INTERVIEW
Q4. What are the type of advance welding courses
“Our trainees are those,
who depend on the skills learnt at our
academy for their livelihood.”
Q1. Don Bosco Maritime Academy
has been set up to train prospective
and serving seagoing personnel. How
has been the journey so far?
We started the academy in 1998. There
have been several ups and downs, as
can be expected in a twenty one year
period. But we have grown much in
number of available machines and
capable instructors, variety of welding
processes / materials / positions offered.
Today, we are a well known name, not
only in Shipping but also in Shipyards,
Heavy Engineering Industry, Automobile
Industry, and also in organisations like
NSDC, CII, and of course IIW. Some of
the top names in Shipping Companies
and Indian Industry and Shipyards
from abroad have got their manpower
trained through Don Bosco Maritime
Academy (DBMA). DBMA has become “A
Go To Institute” for companies seeking
genuinely skilled and trained welders.
Our certificate holds a lot of value and has
become part of the Quality Document for
Employment in number of companies.
Over the years, the number of trainees
who have been through DBMA may be
somewhere in the region of 30,000 + or so.
If we add the number of candidates who
came for Trade tests, we may easily touch
a figure of 40,000 persons. Presently, the
Shipyard and the Heavy Engineering
Industry training has shrunk . But the
Shipping Industry has lots of faith and
trust in our training. Even companies
having their own training institutes
send their trainees to us! Essentially,
18 WELDFAB TECH TIMES | DEC 2019 - JAN 2020
our Trainees are ready for immediate
deployment on Jobs.
Q2. What keeps the institute
committed towards effectively
training the students?
Our Trainees are not ITI or Engineering
College Students, who are essentially
studying, learning & getting trained for
a certificate. Our trainees are those,
who depend on the skills learnt at our
academy for their livelihood. So our
responsibility increases many fold. Many
times the companies are sponsoring the
training, but the companies are definitely
interested to see, either a new skills learnt
well or past skills upgraded at the end of
the training. A large well known Indian
private shipping company has got all
their seafarers (800 + and still going on)
trained at our academy, over past 3 years
and they are very much pleased with the
result. Such feedback is certainly Music to
our ears, but we have worked with great
commitment and dedication to achieve
such results every time. The Trust / The
Faith shown in our academy, motivates us
and also keeps us committed.
Q3. What are the key issues that
should be addressed in planning,
designing, and evaluation of training
programs?
The objective of the Training Programme,
should be well defined in clear terms.
The present status or level of skills,
knowledge, exposure and experience
of the trainees should be known. The
available duration of training has to be
considered, vis a vis specific inputs from
the stakeholders who will be employing
the trainees. Availability of sufficient
relevant resources is essential. Evaluation,
should be as far as possible be only
measurable, quantifiable and not based
on subjective (person/ assessor specific)
assessment.
Q3. What is Don Bosco Maritime
Academy’s effort towards welding
segment?
We have two engines – Maritime
Training is one and Welding Training is
another. Many times the same candidate
undergoes training in Welding as well as
Maritime skills. We have been training
Welders since 1999. We have been
entrusted with the task of training India’s
Candidates for WorldSkills competition
for last 4 WorldSkills competition. In
two competitions, our trainees have
won the “Medallion of Excellence”.
We have trained candidates for “ARC
CUP” competition held in China every
year. Our trainees have done well there
too. Our Girl trainees have done well at
competitions. We have been an active IC
member of Indian Institute of Welding.
And we have trained a few thousand
welders in skills ranging from Basic to
6G/ 6 GR, not only for Shipping but also
for Automobile, Heavy Engineering,
Shipyards and other industries. The IIW
training courses for Engineers and annual
welding competitions are held at DBMA
for umpteen years now.
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INTERVIEW
offered?
We offer courses in SMAW, GMAW, GTAW, FCAW upto 6G
/ 6 GR position and SAW in 1 G position. The training is
available in C. Steel, S. Steel & Aluminium. We also train in
Gas Cutting, Gas Welding & Brazing. DNV & IRS certification
is available at DBMA.
Q5. A graduate in Mechanical Engineering from I.I.T.
Mumbai and a First Class MOT (Motors), you have
sailed as Chief Engineer on a wide range of ships.
Could you share some of the interesting anecdotes?
