to hose and gun.
Repair procedure –
1. Pump side of the paint machine
2. Then all the parts of the pump was removed and cleaned the blocked paint parts
by using thinner and wire brush.
3. If v-packing and ball valve damaged then change the ball valve and v packing
then v packing was cleaned by using thinner and ball valve was cleaned by buffer
4. Finally machine was assembled and machine was checked by pumping thinner to
it.
Figure 64 - Air less paint machine

60
2.6.7 CHAIN BLOCKS
Chain block is a device used for lifting or lowering a load. This can lift large amount of weight
by using small force. Chain blocks are classifies according to the maximum load that they can
lift most classified unit is ton.
There are two types of manual chain blocks
1. Hand wheel chain blocks
2. Lever chain blocks
Figure 65 - Hand wheel chain block
Figure 66 - Lever chain block
PROCEDURE:
1. Firstly hand wheel cover was removed.
2. Then hand wheel and chain were removed.
3. Then friction disc and ratchet were removed.
4. Gear cover was removed.
5. Then pinion shaft, pinion and load gear wear removed.
6. Then load shave and guide rotter were removed.
7. Finally all parts were cleaned by using kept.
8. Then chain block was assembled and load test was done by crane.

61
2.6.8 NEEDLE CHISEL
Needle chisel is operated by using pneumatic air and it is very use full to remove coatings,
corrosion and other impurities.
Repair procedure –
9. Before removing parts checked the faults by operating the chisel.
10. Then needles were worn or operating lever was not working properly then remove
the parts.
11. Then remove the socket head bolt and round needle guide.
12. Then remove lock ring and needles
13. Then clean the parts and there were chisel needles are worn then replaced the
needles.
14. Finally connected the chisel to airline and checked whether it was working properly.

62
2.7 ENGINE FITTING
2.7.1 INTRODUCTION
There are some particular places in the workshop for repair such section on the ship such
as familiar component to the main engine and other auxiliary machineries in the ship
The main section in the workshop
 Coolers repair section
 Pump repair section
 Turbocharger repair section
 Injector repair section
 Main engine repair section
 Referred about pump
 Referred about centrifugal pump
 Referred about heat exchanger
 Referred about engine head
 Dismantled piston
 Dismantled stuffing box
2.7.3 PUMPS
A pump is a device that moves fluid (liquid or gases )by mechanical action
 Classification of pumps
Table 6 - Classification of pumps
Pumps
Positive
displacement
pump
Resiprocating pumps
1.Pistone type,
2.Diaphram pump
3.plunger type
Rotary pumps
1.Gear type
2.Screw type
3.Vane type
Non positive
displacement
pumps
centrifugal pumps

63
2.7.4 POSITIVE DISPLSCEMENT PUMP
This type of pumps used for high pressure applications up to 800 bar. In this type pumps,
efficiency increases with increasing pressure. Efficiency also increases with increasing viscosity
and flow is constant with changing pressure.
 Piston type
Figure 67- piston type pump
 Diaphragm pump
Figure 68 -Diaphragm pump
 Plunger pump
Figure 69 - Plunger pump

64
 Gear type
Figure 70 - Gear type pumps
 Screw type
Figure 71 - Screw pump
 Vane pump
Figure 72 - Vane type

65
2.7.5 NON POSITIVE DISPLACEMENT PUMPS
Non-positive displacement pumps are basically used for low pressure applications and are
designed to work for a maximum pressure of 18 to 20 bar. Efficiency peaks at best-efficiency-
point. At higher or lower pressures, efficiency decreases. Efficiency this type pumps decreases
with increasing viscosity due to frictional losses inside the pump. Flow varies with changing
pressure in a non-positive displacement pump.
 Centrifugal pump
Figure 73 - Vane type pump
2.7.6 ENGINE HEADS
Engine Head is the most important part of an Internal Combustion engine.it was bolted to the top
of the cylinder block, in which the piston reciprocate inside the cylinder. This joint is sealed by
a head gasket. It closes the top of the cylinder forming the combustion chamber.
Cylinder head contains lot of moving parts.
They are: - Valves, injector nozzles, air starter valve, cooling system lines. Rocker arm (four
stroke engine)

