Reasons for dry-docking?

The dry docking activity of cargo ships on a regular basis is

a requirement for efficient and safe operation of ships and
has two main objectives which are as follows :-
To clean, scrub, prepare by de -scaling all rusted areas of
the hull, and finally paint the ship’s hull so that speed and
fuel consumption are restored to the original
To examine all underwater critical components as well as
the entire under water hull for defects and take suitable
corrective.
Regulations on Dry docking
The question that is frequently asked is whether it is
mandatory to dry dock a ship on a regular basis. The
answer is yes and it is in accordance with cargo ship
safety construction rules based on the 1974 SOLAS
regulations. The rules state that cargo ships have to be dry
docked twice in an interval of five years with the interval
between consecutive dry dockings being not less than two
years and not more than three years. The classification
societies have interpreted this rule by providing a regular
interval of thirty months with a window period of + or –
six months from the anniversary date so as to suit this
requirement.
DRY DOCK SURVEY
Accordingly in a five year cycle of survey the two dry
dockings are programmed as, the first dry-docking during
the intermediate survey layup and the second dry-docking
during the special survey layup for renewal of class
certificate.

The above stated facts apply to regular and routine dry

docking. As per classification rules as well as rules for issue
of safety construction certificate, the routine dry-docking
cannot be substituted by an afloat underwater inspection .
Such inspections are recommended in special circumstances
especially when the ship has missed the scheduled dry
docking for various genuine reasons and this inspection by
the classification society is carried out only after obtaining a
suitable recommendation from the Administration. This
recommendation is limited to issue a voyage permission for
the ship to reach the shipyard stemmed.
OTHER REASONS FOR DRY DOCKING
Dry docking has to be carried out after an accidental
grounding or collision involving underwater damage .This
dry docking will only involve the requirements for
satisfactory completion of the repairs for the under water
damage. If , however this accident has occurred within close
proximity of the scheduled dry docking date , the dry
docking activity (regular) may be suitably advanced which
the administration will agree.
What is Extended Dry-Docking of Ships?
According to SOLAS regulation, every sea-going 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. It is a necessary
evil which ship owners, operators, and crew members have to
go through when the time requires. 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 drydocking activity.

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
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.
In order to deal with this situation, all major classifications
societies have a special program called the “Extended Dry-
Docking” or EDD scheme.
What is Extended Dry-Docking Program?
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.
However, not every ship is allowed for the extended dry-
docking program.
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.

Guidelines and Requirements for Extended Dry-docking

Program
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. Some of the main requirements
for a ship to be allowed under this special program are:
– 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 opt 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.

– 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.
– Inspection of hull and paint coating is one of the most
important factors considered for extended dry-docking. 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.
Anti-Corrosion system (corrosion protection) is an absolute
must for EDD. Ships with high quality underwater coating are
only allowed for the extended dry-docking. 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. For e.g. GL has the following
requirements for ships allowed for EDD program:

-> As criteria for the implementation of the “Extended Dry-

Docking Interval”, at the time of new building, the corrosion
prevention system for the bottom shell has to fulfill the
following requirements:

-Dry film thickness of coating for 7.5 years has to be an average

of 300 μm

-Anodes (Alu/Zinc) prepared for 7.5 years

Alternatively,

Impressed current system is to be installed and maintained

– >As criteria for the implementation of the “Extended Dry-

Docking Interval”, for ships in service, the corrosion prevention
system for the bottom shell has to fulfill the following
requirements:

-Dry film thickness of coating for 7.5 years has to be an average

of 250 μm
-Anodes (Alu/Zinc) prepared for 7.5 years

Alternatively,

If installed, in impressed current system, is to be maintained

and documented in the Planned Maintenance Scheme

– The results of the in-water survey play an important role in

deciding the next dry-docking schedule for the ship, even if the
ship is under Extended Dry Docking Program. If the results of
this survey are found unsatisfactory, then the operator is asked
to book a dry-dock within one month of the IWS (In water
survey).

Summary of Extended Dry-Docking (EED) Scheme

– Dry-docking period extends from 5 to 7.5 years

– Dry-docking is replaced by In-Water Surveys (IWS) from

authorized underwater inspection service providers
– Only those ship types and operators approved by Flag
administrators are considered for dry-docking survey

– Not all types of ships can apply for EDD

– Generally ships of age not greater than 10 years are

considered for EDD

– Special requirements for hull condition and paint coating

thickness are required

– Proper ship corrosion protection system is a must

– Results of IWS decides the next dry-docking schedule

-Requirements for a ship to be approved for EDD will vary

across EDD service providers

– Special surveys can be assigned to ships if required

– The scheme can be discontinued anytime if the ship doesn’t
meet the stated requirements