One Incidence that I remember is material failure near the
Fuel injector Pocket of a Cast Steel Cylinder head of
a Large Slow Speed Diesel Engine
of a Large Oil Tanker. The ships I
sailed were mostly large and this
Cylinder head was about 4 Tons
weight. This Engine had 3 Fuel
Injectors in each cylinder head
and to improve the combustion,
a specially shaped pocket had
been provided where the injectors
were inserted – on an experimental
basis. The provision of this pocket
had reduced the thickness of the
cylinder head casting near the injector’s
nozzle. The Cylinder Head was water cooled while
the Fuel Injector was hot as furnace oil (we call it heavy
oil on ships) at 130 deg. C.
flows through it. The high
temperature gradient near
the nozzle space made the
shoulder where the injector
was resting, weak. This
resulted in a crack and
eventually a hole through
which very hot exhaust
gas started leaking in
the engine room under
high pressure. We were G. A. Soman, Principal,
sailing around Sydney Don Bosco Maritime Academy.
and had to go to Hawaii,
which means crossing
the Pacific, a voyage
of approx. 20 days. In
all these engines, we
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 INTERVIEW
can cut the fuel out, to an unit causing
problems and it would not produce any
power, anymore. But that reduces speed
thus increasing the voyage duration and
gives poor combustion as well as poor
balancing of load across the engine. As
the Cylinder Head was a huge casting , we
could not take a chance by welding and
filling up the hole by Cast Iron Electrodes.
The hole was around 10 mm dia. but at an
angle to the shoulder where the injector
was seating. We made a copper washer of
about 3 mm width, annealed it and put
that before fitting back the Fuel Injector.
The washer created an obstruction, in the
flow of exhaust gas. As we increased the
load gradually, the complete hole got filled
up due to carbon as the result of poor
combustion, due to part load. No Welding
was required but the hole was sealed
effectively by the Carbon soot with Copper
washer as the support. We could complete
the voyage in time. So at times simple
ingenious solutions are required for what
appears as a large problem. The cylinder
head was taken to the engine maker’s
workshop from Hawaii.
Q6. Any challenging project? How
did you manage to cope up with the
same?
At another time, we found cracks in
welding near the top of the A Brackets
of the Crankcase of a Large Slow Speed
Diesel Engine of a Large Oil Tanker. In
these engines, the crankcase structure is
fabricated. The cracks were hairline, but
across the Weld of horizontal and inclined
members. This was a serious issue, but
one that cannot be handled by ships staff
during sailing. We identified, measured
and arrested the cracks at the ends. We
kept regular watch on them, regarding
the increase in their length and number.
Luckily the increase was very slow. After
some 4 months, the Drydocking of the
vessel was due. Once in Drydock, the
20 WELDFAB TECH TIMES | DEC 2019 - JAN 2020
crankcase was thoroughly cleaned of
Lub Oil, well ventilated, and after taking
all precautions, the cracks were ground
across their length, creating a good “V”
and welded slowly, without any quick
rise in the temperature. Later on DPT was
carried out satisfactorily. In subsequent
sailings, we did not find any cracks.
Q7. You have a vast Shipyard
Experience in Ship repairs (in
Drydocks and Ashore) in Mazagaon
Docks Ltd & Scindia Workshops.
What type of welding processes
are required for ship repair / Ship
building?
I worked in Shipyard before 1978. In
those days SMAW was prevalent and
was almost an exclusive process used.
But today all processes are being used,
for increased productivity. So we have
MIG/MAG, FCAW and SAW processes
being used. Robotic welding has started
becoming a norm especially, for repetitive
welds, in Structures. Welding of Stainless
Steel tanks etc. has also brought in
GTAW process. We can thus say, all the
processes, which are standard in Heavy
Engineering are also used in Ship Repair /
Ship Building.
Q8. What types of corrosion usually
occurs in ship stern?
Corrosion, especially near ship’s stern
is due to the presence of Bronze or
similar Copper alloy Propeller, which
forms a galvanic couple. This together
with presence of seawater and dissolved
oxygen in seawater is a strong source
of corrosion. The motion of waves at all
times and cavitation due to turning of
propeller can be additional causes. The
attachment/ growth of Calcium bearing
barnacles (especially in warm tropical
waters when the ship is at stand still) is
another major worry. The first problem is
largely tackled through Impressed Current
/ Cathodic Protection system, together
with welding of large Sacrificial Zinc
Anodes to the ship’s surface. Barnacles
is tackled through special paints. Marine
paints is a highly debated subject, as it
can not only reduce corrosion but also
help in reducing the frictional resistance
to ship’s movement in seawater.
Q9. Could you brief us on an
important ship repair project you
worked upon? What has been your
learning?
When the new generation Diesel engines,
called super long stroke slow speed
engines with better materials and higher
operating parameters were introduced
around 1987-88, there were Exhaust Gas
Boilers (Economisers) having three stages
with finned tubes (and water / steam
mixture inside) were introduced. These
were High, Medium and Low Steam
pressure stages. As the exhaust gas was
led to funnel, it would heat up H.P., M.P.
and lastly L.P. stage (7 bar pr.). But by
the time the exhaust gas reached to L.P.
stage, its own pressure & temperature
used to be quite less. Thus to extract more
heat, the fins spacing was much reduced
on L. P. section. This resulted in high
accumulation of Carbon, resulting in Fires
due to incandescent accumulated carbon,
in ports, when the exhaust gas (which
does not support combustion) would
stop flowing (Engines on Stop) and the
natural draft will still be there. I joined a
Very Large Oil & Ore Carrier vessel where
such a fire had taken place, but luckily it
was noticed in time and extent of damage
was avoided. This entire L. P. section was
replaced with a new one, in Japan over
a period of two days. The new section
was prefabricated as the vessel was new
and all the drawings were available.