66
2.7.7 HEAT EXCHANGERS
Marine heat exchangers are no different than non-marine heat exchangers except for the
simple fact that they are found a board ships.
Heat exchangers can be used for a wide variety of uses.as the name implies. These can be
used for heating as well as cooling. The two primary types of marine heat exchangers used board
vessels in maritime industry.
2.7.7.1 PLATE TYPE
Sets of multiple parallel plates that are compressed to form main cool unit.it has a small
foot print plates placed next to each other. They create passage ways to fluid to flow
between plates. Gaskets are placed around edge of each plate in order to prevent mixing
of two fluid
Figure 74 - Plates with Gaskets
Figure 75 - Plate type heat exchanger

67
2.7.7.2 SHELL AND TUBE
Consist of tube bundle which is placed inside lager shell. It is required twice the float
print of heat exchanger in order to perform maintenance. Depending on amount of
cooling needed. Shell and tube heat exchangers can be built in single or double pass
configuration. Number of pass refers to number of times fluid in shell passes by fluid in
tubes.This achieved by placing baffles in shell that allow for fluid to be directed.
Figure 76 - Shell and tube heat exchanger
Gasket materials -: Water – Rubber
Lubrication oil – Elite
Steam – Steam joint
Uses – heat exchangers on board vessels are used in many systems. Systems are lubrication oil,
jacket water, Steam and main sea water
2.7.8 PISTONS
Piston is the main component of engine. It is the moving component that is contained by
a cylinder and is made gas-tight by piston rings. In an engine, its purpose is to transfer force from
expanding gas in the cylinder to the crankshaft via a piston rod in engine.
There are two types of pistons in industry
1. Trunk piston
2. Crosshead piston

68
2.7.8.1 TRUNK PISTONE
The piston is directly attached to the connecting rod by a gudgeon pin. Side thrust is absorbed by
extended skirts on piston.
The main advantage of this type engine is reduced engine height.
This type used for high speed engines
Figure 77 - Trunk piston
2.7.8.2 CROSS HEAD PISTON
In cross head piston, piston rod is bolted to the piston and passes through a stuffing box mounted
in the diaphragm plate. The foot of the piston rod is bolted to the crosshead pin. The top of the
connecting road swing about the crosshead pin, as the downward load from the expanding gas
applies a turning force to the crank shaft.
Figure 78 - Cross head piston

69
2.7.9 PROCEDURE OF DISMANTLING PISTON
1. Firstly dismantled engine head from engine
2. Then piston moved to bottom dead center and dismantled piston rod from cross head and
dismantled stuffing box from stuffing box flange.
3. Then piston moved to top dead center.
4. Then fixed chain blocks in to lifting grooves of piston and lift piston up with stuffing
box.
5. Then piston lifted up from engine.
6. Then taken but clearance of piston rings and remove rings by using piston ring expander.
7. Then removed piston rod from piston skirt.
Figure 79 - Dismantled piston rod
8. Then applied die penetration test in to piston skirt for check cracks on piston skirt.
9. After that cleaned all parts of piston including stuffing box and re assembled all the parts
in together.
2.7.10 STUFFING BOX
Stuffing box is the seal prevented leaking oil from the crankcase being carried upwards,
or used cylinder oil contaminated from products of combustion being carried downwards. It is
also highly undesirable to allow the pressurized air in the scavenge space to leak into the
crankcase. The stuffing box casing which can be split vertically, as shown in the photo, contains
a series of scraper rings and sealing rings which are each made up of three or four segments. On
the outside of each set of segments is a garter spring which provides the tension to hold the ring
segments against the piston rod. There is a clearance between each segment to allow for wear.

