DRY DOCKING AND DRY DOCKING PROCEDURES 1

WHEN DO WE NEED DRY DOCKING?

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From time to time, it becomes important to carry out
maintenance and repairs in the underwater portion of
the hull.

Such repairs may include renewal of the sacrificial

anodes, refit of the propellers, overhauling of the
propulsion shafts, repair of rudders, underwater hull
blasting to remove fouling and painting, etc.

In order to carry out these repairs, the underwater

portion of the hull needs to be made accessible, which
is the purpose served by a dry dock. 3
WHY DRY-DOCKING?
-SOLAS requirement,
-DEMAND BY BUREAU OF CLASSIFICATION.
Demand from the Classification Societies are
generally in compliance with SOLAS requirements.

-Damage below waterline as a result of

• Collision
• Running a Ground
• Bad or No maintenance
- Inspection when the ship is going to be sold
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According to SOLAS DOCKING AND DOCKING
regulation, every sea-going
PROCEDURES
vessel has to undergo
two dry docks within a
period of 5 years.

A ship in dry dock is a ship

out of service.

Dry dock is a complex

process which is both
expensive and time
consuming.
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 DOCKING AND DOCKING PROCEDURES
With two compulsory dry docks within a period of 5 years,
it is a stressful task for ship owners and personnel who
have to go through a lot of planning and preparation for the
dry docking activity. (at least 5/6 months)
The max time-lapse between
two dry-dockings should
not exceed three years.

Only when special

provisions have been made
during construction one of
the dry-dockings may be
replaced by an
In water survey-IWS or
Bottom Survey Afloat-BSA. 6
 IN WATER SURVEY-IWS - BOTTOM SURVEY AFLOAT-BSA

is a method of surveying the underwater parts of a ship while it is still

afloat instead of having to dry-dock it for examination of these areas.
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 DOCKING AND DOCKING PROCEDURES
Planning of dry docking starts several
months before the scheduled date.
A number of things needs to be arranged starting from the
convenient place for dry-docking to arranging
repair/modification lists, spares and on-shore maintenance
staff.

Moreover, it is often seen that ships have to take a totally

different route for a suitable dry dock place as most of the
time the desired facility is not available when needed. This is
very common with larger vessels. 8
 DOCKING AND DOCKING PROCEDURES
As it is a stressful task

We do not want to waste time and money

for this DRY-DOCK Instead, we want to
extend this time to reasonable period as
long as we get satisfactory results from
the IWS/BSA

In order to deal with

this situation, all major
classifications societies
have a special program
called the “Extended
Dry-Docking” or EDD
scheme. 9
 DOCKING AND DOCKING PROCEDURES
Under EXTENDED DRY-DOCKING PROGRAM, ships have
a privilege to extend their dry docking period from 5 to 7.5 years.
This means that ships under this special program gets maximum
dry dock interval of 7.5 years by replacing certain dry-dockings by
in-water surveys (IWS) which are carried out by approved diving
companies. A variety of factors are taken into consideration before
approving a ship for extended dry-docking.

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 DOCKING AND DOCKING PROCEDURES

However, not every ship is allowed for the

EXTENDED DRY-DOCKING PROGRAM-EDD.

One of the major benefits of EXTENDED DRY-

DOCKING PROGRAM is that the ship is allowed to stay
in water for a longer time increasing the availability of
vessel for business. It also helps operators with
increased flexibility in choosing the dry-docking
window with properly planned maintenance programs
and schedules. 11
 DOCKING AND DOCKING PROCEDURES
The maximum dry docking period is extended by allowing the
qualified ships to undergo In-Water Surveys (IWS) which help to
increase the period between two dry-docks. However, it is to note
that only those ships which produce satisfactory results in these
surveys are allowed to continue with the EDD program.
Each classification society
has its own requirements to
allow a ship under
EXTENDED DRY-DOCKING
PERIOD to ensure highest
levels of quality and safety.
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 DOCKING AND DOCKING PROCEDURES
Presently, the EXTENDED DRY-DOCKING PROGRAM is available for only Container
Ships, General Cargo Ships, and Multi-purpose Dry Cargo Vessels. This means
that ships such as tanker and passenger vessels and those subjected to Enhanced
Survey Program (ESP) and Extended Hull Survey Program (EHSR) cannot prefer
for EXTENDED DRY-DOCKING.

In accordance with IMO resolution A744 (18), the scheme cannot be

applied to ENHANCED SURVEY PROGRAMME vessels – most bulk
carriers and tankers – and under the SOLAS Convention it cannot be
applied to passenger vessels.

