Structure and Maintenance LO1,2,3 Tutorial

1- With regard to assignment of freeboard, define the flowing

Type A ship:
Ship which is designed to carry only liquid cargoes in bulk and has the following
characteristics:
• Cargo tanks have only small access openings closed by watertight gasketed steel
covers;
• Ship has high integrity of the exposed deck;
• Ship has a low permeability of loaded cargo compartments.
• The ship meets criteria if flooding occurs, re: – Final water line
Progressive flooding
Angle of heel
GM
Residual stability

Type B, B60 and B100

‘Type ‘B’ ship’ means a ship other than a Type ‘A’ ship.

Type B60: Type B ship meeting additional conditions of assignment, regarding its structure
and damage stability, it will qualify for a reduction in tabular freeboard. This reduction may
be 60% of the differences between tabular freeboard Type A and tabular freeboard

Type B100: Reduction may be 100%, i.e. the vessel qualifies for a Type A tabular freeboard

2- What are the characteristics of a Standard Ship

• Cb 0.68;
• a length to depth ratio of 15 i.e. L/D = 15;
• no superstructure;
• a parabolic sheer of the freeboard deck attaining a particular height at each end of
the ship
(depending on the length of ship);
• a minimum bow height above the load waterline (depending on Cb and length).
 3- What are the correction applied to tabular freeboard in a process of assigning a
freeboard

 If Cb greater than 0.68 the freeboard is increased. If Cb less than 0.68 the freeboard
is not changed.
 Standard ship ratio = 15 If D greater than L then freeboard increased. 15 If D less
than L/15 then freeboard may be decreased (superstructure must cover at least 0.6
L amidships).
 Standard ship has no superstructure. If superstructure effectively contributes to the
reserve buoyancy then freeboard decreased.
 Standard ship has a stipulated sheer profile. If sheer exceeds the standard then
freeboard may be decreased (subject to superstructure 0.1L for’d and abaft
amidships) If sheer is deficient then freeboard is increased.
 Minimum bow height is determined by formula calculation. If the bow height
exceeds minimum, the freeboard is not changed. If the bow height is deficient then
freeboard is increased to meet the bow height requirement
 Correction for position of deck line. (if radiused sheer strake, correction must be
applied)

4- As per IBC define what is Type 1, Type 2 and Type 3 vessels

 A type 1 ship is a chemical tanker intended to transport chapter 17 products

with very severe environmental and safety hazards which require maximum
preventive measures to preclude an escape of such cargo.
 A type 2 ship is a chemical tanker intended to transport chapter 17 products
with appreciably severe environmental and safety hazards which require
significant preventive measures to preclude an escape of such cargo.
 A type 3 ship is a chemical tanker intended to transport chapter 17 products
with sufficiently severe environmental and safety hazards which require a
moderate degree of containment to increase survival capability in a damaged
condition.

With the aid of sketches describe the siting of tank in each of the above vessel type for the
containment of the cargo
5- As per IBC categorise the damage assumptions for transverse and bottom damage
that a ship must be capable of surviving.
6- Describe elements/structural feature of a bulk carrier to limit the damage.

7- Analyse each type of the stress

a) Compressive
Compressive stress is the reverse of tensile stress. Adjacent parts of the material
tend to press against each other through a typical stress plane as illustrated.

b) Tensile
Tensile stress is that type of stress in which the two sections of material on either
side of a stress plane tend to pull apart or elongate as illustrated.

c) Shear
Shear stress exists when two parts of a material tend to slide across each other in
any typical plane of shear upon application of force parallel to that plane as
illustrated in Figure below.

8- Describe the advantages of implementing a Planned Maintenance System on board

a ship.