70
The rings are either bronze or can comprise of replaceable cast iron lamella fitted into a steel
backing ring.
Figure 80 - Stuffing box inside
Procedure-
1. Remove the bolts of stuffing box case
2. Using filler gauge measured the vertical clearance of the rings and clearance of ring
segments.
3. Then measured but clearance by using vernier caliper.
4. Remove the springs of the rings and remove ring parts.
Figure 81 - Stuffing box ring
5. Then clean the all rings, springs and stuffing box case
6. Then fixed again all parts.

71
2.7.11 AIR STARTING VALVE
The air starting valve used to deliver compressed air in to combustion chamber of engine for start
engine. The valve is fitted into the cylinder head. It is opened by control air from the starting air
distributor.
Figure 82 - Air starting valve
Working Procedure –
Main starting air at 30 bar from the air tank enters the combustion chamber above the
valve via the circumferential ports in the valve body.
The air pressure will not be open the valve because a spring is holding the valve shut. The area of
the balance piston is the same as that of the valve lid so the valve is pneumatically balanced.
When the valve is required to open, air at 7 bar from the air start distributor enters the top of the
valve body and acts on a piston(this air called pilot air). This force overcomes the spring force
holding the valve shut, and the valve opens. Then 30 bar air flow through ports in to combustion
chamber (Figure 88). When the air signal from the air start distributor is vented, the spring closes
the valve.

72
Figure 83 - Air starting valve
Figure 84 - Before valve open
Figure 85 - After valve open

73
2.7.12 FUEL INJECTOR PUMP
The pump is basically a jerk type with a plunger moving in a matched barrel, using two helical
grooves machined in the plunger to control the end of injection by uncovering spill ports and
causing the discharge pressure to drop rapidly, thus causing the needle valve in the injector to
close
Oil is supplied to the barrel via the spill ports and a suction valve. The suction valve, situated at
the top of the barrel opens when the pressure in the barrel falls below the supply pump pressure
during downward stroke of plunger, while spill ports are covered by plunger.
Replaceable erosion plugs are fitted in the pump housing opposite the spill ports. The high
pressure oil, spilling back, as the edge of the helix uncovers the spill ports at the end of injection,
hit the plugs, which prevent damage to the pump casing.
Figure 86 - Dismantled injector pump
Figure 87 - Injector pump

74
2.7.12.1 VARIABLE INJECTION TIMING (VIT)
The pump is capable of Variable Injection Timing (VIT). This overcomes the disadvantage of
the basic jerk pump, where although the end of injection is infinitely variable, the start of
injection is fixed by the position of the spill ports, injection commencing shortly after the ports
are covered by the top edge of the plunger.
As well as having the normal fuel quantity control (rack which rotates the plunger in the barrel)
the fuel pump is fitted with an adjustable barrel which has a large pitch thread machined on the
bottom. The threaded barrel is located in a threaded sleeve which is rotated by a second rack. As
the sleeve cannot move axially, and the barrel is prevented from rotating, then as the sleeve
rotates, the barrel moves up and down, thus altering the position of the spill ports relative to the
plunger, and varying the start of injection.
2.7.12.2 VARIABLE INJECTION TIMING FUEL PUMP WORKING PROCEDURE
Low pressure air is fed to the pressure control valve, the output of which is fed to the VIT servos
on the fuel pump. A link from the governor output (or fuel pump control hand wheel) moves a
pivoted bar, the position of which determines the output of the pressure control valve.
The position of the control valve is adjustable which can be used to allow for fuels of varying
ignition qualities and changes in the camshaft timing due to chain elongation.
The pivots are also adjustable for initial setting up of the VIT and adjustment of breakpoint
position.
Figure 88 - VIT Fuel injector diagram