DNV, one of the providers of Extended Dry-Docking, offer

special recommendations to the ship owners who plan to opt
for EDD for avoiding unscheduled dry-docking.
VARIOUS SHIP PLANS REQUIRED BY SHIPYARD FOR DRY
DOCKING
VARIOUS SHIP PLANS REQUIRED FOR DRY DOCKING :-
The following plans and drawings are required to be submitted
to the shipyard for their use to enable the ship to be dry docked
safely. To be submitted before ship enters dry dock
(1) G.A. plan (a reduced copy would do )
(2) Docking plan- ( Fig.1)
(3) Capacity plan with D.wt and displacement /draft scale. After
ship has docked.
(4) Shell Expansion. (Fig.2)
(5) Mid-ship Section For structural repairs as ordered.
(6) Detailed location plans of areas where repairs and renewals
are required. For propeller shaft withdrawal and survey if
ordered.
(7) Assembly drawing of propeller shaft ,propeller and stern
tube.
(1)G.A Plan
The General arrangement plan gives a profile view of the
ship along with plan views at main deck level, and D.B. tank
top level, and an end view from forward. This drawing is
used for berthing purposes alongside repair berths as well
as to get a general appearance of the ship. Hence a
reduced size drawing would do.

(2) Docking plan

The docking plan is a detailed plan view seen from the
bottom. It shows all openings on the bottom , including
the openings for the main sea suction boxes provided at
the machinery room area on the under side . The other
openings are the individual drain plug holes normally one
plug hole per tank . In large ships tanks may be provided
with two holes per tank. The plan also shows the
recommended lines for block laying with recommended
pitch of the blocks . Normally three rows of blocks are
sufficient to safely support bulkers tankers and container
ships. For cargo ships with finer form locations for the
fitting of Breast shores are shown in the plan.

It should be understood that this docking plan is to be used

only for normal dry docking purposes. In the case of ships
being dry docked after heavy collision or bottom damage,
this docking plan will not be suitable. For this purpose an
amended docking plan is made after the ships bottom is
photographed in afloat condition by the shipyard diver and
an amended plan made to suit the purpose. It must
provide for alternate locations of support for the damaged
area where the original blocks cannot be laid for support.
(3)Shell Expansion
It is a two dimensional drawing of a three dimensional surface
of the ship’s hull form. It is developed from the ship’s line plan
with the contour lines erected straight on the base line
representing the ship’s length. The contour lines on the lines
plan are located at corresponding stations indicated by
corresponding frame numbers on the length of the base line.
When the ends of the vertical lines on the baseline are joined
by a continuous line , the shell expansion outline is obtained.
The represented surface is then properly marked by parallel
lines both vertical and horizontal lines so that they correspond
exactly to the number of strakes forming one half of the hull
surface. The strakes are marked with letters A,B,C ,etc vertically
starting from sheer strake as strake A and ending with keel as
strake R eg. The strake numbers are staring from 1 at the stern
end to any ending number at the forward bow. Each strake is
therefore indicated by a letter to show its level , a number to
show its position.
This plan is very useful for the following information:
(a) It is used for marking the location of a hull Damage on this
plan by identifying the strake number , letter and frame
number so that the exact location of the damage and also
suggested repairs are marked in a localised copy.
(b)The shell expansion can be used for finding areas of painting
surfaces such as topside, boot topping and bottom areas by
applying Simpsons rules directly. In the shell expansion the
vertical scale used is different from the horizontal scale and a
suitable adjustment has to be made when calculating areas.This
becomes useful in solving disputes concerning areas of
preparation and painting.
(c) It gives information on the thickness of the original strake
which is indicated by the number in the circle shown in the
strake. The quality of steel used is also shown by letters A,B,D E
and AH, BH,DH, EH.
(4) Capacity plan
This plan is useful in finding the displacement of the ship for a
selected mean draft. The Displacement is required to be known
to decide on the total number of blocks to be used since each
block can support only a maximum given mass. The capacity
plan also gives information on
(a) volumes of compartments/tanks in M3
(b) location of centre of volume of compartment/tank
Hence the capacity plan may be used for making minor stability
calculations for moments which are required for trim and heel
adjustments.

The Ballast Requirements for Dry Docking

The docking plan also specifies the number of blocks and the
minimum load carrying capacity of the blocks. As the entire
weight of the ship in the docking condition has to be borne by
the keel blocks, it is also necessary to limit the weight of the
ship while she is being docked. Thus the extra weight of ballast,
a minimum of which is required to be on board to provide
stability when the vessel is afloat/sailing, has to be reduced to
the maximum just before the vessel enters the dry-dock. Since
the weight of ballast required for the vessel to stay upright in
afloat condition may be more than the weight acceptable by
the keel block, it may be necessary to take the vessel into the
dock with that much ballast and then de-ballast the vessel
when she is inside the dry-dock but is still afloat. In such a case,
the vessel will be taken into the dock and then de-ballasted
while the dock is being emptied after closing the dock gate.

