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Survey, In Bottom Survey dan Pekerjaan Dry Dock 1

Slipway and Dry Dock Work

Periodic Maintenance And Survey For Commercial Vessels
A vessel operates in a hostile environment being subject to:
 
•        rolling
•        pitching
•        heaving and slamming due to wave action
•        the corrosive tendencies of sea water and the marine atmosphere.
 
It is essential that regular maintenance is carried out to prevent rapid deterioration of
the hull machinery and equipment.

Also, at sea the crew are at the mercy of the elements and have to rely on their own
resources to cope with all emergencies. 

Legislation aims to ensure that a vessel is safe and seaworthy on entering into service
and remains so during its operational life.
To achieve these aims a vessel:
 
• Is to be constructed to the standards of and inspected during construction by a
Government Authority
• Shall throughout its operational life be subject to survey by a Government
Authority at periods prescribed by the Authority

Preparations and Inspections

 There are a number of checks that are required before drydocking or slipping

Drydocking When out of the water, the ship sits in keel blocks
which are horizontal.
Slipping The vessel is positioned on a wheeled cradle, then
hauled on rails up a slope. Therefore, the keel
blocks and the vessel are at an inclination to the
horizontal.

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The majority of small vessels are slipped. It is far cheaper to construct a slip than a dry
dock. The dry dock has an advantage over the slip. In certain operations the inclination
of the slip presents problems.
 
Other ways of docking such as floating docks, synchro lifts or ship lifts are not
discussed here, but the general principles apply. The preparations to be carried out by a
vessel's crew are similar whether entering a dry dock or going on a slip

Vessel in dry dock/slip

Step Action
1 Ensure the ship is upright, i.e. the angle of heel is zero.
2 The vessel must be trimmed as near as possible to an even keel (upright).
3 Consult the dock master to ascertain requirements for docking.
4 Ensure all tanks are as full or as empty as possible.
5 Empty the bilges.
6 Lash down or secure all loose gear.
7 Shut down all machinery not required for the docking.
8 Shut down all other machinery when the dock master confirms the vessel
is firmly on the keel blocks (unless there is an alternative method of
cooling the diesel generators).

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The vessel must be in a stable condition. The stability book on a vessel may in many
cases include information for the docking condition. Some dock masters may want the
trim to be such that:
 The forefoot takes the keel blocks first
• The stern can be swung by the aft lines connected to capstans ashore
• The ship is centred in the dock

In some cases the dockmaster may require the vessel to take the keel blocks at the
stern. For a slip, the vessel must be trimmed by the stern such that the inclination of
the vessel’s keel is the same as the inclination of the slip. Comments made previously
regarding the dock master’s requirements also apply to slipping. If the vessel is to be
surveyed and the tanks inspected, the tanks will need to be emptied and ventilated.

Leaving The Dry dock Or Slip

The following precautions should be taken when the vessel is removed from drydock or a slip
back into water:

1. Ensure all external hull and tank plugs are fitted tight.
2   Remove any tools, equipment and electricity supply lines which should be left on
shore.
3     If the vessel was painted while on shore, confirm that the paint has dried and will
not wash off and pollute the water.
4     Check that the water and environmental conditions are satisfactory for refloating
the vessel.
5     Ensure that the vessel enters the water under the same stability and trim
condition that it left the water.
6    Check for leaks around all sea suctions and discharges, all other ship side valves,
scuppers and the stern gland.
7     Ensure the bilge system is functioning, all valves and filters are fitted and in
working order.
8    Check steering system is operating correctly.
9   Open the sea suction valve/s to the salt water cooling systems for the generator
engines. If vents are provided, vent the system (if not, there are often vents on
sea water heat exchangers).
10   Start generator engine and its salt water cooling pump.
11   Check that sea water is circulating through the system by verifying that the water
is discharging overboard.
12   Carry out Step 9 when starting the main engine.
13   Allow engine to idle for a short period.
14   Check all systems to ensure all are in working order.
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The Function Of Sacrificial Anodes

Sacrificial anodes are placed at intervals on a vessel's hull to reduce corrosion of the
hull.
 