Shipside Bulkhead Plate was cut and
removed. Old L. P. section, was physically
removed, new section put, installed,
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pressure tested and Bulkhead also put
back and welded. Boiler was recertified.
One of my learning was - putting better
maintenance practices in place, so that
such fires do not take place. These were -
the sootblowing frequency for the section
was increased, Regular high pressure
water washing of section started at every
opportunity, visual inspection windows
were provided for detection of fire and
high temperature alarms were put inside
the boiler casing. Another of my learning
was the homework and sustained follow
up - detailed planning, organising and
getting the repair completed in the
stipulated time, in association with the
Vendors. The vendors were Japanese
Shipyard and they are very meticulous.
Q10. You are also a qualified
International Welding Engineer
(IWE) from International Institute of
Welding. Thus, what is you say on the
current welding market scenario in
India?
As far as the Shipping companies are
concerned, the current job market for
Welders to join as Seamen, is good. The
documentation rules for seamen have
been simplified and relaxed. Thus many
welders are coming to shipping for repair
teams. As far as the general employment
scenario in India is concerned, good
welders (especially for S. Steel /
Aluminium) with GMAW, FCAW & GTAW
skills are still getting jobs, may not be in
cities but definitely in industrial areas.
Even in gulf and few other countries, there
is a demand for welders with these skills.
We all believe the recession is a temporary
phenomenon. If Indian economy really
starts growing, the way we are being told,
there will be a continuously growing
welding market. I don’t think Industry
4.0 will affect India in immediate future.
But after 10 years, it may be a different
scenario.
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Q11. Do you believe that availability
of skilled and trained welder’s
manpower in one among the major
challenge. Your say.
Skilled & trained welder is definitely an
essential resource. In India, even getting
a Welder’s Qualification Certificate has
become “Manageable”, without actually
having the skills. When put to test, these
welders can’t deliver. In many places
substandard welding is accepted. This
may go untreated for India market,
but will definitely not be acceptable in
international market. And as the economy
grows, this is going to be a challenge for all
of us.
Q12. ‘Safety at work’ is one of the key
considerations. What is Don Bosco
MaritimeAcademy’s effort towards
‘health and safety’?
Welding is a “Dangerous” vocation at
all times. Not only PPE but all essential
leather and similar material protection
for safety, from burning metal/ sparks,
High intensity and flickering arc light,
Grinding and cutting wheels, flying metal
particles is provided at DBMA and its
usage is compulsory. We have an accident
insurance in place for all, but right from the
time that we started buying this on annual
basis, we have not had a single claim so far.
Q13. ‘Women in Welding’ is a
growing trend. How does the
institute motive this initiative?
It is a welcome trend. So far Mahindra have
sent at least 10-12 girls to us for training
and they were from different plants. Two
of them were strong competitors at IIW
Best Welder competitions at National
level and one of them even went to China
to take part in ARC CUP competition. We
are trainers and we cannot employ the
trained women welders – employment is
the biggest initiative. But we do give some
concession in the Basic Training course.
INTERVIEW
Q13. What are your future plans for
the upliftment of the institute?
We will soon be getting one of the latest
Lincoln Machine, which is a multi-
process machine as is used for WorldSkills
Competition. This is an expensive
machine, and is being sponsored by
“MAHINDRA’S” through their CSR activity.
We are Grateful to “MAHINDRA’S”, who
have always been our strong support.
While we are known for our Welding
Training, we also have excellent facilities
for training in Machine shop, Structural/
Pipe & Pressure Vessel Fabrication,
Scaffolding, Hydroblasting, Electro
technology, PLC/ Hydraulics/ Pneumatics.
For marine training for Engine Room &
Deck Department we have large amount
of Marine Equipment and a Steering
Simulator. We have good air conditioned
dormitories for 50 persons. Our Workshops
and Training Yard are large. We are located
in heart of Mumbai, with easy access by
road and train.
In the coming days, we want to put our
academy on Social Media. We are always
checking out the new developments in
Welding and Marine fields. Our focus is
on “Hands On Workshop Skills Training”
and we will try and take whatever such
opportunities.
Closing Message
We will turn 22 years old in April, 2020.
We look forward to new avenues in
training areas. We have been trusted by
the industry as a Training Academy, which
delivers what is agreed upon, with all the
dedication, passion for excellence with
No Compromise at any time. We turn out
Highly Skilled Technicians at all levels.
But we can’t survive and grow without
industry’s support. Let Us Join Hands, to
raise the Standard of Indian Technicians
Skills to the International level and even
Beyond!
“JAI HIND! BHARAT MATA KI JAI!”
DEC 2019 - JAN 2020 | WELDFAB TECH TIMES 21