75
Figure 89 - VIT Fuel injector Pump procedure

76
2.8 CALIBRATION
2.8.1 INTRODUCTION
Calibration division act one of main character in Colombo Dockyard PLC. All ship parts are
calibrated by this division. According to that recording new parts are reproduced or imported
specialty can get rough idea weariness of engine parts, propeller shaft, Engine shaft and other
parts on machine. Calibration is defined as the act of adjusting an instrument so that record made
by the recorder can be used directly to determine the magnitude of the measurements.
Calibration works,
1. Tail shaft and stern tube : Intermediate shaft bearing load testing, fitting of propeller,
recording of stern tube wear down
2. Inspection Position of rudder: Clearance of neck bush, jumping clearance, Brace
clearance, Clearance of top and bottom, Pirtle bush
3. Main Engine: Crank shaft deflection, main bearing clearance, bottom end bearing
clearance
4. Alignment work: Stern tube alignment, rudder alignment, main engine alignment
2.8.2 GAUGES AND MEASURING INSTRUMENTS USED IN CALIBRATION
DIVISION
Gauges:-
1. Bore Gauge
2. Feeler Gauge
3. Dial Gauge
4. Bevel Gauge
5. Thread Gauge
Measuring Instrument:
1. Inside Micrometer
2. Outside Micrometer
3. Venire Caliper
4. Meter Tape
2.8.3 CRANK SHAFT DEFLECTION
Procedure:
1. The engineer and staff were notified prior to commence the work
2. The engine was let to cool down if it was running
3. Main engine turning gear was attached
4. Crank case doors and indicator cog valves were opened

77
5. Unit No: 01 was adjusted at B.D.C position
6. The center punch mark or ‘0’ mark on crank web was found and the deflection indicator
was fixed to the web distance
7. The deflection indicator was tensioned about 2-3 mm additionally
8. The engine was turned slowly in ahead direction
9. Then the five readings were taken, when defection indicator at the top port, port, bottom,
start board and starboard
2.8.4 DIMENSION OF THE MOTOR END COVER BEARING HOUSING
Procedure:
1. First places were cleaned which are going to measured
2. Then venire caliber was used to measure the dimensions roughly
3. Then Bore gauge and outer micrometer were used to measure inner diameter of bearing
housing
4. Then four reading were taken, two reading at Top/Bottom side and two readings at
port/starboard side.
2.8.5 PIANO WIRE ALIGNMENT
2.8.5.1 INSTRUMENTS
 Inside micrometer
 Piano wire
 Adjustment tool / bracket
2.8.5.2 PROCEDURE
 First fixed the 0.5mm piano wire to the center of the crane two beams centre by using the
flange.
 Then outside of the stern tube was fixed the adjusting tool and piano wire set to the
Centre of it.
 Centre the adjusting tool by seeing or can Centre it by measuring the distance of port,
starboard, top and bottom of along the crane mid-point.
 After fixed it hang the 34kg weight to the straight the piano wire.
 Then get the readings according to Centre of the Fwd. and aft beam Centre position and
get the readings of port, starboard, top and bottom positions.
 Consider about to the piano wire there was sag.

78
Sag = P. X (L - X) /2W
W = hanging weight
P = weight of 1m length of piano wire
[0.7mm P = 0.00302 kg
0.5mm P = 0.002 kg ]
When get the sag readings of top and bottom, there should be add the sag readings to bottom
reading and reduce the sag readings to top reading.
Example -
P = 0.002 kg
W = 34 kg
A B C D E F G H
X 705 1805 5965 6525 10855 11465 14465 15335
L-X 14.83 13.78 9.62 9.06 4.73 4.12 1.12 0.25
Sag 0.33 0.73 1.69 1.74 1.51 1.39 0.48 0.11
A B C D E F G H I
Sag 0.33 0.73 1.69 1.74 1.51 1.39 0.48 0.11
Centre
Temp 28.8 c 28.8 c 28.8 c 29.9 c
A B C D E F G H
Top 127.55 128.35 128.20 128.75 128.66 128.90 - 78.72
Bottom 127.20 126.40 125.40 125.65 125.77 125.62 - 78.33
Port 127.20 127.20 127.30 127.28 127.10 127.17 - 78.50
Starboard 127.30 127.20 127.43 127.12 127.30 127.38 - 78.65

