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There are halal council/organisation in most part of the world. All Muslims have to do is to check on the internet if the halal council/organisation exist, valid and certified in the country that they went to or live in. If it does exist, valid and certified, they would just look for the halal logo of the products, restaurants, butcher shops and etc. In most developed and developing country that have a halal council/organisation, they even have an app that scan barcode/QR code for checking the halal status.Most variations of halal logo would based on this:When halal council/organisation doesn’t exist, all they have to do is go for vegetarian, vegan or seafood products/restaurants. I have been told that a Muslim only need to make their best effort in making sure that the food that they are eating is halal. In a case where they still accidentally ate some non-halal food and doesn’t even know about it, it not like they would be sent straight to hell.

Thanks for the A2A.Lets look at all the factors of this IPO.Introduction: [1]“Incorporated in 1969, Cochin Shipyard Limited is one of the largest public sector shipyard in India in terms of dock capacity. They operates a shipyard that provides shipbuilding and ships/offshore structures repair services.Cochin Shipyard's shipbuilding activities include the construction of vessels for clients operating in the defense and in the commercial sector shipping industry. In addition to shipbuilding and ship repair, they also offers marine engineering training programs as well as offer additional courses, including six months practical training for marine engineering students from colleges affiliated to universities, fire prevention and firefighting, and elementary first aid training through its marine engineering training institute; and chemical, mechanical, and non-destructive testing services of metals, welds, and alloys.They have built and delivered vessels across broad class ifications including bulk carriers, tankers, Platform Supply Vessels (“PSVs”), Anchor Handling Tug Supply vessels (“AHTSs”), barges, bollard pull tugs, passenger vessels and Fast Patrol Vessels (“FPVs ”). They are currently building India's first Indigenous Aircraft Carrier (“IAC”) for the Indian Navy.”IPO Information (Date , Objects of Issue and Issue Details)[2]Issue Timetable:Issue Price Band:Kindly note that a Discount of Rs 21 is offered to Retail Investors and Employees. Discounted price band is therefore Rs 403 - Rs 411 for Retail and Employee.Issue Objects:Issue objects look good , no repayment of debt or filling the pockets of exiting investors with all the proceeds (some proceeds will go to government since President of India is 100% owner of this PSU). Note that this issue is a combination of OFS + Fresh issue.What does Cochin Shipyard do? What are it’s products & services?[3]Clients of Cochin Shipyard:[4]Indian clients include the Indian Navy, the Indian Coast Guard, SCI, ONGC, DGLL and DCI.Key foreign clients include NPCC, the Clipper Group, Vroon and SIGBA AS.Strengths of this company:[5]One of India's leading public-sector shipyards catering to both commercial clients as well as clients engaged in the defence sector with a multitude of offerings for a broad range of vessels across life cycles.Modern facilities and infrastructure and integrated capabilities to deliver quality products and servicesOrder book with a strong customer base of reputable ship owners and marquee clientsCompetitive cost structure and efficient operationsLed by a dedicated board, long serving and experienced senior management backed by a strong pool of experienced professionalsContinuous profits leading to robust financial performanceStrategies Ahead:[6]Expand their capabilities through the proposed Dry Dock and International Ship Repair Facility.Build a strong order book by bidding vigorously for projects to be awarded by the Indian PSUs and defence sector pursuant to ‘Make in India’ initiative.Continue to enhance their construction quality and delivery time and enhance the price competitiveness in order to increase market share.Strengthen market leadership by continuously adding upgraded and new vessel models to their offerings and expanding customer servicesContinue to leverage their market position and relationships with customers, suppliers and other business partners to support growth and improve competitivenessBalance Sheet:[7]Observations from Balance sheet:Trade receivables(current assets) has been coming down consistently from 582.5 crores in 2015 to 306.9 crores in 2017. This is a good thing as company is getting paid on time.Inventories has also come down consistently from 303.3 crores in 2015 to 186.4 crores in 2017. This shows company’s products are not staying with them for long. This is a favorable indicator since company is not producing small goods , they are producing ships and other ultra heavy and ultra large goods which require additional costs to store and maintain.Non Current Liabilities has stayed almost same for the years 2015–2017 which is very good. Finances are being managed well and thus no additional funding is being required.Current Liabilities did spike in 2016 but they again reduced by about 11% in 2017 which again shows good financial management.Debt to Equity Ratio:Debt to Equity has consistently come down from 0.86 to 0.63 in 2017. This augurs well for a capital expensive company like Cochin Shipyard. They can borrow more in the future if they wish to.Profit & Loss Statement:[8]Observations from P&L Statement:Profit quadrupled in 2016 from 68.835 crores to 290.7 cores. Profit increased 10% in 2017 from 2016. Nevertheless the profit trajectory is upward.Employee benefit expenses , other expenses have been the same throughout the three years which shows firms control over these costs.Other Income has also doubled in 2 years.Cash Flow Statement:[9]The above Cash flow statement shows that there has been a good amount of capital being