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Dry Dock Operations

Dry dock operations involve ship maintenance and construction. During maintenance, all parts of the ship below the waterline are inspected for damage, corrosion, and cracks. This includes the shell plating, propeller, rudder, sternframe, tailshaft, stern tube bearings, stern gland, sea valves, sea chests, sacrificial anodes, anchors, and chains. Any damaged parts are repaired or replaced and all areas are cleaned, painted with protective coatings, and preserved. The size of dry docks is based on the weight and dimensions of the ships requiring maintenance.

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Bhupender Ramchandani
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41 views

Dry Dock Operations

Dry dock operations involve ship maintenance and construction. During maintenance, all parts of the ship below the waterline are inspected for damage, corrosion, and cracks. This includes the shell plating, propeller, rudder, sternframe, tailshaft, stern tube bearings, stern gland, sea valves, sea chests, sacrificial anodes, anchors, and chains. Any damaged parts are repaired or replaced and all areas are cleaned, painted with protective coatings, and preserved. The size of dry docks is based on the weight and dimensions of the ships requiring maintenance.

Uploaded by

Bhupender Ramchandani
Copyright
© © All Rights Reserved
Available Formats
Download as DOC, PDF, TXT or read online on Scribd
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DRY DOCK OPERATIONS

OPERATIONS IN THE DRY DOCKS ARE MAINLY FOR MAINTENANCE AND SHIP BUILDING.
SHIP MAINTENANCE USUALLY SERVICING THESE SHIPS PARTS:
SHELL PLATING: ONCE THE WATER HAS BEEN PUMPED OUT, SHELL PLATING IS
CHECKED THOROUGHLY FOR DAMAGES, CORROSION, DISTORTION AND CRACKS. ALL
ATTACHMENT SUCH AS BILGE KEELS ETC. ARE ALSO BE INSPECTED FOR CORROSION
AND CRACKS.
SINCE THE UNDERWATER PART OF THE HULL STRUCTURE ACCUMULATES MARINE
GROWTH, THIS HAS TO BE SCRUBBED CLEAN USING ANY ONE OF THE FOLLOWING
METHODS:
I. MANUAL CLEANING. THIS METHOD USES SCRAPERS AND WIRE BRUSHES.
II. HIGH-PRESSURE WATER JETTING. THE PRESSURE RANGES FROM 15 TO 5 BARS.
THE LOWER PRESSURE BEING SUFFICIENT TO REMOVE THE GROWTH AND THE
HIGHER PRESSURE BEING USED TO SCRUB THE HULL DOWN TO THE BARE METAL.
III. SHOT BLASTING. THIS METHOD USES A JET OF ABRASIVE AT ABOUT 5 TO ! BARS
PRESSURE.
IV. ABRASIVE AND WATER BLASTING. THIS METHOD COMBINES II AND III.
AFTER CLEANING, SHELL PLATING THAT HAS BEEN DAMAGED IS CUT OUT AND
RENEWED. THEN, THE SHELL IS PAINTED WITH HIGH RESISTANCE ANTI CORROSION
PAINTS AND THE UNDERWATER AREA GIVEN A FINAL COAT WITH ANTI FOULING PAINT.
PROPELLER: THE PROPELLER IS INSPECTED FOR TIP DAMAGES, CORROSION AND
CAVITATIONS EROSION. THE PROPELLER CONE IS CHECKED FOR ITS SECURITY AND