Corrosion is an electro-chemical reaction. When a metal is in contact with an
electrolyte, the result is that metal is corroded from the point where the current leaves
the metal (the anode) and is deposited at the point where the current re-enters the
metal (the Cathode).
   
The electrical potential varies at different points on the hull. As sea water acts as an
electrolyte, corrosion cells are formed if there are imperfections in the paint, such as
pinholes or scratches on the hull.
  
By securing sacrificial anodes at selected points on the vessel’s hull below the water
line, the hull becomes cathodic. The anodes corrode and the products of the corrosion
deposit on and protect the bare spots of the hull.

Sacrificial Anodes
The sacrificial anode is a metal of much higher corrosion potential than steel. This is
usually an alloy of either zinc or aluminium
For optimum protection, firms who specialise in cathodic protection can be brought in to
measure the corrosion potential of the hull and apply scientific principles to the size and
placement of anodes.
Points to note:
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• Anodes should be in good electrical contact with the hull.
• Anodes should not be painted.
• Anodes should lose weight between dockings.
• If anodes are unchanged, have a white chalky coating or are covered with weed or
slime, they have reached the end of their useful life.
• Anodes should be replaced regularly to refresh the sacrificial material.
• Anodes will only ‘protect’ metal surfaces which are either directly wired to the anode
or are contained in the same electrolyte such as sea water.

Used Sacrificial anode

Accordingly, machinery which is prone to corrosion such as the engine block, the heat
exchanger or bilge will need their own sacrificial anode

Measuring Sterntube Bearing And Tail Shaft Wear

The sterntube is a steel tube which supports the propeller shaft using bearings. The
sterntube also provides a seal preventing sea water from entering the vessel where the
propeller shaft passes through the hull.
 
In the sterntube there are usually two bearings supporting the propeller shaft
(tailshaft):
 

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•     one is located at the forward end, behind the gland where the shaft penetrates the
aft engine room bulkhead
•     the other is at the after end of the sterntube.
 
The forward bearing is not accessible unless the tailshaft is removed. As it only carries
part of the weight of the shaft, wear is not usually a concern. The aft bearing has to
take part weight of the shaft and the whole weight of the propeller and wear (if any)
takes place in this bearing.

Propeller shaft, strut and propeller Propeller Shaft Emerging from Stern Tube

 Tailshafts (other names, screw or propeller shafts) are withdrawn for inspection of
shaft and bearings at 4 year intervals. If the vessel is docked or slipped within that
period it is standard practice to check the weardown of the aft tailshaft bearing.
• The tailshaft can move inside the bearing up to 6% of the diameter of the
tailshaft. For example, if a tailshaft is 50mm in diameter, the permissible
movement between the tailshaft and the bearing is 3mm.
• If the movement exceeds 6%, then the bearing needs to be replaced.
• Worn bearings may result in vibration in the propeller shaft

The reason for measuring wear down is that any sag of the shaft (due to the weight of
the propeller) increases the stress in the shaft. The wear down is a measure of the sag
(also called deflection).
 
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The shipbuilder provides a maximum deflection that must not be exceeded. If exceeded
the possible consequences are fracture of the shaft and loss of the propeller.
 
A common method of measuring the weardown is to clamp a dial indicator gauge to the
hull or sterntube so that the pointer rests on the top of the shaft between the sterntube
and propeller. Note the reading on the dial, then jack up the propeller until the
resistance to jacking increases. Note the new reading. The difference is the weardown.
 
Note that the weardown as measured is the sum of the wear in the bearing and any
shaft wear

Propeller Shaft and Bearing in Stern Tube

Oil Lubricated Tailshafts

These tailshafts have a mechanical seal at each end.
 
The standard method of checking wear is by depth gauge.
 
A collared plug in the gland housing or the stern tube just forward of the gland is
removed. The depth from the face of the plug boss to the top of the shaft is measured.
 
This should be compared to the original measurement when the shaft was installed.
The difference is the weardown

Water Lubricated Tailshaft

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The aft bearing is usually accessible via the small gap between the aft end of the stern
tube and the front end of the propeller boss.
 
If a rope guard is fitted over this gap, it must be removed.
 
The tail shaft rests on the bottom half of the bearing. The gap between shaft and
sterntube bush can be measured. This is done by using long feeler gauges inserted at
the top of the shaft.
 