79
After the sag correction
A B C D E F G H
Top 127.22 127.62 127.51 127.01 127.15 127.51 - 78.61
Bottom 127.53 127.13 127.08 127.39 127.28 127.01 - 78.44
Different between port/starboard and top/bottom
A B C D E F G H
T/B -0.31 0.49 0.42 -0.38 -0.13 0.50 - 0.17
P/S -0.1 0.00 -0.13 0.16 -0.2 -0.21 - -0.15

80
3 CHAPTER 3
3.1 CONCLUSION
Colombo Dockyard is one of the best places for marine engineering trainees who can uplift
a good knowledge in regarding Marine Engineering studies. It is the one and only ship building
company in our country. It gives lots of job opportunities to the country as well as earns lot of
foreign currency. Colombo Dockyard has maintained a leadership through continued emphasis in
research and development and investing in the large technologies as an example Colombo
dockyard currently assembling 160 Ton Level Lifting crane it was the South Asia biggest crane
currently.
CDPLC was my first industrial training period, so according to my experiences I understood
I have successfully absorbed lot of knowledge according to marine engineering field.
There are few suggestions from me, according to my opinion most of marine engineering related
subject carrying on 5th and 7th semester. So it is better to have our training period after these
semesters then we can more familiar marine technology. We can absorb quicker.
Also I suggest making video tutorials for training students learning purpose. It is easy to do in
Colombo dockyard because they have separate media unit. It is important because lot of training
student didn’t get chance to participate all the process, repairs, jobs that shop carried.
Most importantly we had lot of chances to visit other industries and learn a lot and find so many
source persons. So these sources are essential to identify the situation of the current field and the
role we have got to do in the future.
According to my experiences, I believe that I have successfully gained the knowledge during my
training period at Colombo Dockyard PLC. Since the CDPLC was my first industrial training
establishment I had lots of things to learn. To carry out the work assigned to me, the theoretical
knowledge that I got from the Faculty was unforgettable. Colombo Dockyard is a large yard and
there are so many things which cannot cover within 12 weeks.
Finally I want to tell the training engineer Mr. Wikum Silva took a tremendous effort to guide us
in correct path of our industrial training also daily diary which was provided by NAITA helped
me keep in track. I believe this training will change my life in future.

81
3.2 REFERENCES
 Colombo Dockyard Annual report 2015
 Colombo Dockyard PLC [Online] Available: http://www.cdl.lk/
 Quora - www.quora.com
 Marine diesel UK – WWW. Marinediesel.u
 Wikipedia - en.wikipedia.org
 YouTube - www.youtube.com

82
3.3 CERTIFICATION
I’ am certify that R.A.T.K De Silva had been trained in Colombo dockyard PLC as an in
plant trainee since three month and this report is self-constitution. He had trained on
following shops at Colombo dockyard PLC.
1. Machinery Outfitting
2. Hull Treatment
3. Hull Construction
4. Ship Repair Division
5. Plant Shop
6. Engine Fitting
7. Calibration
NAME : R.A.T.K De Silva
IDENTITY NO : 933254038v
INDEX NO : ME/2014/030
COURSE : B.Sc. Marine Engineering (OCEAN UNIVERSITY)
FIELD : Marine Engineering
PERIOD : From 18/01/2017 to 17/04/2017
ESTABLISHMENT : Colombo Dockyard PLC
BARCODE NO : T6418
SERVICE NUMBER : 7904203
………………………….. …………………………..
Date Signature of Trainee
………………………….. ……………………………..
Date Signature of Training Engineer
(Colombo Dockyard PLC)

Colombo Dockyard PLC Industrial Training Report

Recommended

Recommended

More Related Content

What's hot

What's hot (20)

Similar to Colombo Dockyard PLC Industrial Training Report

Similar to Colombo Dockyard PLC Industrial Training Report (20)

Recently uploaded

Recently uploaded (20)

Colombo Dockyard PLC Industrial Training Report