It is the responsibility of the ship owner to determine the details of the dry dock to which the vessel will be brought. Dock Capacity: The structure and size of the dry dock vessel must be within the dock limits. Another important factor in deciding the availability of dry dock is the period of time for "off-rent" of the vessel, which is determined by the ship owner.
Dry dock facilities: Not only the physical capabilities of the dock are considered. Thus, most dry dock personnel are either self-employed or private contractors brought in for specific tasks. Graving Dock' cannot be fully controlled with respect to the stability of the ship or vessel concerned.
The pumping arrangement of the floating dry dock is similar to the ballast and deballast systems of ships.
PREPARATION FOR DRY DOCK
These lists are then compiled to make a "final" dry dock file which will represent all the work to be done in the dry dock. The purpose of repair lists is to assign ship personnel with work to be performed and monitored in dry dock, following the ship owner's instructions. This is done by providing the ship's officers from the relevant departments with a copy of the list of jobs to be carried out.
The vessel's side cladding and bottom must be visually examined by the surveyor to carry out 'Hull surveys'. The bottom plugs must be removed for emptying and checking the condition of the tanks. All sea chest grates must be opened and missing bolts ordered and replaced.
Lighting variables - whether the task should be performed during the day or at night.
THE DOCKING PROCESS
Ship Stability - The Most Important Aspect The most important and critical part of a ship entering and exiting the dock is its stability. The Master and Chief Officer are responsible for being very confident about the ship. The metacentric height of the vessel is determined to compensate for the apparent elevation of the vessel's COG (center of gravity).
The change in the GM value of the vessel is the most critical phase as the vessel takes on the blocks and eventually rests on them. Ship's engineers must be properly briefed on the vessel's programs as they can then look after the machinery as required. The master of the ship authorizes the chief officer and the crew members to proceed with the drydocking.
All other activities and tasks undertaken during the stay of the vessel in the dock must be recorded and if necessary provided to the company office.
DUTIES OF SHIP'S STAFF
Proper distribution work not only helps in timely completion of dry dock but also reduces accidents and mishaps during dry docking. Also, ballast and fuel will be transferred with. written consent and instructions of the dock manager. In case an officer considers any repaired. equipment is unsatisfactory or the equipment is in substandard condition, it should be immediately brought to the attention of the Chief Engineer or Master, who may then take up the matter with the attending supervisors.
It is the chief officer's duty to also order ship's supplies with the consent of the master. domestic services that the ship would require while in dry dock. Paints, Chemicals and Gas Preparation Hot working and cutting, followed by ship cleaning and painting, are the most common operations carried out on a ship's deck during dry dock operations. It is the ship's staff's responsibility to ensure that the ship is show and seaworthy after drydocking.
Make sure that the paint including primer is available on board, as immediately after drydocking the ship's crew must work hard to improve the appearance of the ship's deck to avoid problems from the port state. He is responsible for the welfare of the deck crew and acts as an intermediary between the ship's commander. He is responsible for the safety and security of the ship's crew and property.
In order to hand over the correct documents to the dry dock authorities, it is mandatory that the ship coordinates with the company officials and also arranges for the necessary copies of the ship's plans prior to arrival. Estimation of the vessel plates, the numbering and identification of the stripes are accordingly included in the plan. For all practical purposes, the plug is to aid the drainage of the vessel's tanks and compartments for surveys and/or repairs.
Tank Arrangement (Capacity Plan): The Capacity Plan of the ship is a separate plan, detailing the arrangement of vessel tanks and compartments. Fire arrangement plan: This is one of the most important plans that must be attended to during dry docking, for use by ship personnel and most importantly the dock personnel for dealing with practical and.
MAINTENANCE WORK IN DRY DOCK
Maintenance of Hull
Maintenance of Rudder, Propeller, and Stern Tube Maintenance of Accommodation
The operational test is carried out by lowering the lifeboat with its full load or weight equal to the test load. Instead of the five annual inspections, liferaft tests are carried out on shore in closed environments. The Chief Officer must ensure that any repairs and renewals in the accommodation area are included in the initially approved repair file.
Which jobs to include depends on the age and overall condition of the ship. All electrical components must be shockproof and repairs made when necessary.
CHECKS / TESTS / SURVEYS IN DRY DOCK
The vessel must be placed on the blocks of suitable height and properly staged with the hull to allow assessment of the shell plating. Assessment of overboard discharges or sea connections with their hull fittings must also be. The condition for the "Special Survey" requires the vessel to be dry docked, which includes all the requirements for the "docking survey" and.
Each successive 'Special Survey' would be more rigorous and in-depth than the previous one and would be based on the Surveyor's assessment of the overall condition of the vessel. Exact attention must be paid to the condition of the hull cladding and the arrangements of the shell doors or any bow/stern openings. Inspection of holding brakes must be carried out along international anchor lines.
Gear inspection (open the inspection plate normally located on the main body of the winch.). Inspection of the limits of the rendering and lifting load (the Godets check the marks on the winch and compare them with those on the certificate). Accidental winch operation while performing an inspection or while performing component maintenance.
Any deformation in the rudder plating or rudder stock or even the propeller support brackets is detected by observation of the required clearance. The clearance between the sleeve and the rudder bushing must be checked to avoid any play. Heat or cold treatment can be carried out according to the surveyor's requirements.
The propeller blades and associated parts are checked for corrosion, damage, breakage, etc. Contamination of fishing nets is a common factor that causes damage to the propeller parts.
CHECKS BEFORE FLOODING DRY DOCK
The chief officer and chief engineer are jointly responsible for checking the underwater ship openings prior to flooding the dry dock. To leave dry dock, the chief officer must perform the external inspection of the hull. The Chief Officer must ensure that all 'survey work' is completed before leaving dock, followed by a full inspection of the vessel.
The ship's officer, accompanied by the harbor master, will ensure that none of the materials, vehicles or personnel are left in the dock before the flooding/refloating operation begins. A full stability check of the ship must be carried out to ensure that acceptable "GM" is achieved when the ship is clear of the blocks. Authority to Flood's certificate when he is satisfied with the completion of the docking specifications provided by the Dry Dock Authority.
Another main reason for conducting sea trials is to confirm that the watertight integrity of the ship is properly maintained after the repairs. The main reason behind sea trials/tests is to. ensure that the documentation of the vessel is kept up to date and that respective company officers are aware of the ship's capabilities. The main reason behind sea trials/tests is to ensure that the documentation of the vessel is kept up to date and the respective company officers.
Correspondingly, the chief engineer will also ensure correct operation of the ship's machinery during the sea trials. At the end of the sea trials, it is necessary that both department managers, shipmasters, land representative and superintendent discuss and evaluate the ship and its performance. If repair work is carried out on the hull of the bilge tank/trunk dam/channel keel. soldering should be taken periodically for any rise in level.
If repair work is carried out on the pilot door, the watertightness should be checked - If the Ro Ro ship's hydraulic ramp door. is repaired, the same should be monitored for leaks. A joint inspection is performed on all repaired items by department heads and the yard engineer at the end of the scheduled repair period.