Many bearings have longitudinal grooves to allow water to circulate. Ensure the
measurement is taken at the bearing surface and not the groove.
 If the gap mentioned above is too small to allow access of the feeler gauges there is
another common method of measuring the weardown. This method involves clamping a
dial indicator gauge to the hull or sterntube.

The pointer needs to rest on the top of the shaft between the sterntube and propeller.
Note the reading on the dial then jack up the propeller until the resistance to jacking
increases. Note the new reading. The difference is the weardown.
 
Note: Weardown as measured in all cases above is the sum of the wear in the bearing
and any shaft wear.

Opening Side Valves For Survey And Maintenance

As a general principle all the side valves on a vessel should be opened up and
overhauled at each dry-docking. These valves are sea inlet and overboard discharge
valves for pumps such as:
 
• Bilge
• General service
• Fire
• Ballast
• Sea water cooling,
etc

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Side valves
This also includes all scupper pipes which have non-return valves fitted.
 
Be aware that there are different types of valves used on vessels. You should become
familiar with the various types of valves used. In need, refer to your facilitator for
assistance.
  
These steps should be followed during valve maintenance

Ste Action
p
1 Open all valves by removing the valve cover.
2 Dismantle spindle.
3 Dismantle bridge.
4 Extract gland packing.

Follow these steps after inspection/survey has confirmed that the valves are in
satisfactory working condition or that repairs have been made as required

Ste Action
p
1 The valve should be lapped to its seat to
ensure correct and accurate fit.
2 Fit new gland packing as per manufacturer’s
instructions.
3 The gland and all parts re-assembled to the
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valve body.
4 Close valve (if screw down type).

It is not necessary to remove the valve body from the piping if:
 
1. the body can be visually inspected
2. the joint of valve to shell plating is sound.

Checking Rudder Stock And Pintle Bearing Wear

The rudder is used to guide the vessel’s direction. This is particularly important if the
vessel has only one engine and the balancing of power from a second engine cannot be
used to assist steering. It is important to include the rudder system in routine
maintenance to ensure it remains in satisfactory working condition.
 
In most cases, if a rudder fails it will occur under load and at a difficult time! This may
disable the vessel’s steering and result in a loss of control.
 
Rudders generally fall into three categories:

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Typical of Rudder Blade Arrangement for Merchant Ship
If the rudder has been poorly constructed or its condition allowed to deteriorate, the
rudder stock could break loose within the rudder itself. This will result in the rudder
stock effectively rotating inside the rudder while the rudder remains still. If there is any
sign of separate movement between the rudder stock and the rudder, the rudder
should be replaced.
 
The wear of pintles or bearings can be checked by feeler gauges. Clearance must be
taken fore, aft, port and starboard as the pintles and stock are vertical and may not be
lying central in the bearings. Jacking the rudder hard one way (as for shafts) is an
alternative, but care must be taken to ensure that it is jacked squarely and the rudder is
not canted.
  
If there is more than slight movement, the bearing should be replaced. If the bearing
fails the rudder will be free to move violently under force from water action

Attaching The Propeller To The Shaft

Unless the vessel operates with jet propulsion, you need a propeller to convert the
engine power to move the vessel through the water

Propeller and rudder arrangement

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The most common method of attaching a propeller to the tailshaft is by machining a
taper on the propeller end of the shaft and a matching taper in the bore of the
propeller. The taper is usually 1 in 12.
A keyway and key is provided in the shaft with a matching keyway in the propeller.
These act as a guide for close fit.  The small end of the shaft is extended and threaded
to take a nut.
 
The propeller is pushed hard up on the shaft taper by tightening the nut. A locking
device is fitted to prevent the nut from slackening. There are many methods of locking
the nut. Most involve a setscrew or Allen screw that penetrates both the nut and the
propeller boss.
 
Once the nuts are locked into place, the propeller is securely fastened onto the tailshaft
and ready for service.

Propeller Assembly

Propeller Assembly
Reference :

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MED 3 Enginering Knowledge, The edumaritime Education & Training Programs,
University of Tasmania At Launceston, Tasmania, Australia. 2014

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