retained as positive cash flow. This augurs well for this company since the retained amount can be used back in the business.Price to Earnings:The Earnings per share figure as per March 31 , 2017 is 27.56. Therefore at the upper price band P/E ratio comes out to be 14.9 (with discount) and 15.6(without discount). Nevertheless looking at Price to earnings, IPO pricing shows evidence of ample money left on table for investors.Peer Analysis and Book Value:[10]The book value of 180 rupees depicts price to book value of 2.28 (with discount at upper band) and 2.4 (without discount at upper band).Also looking at its peers , one thing gets clear that other companies in the same industry are having bad financial position.This also shows this company is excellently managed when compared to others.Risks:[11]Worldwide demand and pricing in the commercial shipbuilding industry are highly dependent upon global economic conditions. If the global economy fails to grow at an adequate pace, it may adversely impact the commercial shipbuilding industry which may negatively affect the business, financial condition and growth prospects.The cost estimates by the Dry Dock Project Consultant and the ISRF Project Consultant have been derived from and benchmarked against similar maritime and dry dock/shipyard projects carried out by the Dry Dock Project Consultant and the ISRF Project Consultant respectively in recent years and may not be accurate.The entire business operations are based out of a single shipyard at Kochi. The loss of, or shutdown of, our operations at the shipyard in Kochi will have a material adverse effect on the business, financial condition and results of operations.Company may be unable to attract and retain sufficient skilled or qualified personnel. The business, financial condition and results of operations could be adversely affected if they are unable to recruit and retain suitable staff for our operationsPending Tax Litigation:The sea channel adjacent to their shipyard suffers from siltation which requires incurring additional expenditure.Industry Outlook:[12]According to a 2016 UNCTAD report, global seaborne trade increased by 2.1% to 10,048 million tonnes in 2015. Dry bulk cargo comprised the largest share at 54%. Developing economies accounted for the largest share of seaborne trade, in volume terms, at an estimated 60%. Developing countries have become global manufacturing centres with growing demand for capital and consumer goods, and are no longer viewed as only suppliers of raw materials. In terms of a regional comparison, Asia was the largest loading and unloading region, followed by the Americas, Europe, Oceania and Africa. As of January 2016, the global commercial fleet stood at 90,917 vessels, totalling 1.8 billion DWT. Dry bulk carriers comprised the largest share at 43.1% followed by the oil tanker segment with a share of approximately 27.9%.The respective shares of oil tankers and general cargo vessels in the global fleet have declined over the years, while those of dry bulk carriers and container ships have increased. As of January 2016, the dry bulk carriers, with a 43% contribution in terms of gross registered tonnage (GRT), was the largest vessel category in the global fleet. The share of oil tankers, which made up for 50% of the global fleet in 1980, has declined to 28% in 2016. Over this period, the share of container vessels’ increased from 2% to 14%, following China’s manufacturing-led growth as well as the shipping industry’s strategy to reduce costs using economies of scale. The fall in the oil tanker share was due to a change in the pattern of trade and demand, primarily due to a decline in the refining capacity in Europe and a corresponding increase in Asia and the Middle EastAccording to the Indian Ministry of Shipping, the total overseas cargo handled at Indian ports was approximately 879.6 million tonnes in 2014-15. The vessels carrying Indian flags contributed approximately 7.5% of overseas cargo tonnage. Even as the total overseas cargo handled at Indian ports increased, the contribution of vessels carrying Indian flags in terms of tonnage declined in absolute terms as well as in percentage terms. Meanwhile, ships above the age of 20 years comprised over 40% of the Indian fleet, as ship owners preferred to maintain the existing fleet due to uncertainty in global trade. However, approximately 20% of the ships in the Indian fleet are below the age of five years, indicating that new vessels have been added during the recent past.Here is Porinju Veliyath[13] checking out Cochin shipyard , perhaps he is investing too[14] ?Disclosure: This article has also been published on my website after writing the answer on Quora. Most of the information and images published in this answer have been taken from the Prospectus filed with SEBI, the footnotes have been given for the same. I have mentioned the advantages and disadvantages surrounding this issue. Also note that we are in the midst of a Bull Run and many IPOs usually pop up during this time. Kindly read the Prospectus filed with SEBI before taking up a position in this IPO.Hope this helps,.Thanks.-ASLNKFootnotes[1] Cochin Shipyard IPO Details[2] Cochin Shipyard IPO Details[3] Welcome to Cochin Shipyard : ISO 9001 Certified[4] http://www.sebi.gov.in/sebi_data/attachdocs/jul-2017/1500963436435.pdf[5] http://www.sebi.gov.in/sebi_data/attachdocs/jul-2017/1500963436435.pdf[6] http://www.sebi.gov.in/sebi_data/attachdocs/jul-2017/1500963436435.pdf[7] http://www.sebi.gov.in/sebi_data/attachdocs/jul-2017/1500963436435.pdf[8] http://www.sebi.gov.in/sebi_data/attachdocs/jul-2017/1500963436435.pdf[9] http://www.sebi.gov.in/sebi_data/attachdocs/jul-2017/1500963436435.pdf[10] http://www.sebi.gov.in/sebi_data/attachdocs/jul-2017/1500963436435.pdf[11] http://www.sebi.gov.in/sebi_data/attachdocs/jul-2017/1500963436435.pdf[12] http://www.sebi.gov.in/sebi_data/attachdocs/jul-2017/1500963436435.pdf[13] Porinju Veliyath - Wikipedia[14] Porinju Veliyath on Twitter