– Ships belonging to all flag states cannot apply for the EXTENDED DRY-DOCKING
PROGRAM. The flag administration first needs to approve the type of vessel and
the owner for the extended dry-docking scheme. A ship can apply for the EDD only
if its flag state approves of the program. 13
 DOCKING AND DOCKING PROCEDURES
The following ships and ship types are not eligible for the
extended dry-docking scheme described in these
guidelines:

• Passenger Ships;
• Ships subject to the Enhanced Survey Program (ESP)
Extended Hull Survey Program (EHSR); Tankers and Bulk
Carriers
• Ships fitted with propulsion thrusters;
• Ships where the propeller connection
to the shaft is by means of a keyed taper;
• High Speed Craft (HSC).
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 Enhanced Survey Program (ESP) and
Extended Hull Survey Program (EHSR)
The ENHANCED SURVEY PROGRAMME is
applicable for bulk carriers and oil tankers.
A ship undergoes four type of surveys during its
5 yearly cycle of statutory surveys.

Annual Survey
Intermediate Survey
Renewal Survey
Dry Dock Survey
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Enhanced Survey
Programme-ESP is not a
separate survey.

ESP just gives the specific

guidelines about what to
inspect during these surveys
with respect to hull and
structure of bulk carriers and
oil tankers.
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 DOCKING AND DOCKING PROCEDURES
Age of the ship plays a major role during acceptance for the
EED program. The ideal age for the commencement of
Extended Dry Dock Program is between 0-5 years and less
than 10 years.

However, older ships can be

considered for the program
depending on the flag state, ship
type, classification society and other
design and operational factors.

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 DOCKING AND DOCKING PROCEDURES
Inspection of hull and paint coating is one of the most
important factors considered for EDD. The paint manufacturer
provides the criteria for which the coating will be valid for 7.5 years.
Several factors such as vessel
speed, area of operation, vessel
utilization, and idle time are taken
into consideration while deciding
the validity of the COATING.
High quality hull coating is
an important requirement for
EXTENDED DRY DOCKING.
Corrosion protection is a strict requirement if you want
to be considered for EDD. Only ships with high quality
underwater coating are allowed to this program. 18
 DOCKING AND DOCKING PROCEDURES
– ANTI-CORROSION SYSTEM (corrosion protection) is an
absolute must for EDD.

Moreover, SACRIFICIAL ANODES attached to the hull must

be capable for renewal in water and the IMPRESSED
CURRENT CORROSION PROTECTION SYSTEM must be
monitored for effectiveness. The ballast tanks must also
have good coating condition.

– The quality and thickness of coating requirements are

different across EDD providers. Every class society has
requirements for ships allowed for EDD program.
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Although modern hull coatings may provide some protection against corrosion,
it is diffucult to reach a complete solution.

It is a system which produces much more powerful external current to suppress

the natural electro –chemical activity on the wetted surface of the hull. 20
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GRAVING DOCK- usually stone built and has an access from the seaward, once the ship has entered,
caisson/gates is closed off and water is pumped from the Dock allowing the ship to take pre arranged
blocks aligned on the floor of the dry dock

blocks

A graving dock is the traditional form of dry dock. It is narrow basin, usually
made of concrete or stone-built, and closed by caisson/gates

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Caisson, the dock gate

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A floating dock is a narrow basin or vessel that can be flooded to allow a load to be floated in,
then drained to allow that load to come to rest on a dry platform. Dry docks are used for the
construction, maintenance, and repair of ships, boats, and other watercraft.

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Syncrolift
A syncrolift or synchrolift is a
system for lifting boats and ships
out of the water over a submerged
cradle/platform, which is then lifted
by a mechanism.

The vessel can be worked upon in

place, or it can be moved inland so
the syncrolift can be freed for other
use.

The largest syncrolifts can lift vessels up to 100,000 tons. 25

 submerged
SYNCROLIFT cradle/platform

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DO NOT FORGET.

We do not want to waste time and money for

this DRY-DOCK,

Instead, we want to find best and efficient

solution,

IT IS A BUDGET ISSUE.

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Marine Growth Protection System

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Although modern hull coatings may provide some protection against corrosion,
it is diffucult to reach a complete solution.

It is a system which produces much more powerful external current to suppress

the natural electro –chemical activity on the wetted surface of the hull. 36
Marine Growth Protection System (MGPS) Sea water contains both
macro and micro marine
organisms

such as sea worm (deniz

kurtları), molluscs
(yumuşakçalar), barnacles
(kabuklu deniz hayvanı),
algae (yosun),
hard shells like acorn
barnacles (deniz palamudu)
etc.