Dock Sill Height

There is one more reason for reducing the docking draft of the
vessel and that is the ‘sill height’ of the dry dock. Although the
depth of water in the channel may be sufficient to accept
vessels of a certain draft, the sill height at the entrance of the
dock may be insufficient to allow this draft. Due to this reason,
the vessel is docked when the depth of water near the dock
entrance is maximum, which condition exists during the high
tide only. Thus docking and un-docking dates have to be
planned after taking into consideration the tidal variations at
the place where the dry-dock is situated.
Special Surveys – Class Rule Requirements( DD EXTENTION)
All ships to be subjected to Special Surveys in accordance with
the requirements. These Surveys become due at five-yearly
intervals, the first one five years from the date of build or date
of Special Survey for Classification as recorded in the Register
Book, and thereafter five years from the date recorded for the
previous Special Survey. Consideration may be given to any
exceptional circumstances justifying an extension of the hull
classification to a maximum of three months beyond the fifth
year. If an extension is agreed the next period of hull
classification will start from the due date of the Special Survey
before the extension was granted. In this context ‘exceptional
circumstances’ means unavailability of dry-docking facilities,
repair facilities, essential materials, equipment or spare parts or
delays incurred by action taken to avoid severe weather
conditions
Docking Surveys – Class Rule Requirements
The class may accept an In-water Survey (IWS) in lieu of the
intermediate docking between Special Surveys. Special
Surveys are different from routine surveys which may be
carried out annually. The scope of inspection is more during
the Special Surveys and the timing of the Special Surveys also
is covered by the class rules.
At Docking Surveys or In-water Surveys the Surveyor is to
examine the ship and machinery, so far as necessary and
practicable, in order to be satisfied as to the general condition.
For oil tankers (including ore/oil and ore/bulk/oil ships),
chemical tankers and bulk carriers over 15 years of age the
intermediate docking between Special Surveys is to be held in
dry-dock. Further, this survey is to be held as part of the
Intermediate Survey.
Where a ship is in dry-dock or on a slipway it is to be placed on
blocks of sufficient height, and proper staging is to be erected
as may be necessary, for the examination of the shell including
bottom and bow plating, keel, stern, stern frame and rudder.
The rudder is to be lifted for examination of the pintles if
considered necessary by the Surveyor.

Chief engineer’s responsibility

1. Ensure all the tanks in the engine room are at required
level as demanded by the chief officer to achieve required
trim for docking.
2. Shut down all the auxiliary engines except one for
providing the required power
3. Isolate the sequential start system for generators
4. Shut steam to jacket cooling water system
5. Keep the jacket cooling water pump running until the
main engine is gradually cooled down
6. Transfer the main engine lube oil in the sump to lube oil
settling tank by using a purifier
7. Ensure all auxiliary engines are shut down except one
diesel engine supplying enough power
 8. Before shutting down all the auxiliary engines, ensure
they are changed over to diesel oil
9. The main engine should be changed over to diesel oil prior
to one hour of docking. If not, change over to diesel oil
with fuel oil service tank return valve open until the line
has been flushed with diesel oil
10. Shut down lube oil and fuel oil purifiers
11. Shut down deck machinery system and isolate it from the
main switchboard
12. Shut down and isolate the auxiliary boiler. Allow it to cool
naturally and once the pressure is below 1 bar, open the vent.
13. Once the boiler is shut down, stop and isolate the feed
water system and distillate tank
14. Circulate diesel oil in the boiler fuel pipeline system before
shutting down the fuel oil pumps
15. Shut down the stern tube lube oil system and if required,
drain the lube oil system back to stern tube storage tank
16. Shut down the accommodation air conditioning system and
refrigeration plant until the shore supply is connected to the
ship
17. Shut the steam to the calorifier and switch on the electrical
heating system
18. Ask shore in-charge for water connection required for
running air conditioning and refrigeration system
19. Isolate ship’s fire pump and connect the shore fire
connection to ship’s fire line.
20. Check the frequency, voltage and phase sequence of the
shore power
21. Isolate the emergency generator before connecting shore
power.
22. Shut down the running generator leading to blackout for
connecting shore power.
23. Connect the shore power to emergency switchboard
24. Restart the jacket water pump for the generator until it is
gradually cooled down to avoid thermal stresses. Once cooled,
shut the pump
25. Secure the engine room fire fighting system including foam
and CO2 fixed fire fighting system

23. Connect the shore power to emergency switchboard