SO ALSO FOR THE ROPE GUARD. THE PROPELLER BLADES ARE THEN CLEANED,
POLISHED AND USUALLY GIVEN A FINISHING COAT WITH VARNISH.
RUDDER: RUDDERS GENERALLY CONSISTS OF FRAMEWORK AND SHEET METAL
CONSTRUCTION AND THEREFORE THEY HAVE TO BE CHECKED FOR CORROSION,
WEAR AND CRACKS. THE PINTLE AND BEARING WEAR DOWN AND CLEARANCES ARE
MEASURED AND RECORDED. THE DRAIN PLUGS OF THE RUDDER SHOULD BE
REMOVED TO CHECK FOR ANY INGRESS OF WATER AND THEN FITTED BACK AND
SECURED. THE SECURITY OF THE PINTLE NUTS AND THE RUDDERSTOCK COUPLING
BOLTS SHOULD ALSO BE CHECKED.
STERNFRAME: THE STERN FRAME IS CHECKED FOR CRACKS AND CORROSION
EFFECTS.
TAILSHAFT: THE TAILSHAFT OR PROPELLER SHAFT IS FIRST MEASURED. THIS
GIVES THE CLEARANCE BETWEEN THE SHAFT AND THE STERNTUBE BEARINGS. IF THE
TAILSHAFT IS DUE FOR SURVEY. IT IS TAKEN OUT AFTER REMOVING THE PROPELLER.
THIS COULD BE EITHER BY WITHDRAWING IT INSIDE THE SHIP OR TAKING IT OUT FROM
THE REAR, DEPENDING UPON THE DESIGN, ALTHOUGH THE FIRST IS MORE COMMON
TODAY.
THE TAIL SHAFT IS THEN CLEANED, CHECKED FOR WEAR AND CRACKS, AND THEN
POLISHED TO REMOVE ANY RIDGES OR GROOVES THAT MAY HAVE FORMED. ITS
MEASUREMENT ARE RECORDED AND COMPARED WITH THE DATA CHART AND IF
RE"UIRED MAY RE"UIRED TO BE REPLACED.
STERNTUBE: THE STERNTUBE BEARINGS ARE CHECKED AND IF THE
CLEARANCES STATED IN LAST PARAGRAPH E#CEED THE LIMITS PRESCRIBED, THEN
FOR THE OIL LUBRICATED DESIGN, THE WHITE METAL BEARINGS ARE RE-METALLED
AND IF THE WATER LUBRICATED DESIGN, THE LIGNUM VITAE STRIPS OR STAVES ARE
RENEWED.
STERNGLAND: THE STERNGLAND, IF OF THE ORDINARY PACKING TYPE, IS
USUALLY DISMANTLED, CLEANED AND REPACKED.
SEA VALVES AND SEA CHESTS: SEA VALVES AND SEA CHESTS ARE INSPECTED
AND OVERHAULED WITH THE GREATEST OF CARE. WHEN THEY ARE BO#ED BACK ALL
SECURITY ARRANGEMENT SHOULD BE PROPERLY CHECKED. THESE VALVES SHOULD
BE KEPT IN THE SHUT POSITION PRIOR TO FLOODING THE DRY DOCK.
SEA CHESTS ARE INSPECTED AND CLEANED AND FITTED WITH NEW BLOCKS OF
SACRIFICIAL ANODES. THE GRIDS SHOULD BE PAINTED WITH AN ANTI CORROSIVE
PAINT AND PROPERLY SECURED IN PLACE.
CATHODIC PROTECTION ANODES AND EQUIPMENT: SACRIFICIAL ANODES SI$E
AND ATTACHMENT MUST BE CHECKED. USUALLY, SUCH ANODES ARE REPLACED
EVERY TWO YEARS. THE INERT PROTECTIVE SHIELD IS CHECKED FOR DAMAGE AND
DETERIORATION AND OTHER E"UIPMENT CHECKED FOR CORRECT FUNCTIONING.
ANCHORS, CHAINS AND CHAIN LOCKERS: ANCHORS AND ANCHOR CHAINS ARE
LAID OUT ON THE DRY DOCK FLOOR AND INSPECTED FOR WEAR. THEY ARE THEN
PAINTED WITH ANTI CORROSIVE PAINT AND MARKED IN FATHOM LENGTHS. CHAIN
LOCKERS ARE CLEANED AND THE ATTACHMENT OF THE ANCHOR CHAIN TO THE
FI#TURE CHECKED FOR SECURITY.
THE SI$E OF THE DRY DOCKS USUALLY BASED ON THESE CRITERIA:
1. THE WEIGHT OF SHIP
%. THE DIMENSIONS OF SHIP

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