These organisms stick to

the surface of the ship and
flourish over there,
resulting in marine growth.

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 Marine Growth Protection System (MGPS)
MGPS is based on the electrolytic principle and consists of copper, aluminium
and ferrous anodes which are fed with an impressed electrical current from a
control panel.
The anode are usually mounted in pairs in
the ship’s sea chest or strainer where they
are in direct contact with the flow of water
entering the seawater lines.

Also the anodes can be mounted on

independent treatment tank for other
convenience.

In operation, the copper anode produces

ions which are transported by the seawater
and carried into the pipework system and
equipment beyond.
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Marine Growth Protection System (MGPS)

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First you must inspect and decide the
PICTORIAL STANDARD
about SURFACE CLEANLINESS with
ABRASIVE BLASTING
Next, you will choose BLAST-CLEANING
degrees
Mill scale: Demir oksit katmanı
Flake: Pul pul olmak
Rust away: paslanıp çürümek
Scrape: raspalamak, kazıyarak çıkarmak
Pittings: oyuk, delik
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 SURFACE PREPATION STANDARTS

Sa 1 Light blast-cleaning

Sa 2 Thorough blast-cleaning

Sa 2 1/2 Very thorough blast-

cleaning

Sa 3 Blast-cleaning
to visually clean steel
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Improve the appearance of the inside coatings by making small
corrections or changes of painting.
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Docking of the vessel
The vessel will dock
when it has achieved the
pre-docking condition.
In this condition, vessel
will have least ballast to
achieve the required
trim.

Before docking, dock master will board the vessel. He

will discuss the docking procedures with master and chief
officer.
He will give the Mooring Arrangement Plan while docking. He
will specify the Panama leads from where the moorings will be
passed. 48
As the ship’s engine will not be available, the ship will have a
number of tugs to move the ship to dry dock. The number of tugs
would depend on how big the ship is and how powerful the tugs are.
In any case, all ships can expect 5 tugs or more.

Out of these 5 tugs usually, 2 will only be assisting for pushing.

It will all depend upon the location, tidal current, and local factors.

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The pilot will bring the ship parallel to the
dock. When the stern (or bow whichever is
entering first) is close to the dock knuckle,
docking master will take over from the
pilot.

Docking Master is different from dock

master. Docking Master may not board the
vessel and will be giving instructions to
the tugs from the dock itself.

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When the ship is inside the dock, ship’s crew
need to pass the mooring lines as agreed on
mooring arrangement. Usually forward and
aft will have two lines on each side and one
on each side can be shore line. But this can
be different and mooring arrangements will
be advised by the dock master.

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Vessel on the blocks, once entered in floating or graving dock,
Before dock master starts to remove dock water, divers will make an underwater inspection. The
diver will ensure that echo sounder and log sensors are clear and not sitting under the blocks
according to DRY DOCK PLAN. He will also ensure physically that vessel’s centerline is in line
with the blocks. It is a good practice to switch off the echo sounder and speed log now.

After the diver has made his inspection, dock master will start pumping out dock water.
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As the dock water is being
pumped out, at one point the
water will go down from the
generator cooling water sea
chest. So you won’t be able to
get sea water for cooling,

After this point ship will get

power supply from shore.

A shore electrician will board

the ship (Through basket and
shore crane) and make
arrangement to connect the
shore power. Ship’s Electrician
should coordinate with him to
have the shore power
connected. 54
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Stability during Docking:
The water is pumped out of the dock in stages. Since the ship has a trim by
stern, the stern of the ship will first sit on the keel blocks. The rate of pumping
out water is reduced as the stern is almost about to touch the keel blocks. The
reason is, it is from this stage of the docking procedure when the stability of
the ship starts getting critical. The interval of time from when the stern takes
the blocks to the moment when the entire ship’s weight is borne by the blocks
is called Critical Period.

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CRITICAL PERIOD
•The time from “when Stern touches the blocks” to
when “full ship is on the blocks” is the critical period.

•During the critical period, the vessel’s GM reduces.

This is because vessel’s ‘Gravitational center G
moves upwards when Stern touches the blocks.

•It is required and a good practice to have the

least trim while docking so that the critical time is
minimal. Aim must be the quick passing this period.
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The dock master has a huge responsibility of calculating the
stresses on the dock as well as the ship’s structure. Any
miscalculation can lead to serious accidents resulting in
huge damages. These damages can be to the ship as well as
dock itself.

The dock master is trained for block arrangement and

stability during dry docking. For all these calculations, dock
master needs certain information from the ship. Among other
things, he will ask for
•a copy of Vessel’s Docking plan
•Arrival Stability condition
•Pre-docking condition
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From the docking plan, dock master wants to know;

1)Hull structure so that he can arrange the blocks to

support the ship’s hull.

2) Locations of transducers for log and echo sounders so

that these do not come beneath the blocks.

3) Location of sea chests and drain plugs for the same

reason.

Based on the DOCKING PLAN provided by the ship, dock

master prepares his own docking plan for the ship.
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DDSS, dry-docking support strips;

OutDDSS, outside dry-docking support strips

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DRY DOCK PLAN

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DRY DOCK BLOCK ARRANGEMENT

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DRY DOCK BLOCK ARRANGEMENT

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The docking procedure is
subjected to many stresses on the
hull from the shores placed in
accordance with
Incorrect placing of shores
DRY DOCK PLAN.
may cause damage to the
vessel hull when she ‘TAKES
THE BLOCKS’

We may have
azimuth thrusters,
Long bilge keels
Prominent condencer scoops
Rudder, propeller,
Transducers,

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SEA CHEST

TRANSDUCER
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SEA CHEST

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Once the dock is dry
and ship sitting on the
blocks, you can

deballast all ballast

tanks by gravity. This
is to let all the water
drain whatever is left in
the ballast tanks.

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The Ship repair manager will now request the chief officer to witness the
removal of the bottom plugs.
As you know, each tank which forms part of the hull has a bottom plug to drain
the water in dry dock.
Removing bottom plugs
ensure that the tanks
are empty and dry.

As bottom plug of each

tank is removed, it is
important to label it.
This will ensure that
bottom plugs are not
interchanged while
fitting back.

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Before Departure from Dry Dock
Echo sounder, log and drain plugs are tested for air and
water tightness. Testing involves first putting soap solution
around the drain plug. Then we create the vacuum around
drain plug and look for any bubbles.

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Departure from Dry Dock
When it comes to leave dry dock. We need to be very
attentive in leaving the dry dock in the same
condition as we were while entering into the dry dock.

Before dock master floods the dry dock, all the

underwater things need to be checked and must be
ready to be use.

This includes sea chests, ICCP system, echo sounder

sensors, log sensors and drain plugs.
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The best approach of leaving the dry dock is to follow exactly
how the ship came into the dry dock.
It would involve;

1.Filling the ballast to bring the ship to wet condition.

2.Passing the lines as was in the arrival condition
3.Flooding the dock
4.Filling the ballast to pre-dry dock condition
5.Flooding the dock up to the level where the ship is fully
afloat.
6.Disconnecting the shore supply and taking ship’s
generators on load
7.Taking the ship out of the dock with the help of tugs.
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 SHIPBOARD MAINTENANCE

REPAIR AND DRYDOCK LISTS

Some companies require the repair list to be

presented under separate headings such as:

- standard items
- repair items
- modification items
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 SHIPBOARD MAINTENANCE
REPAIR AND DRYDOCK LISTS
(a)Standard Items:
- Hull cleaning, surface preparation, painting.
- Inspection and overhaul of anchors and cables,
including marking.
- Inspection, cleaning and painting of cable lockers.
- Plugs to be taken from all bottom and peak tanks.
- All sea valves and sea chests to be inspected,
overhauled and painted.

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 SHIPBOARD MAINTENANCE
REPAIR AND DRYDOCK LISTS
(a) Standard Items:
- Inspection and overhaul of rudder and propeller.
- Inspection, overhaul and load test of all lifting
appliances.
- All tanks, holds, compartments, and their closing
appliances to be inspected and overhauled.
- All anodes to be inspected, the location and weight
or size to be ascertained.
- Survey of ship's bottom to be conducted.
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 SHIPBOARD MAINTENANCE

REPAIR AND DRYDOCK LISTS

(b) Repair Items:

- Renewal of piping.
- Cargo-handling equipment.
- Hatch-closing arrangements.
- Bulkhead leaks.
- Hull structure damage.

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REPAIR AND DRYDOCK LISTS
(b) Repair Items:
- Replacement of ship's hatch cover side rails.
- Electric cables.
- Heavy weather damage.
- Overhaul of fire-fighting and life-saving appliances.

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 SHIPBOARD MAINTENANCE
REPAIR AND DRYDOCK LISTS

(c) Modification items

- Fire-fighting systems.
- Fire detection system.
- New piping and structural arrangements,
- Inert gas systems (IGS).
- Life-saving appliances arrangements.
- Conversions or restructuring in order to comply with any
new mandatory equipment requirements.

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DOCKING AND DOCKING PROCEDURES

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