• A plan ensures that the crew is working to maximum efficiency and working in
most
weathers and conditions
• The plan continually assesses the efficiency of equipment and all aspects of its
maintenance
• A good plan ensures that no areas of the vessel or equipment are neglected or
overlooked
• Well-maintained equipment presents fewer hazards to the crew and will last
longer,
reducing capital outlay for the ship owner
• The ship will be ready to undergo surveys at short notice and be up to standard
should
any snap inspections be conducted by appropriate authorities
• Planned maintenance ensures that the rate of deterioration of equipment is
continually monitored, assessed, and to some extent controlled
 What are the factors considered while preparing a Maintenance Plan

• Plan must be adaptable to various weather conditions

• Plan must be flexible to accommodate changes of orders or cargoes
• Length of voyages, routes, and trades that the vessel is involved in must be
considered
• Maintenance of safety equipment and emergency team training should be
integrated with the overall maintenance plan
• Plan should be constructed so that the appropriate equipment is brought up to
optimum condition for statutory and classification society surveys such as ‘Safety
Equipment’, ‘Load Line’, and ‘Lifting Appliances’
• Dry-docking and repair periods should be integrated with the plan
• Manufacturer advice should be complied with and all manufacturer maintenance
logs should
be completed to ensure warranties and guarantees remain valid
• Plan should include the availability of appropriate equipment for breakdown
maintenance due to unforeseen circumstances
• Provision must be made for spare part replacements due to wear and tear
maintenance. There should also be a method for ordering spares as soon as
replacement items are used
• The plan must be carefully thought out, well controlled, and an efficient recording
system must be methodically kept up to date by ship's personnel conducting the
maintenance

9- List the implications of not using a planned maintenance system.

• Non-compliance with the ISM Code, and consequently Chapter IX of the SOLAS
Convention.
• Failure to be able to demonstrate an exercise of due diligence to make the vessel
seaworthy.
• Possible loss of right to limit financial liability under the 1957 or 1976 Limitation
Conventions.
• Possible loss of insurance cover.
Therefore, an effective PMS is one of the core requirements of the ISM code. It
ensures that safety and good maintenance is being practiced.
Describe with the aid of sketch Arc Welding process and associated welding faults

WELD DEFECTS

Lack of Penetration
Is caused by the root face, root gap or bevel being incorrect or the heat available
may be wrong for one or more of several reasons:
• Electrode may be directed to one side of the vee
• Electrode might be at the wrong 'angle' or it might be too
large
• Welding speed might be too high
• Current might be too low
• The arc might be too long causing it to be 'intermittent'

Lack of fusion
This is caused by the current being too low, the welding speed being too rapid, dirty
welding surfaces or incorrect manipulation of the electrode.
 Describe with aid of sketches different NDT (non-destructive test) to find invisible
faults

Ultrasonic Testing
Ultrasonic testing requires ultrasonic waves of high frequencies (sound)
usually in the
range of 0.5 to 20 MHz being passed through the base material.
UT can be applied to a wide range of engineering materials including
metals, ceramics
and plastics.
Sound waves are directional and will continue to travel through the material
unless they
come across any irregularity. On detection of irregular material, they will
reflect back
from that point towards the source and be recorded.

Time of flight (TOF) Scan results

A high frequency wave is transmitted
through the test medium.
When a crack is present, there is a
diffraction of the ultrasonic wave from
the tip(s) of the crack. Using the
measured time of flight of the pulse,
the
depth of crack tips can be calculated
automatically by simple trigonometry.

Radiography
X-rays are allowed to pass through the
material so that they fall on to a piece of
photographic film.
The metal will absorb X-rays readily and
any defects will allow very small zones of
radiation of greater intensity to reach the
film, forming darker
zones on the
developed film.
Defects within the
material can be very
accurately identified by
X-ray techniques.
Thermal Assessment of Membrane Integrity
(TAMI)
A barrier tightness test based on the study of the
thermal phenomena inside the insulation.
Methane Detection on IR Camera
Main advantages:
• Time saving: test is performed onboard
during a laden voyage
• Effectiveness: a team of 6 engineers is
able to inspect 16,000m² of secondary
barrier within 2 days
• Reliability: engineers are trained with the
same certification in infrared thermal
imaging technologies as required in aircraft
and space craft industry

Acoustic Emission Testing (AE)

Detects and monitors the release of
ultrasonic stress waves from localised
sources when a material deforms under
stress.
• As a crack grows, emissions
are
released
• Surface sensors detect the
acoustic emission wave
• Sensors convert wave into
an
electrical signal

10- Compare the advantages & disadvantages of using mild Steel & high tensile steel in
ship construction

Mild Steel Advantages:

• Relatively cheap cost

• Easily cut, shaped and worked cold
• Easily welded and riveted
• Reasonably good mechanical properties
• Major disadvantage is the high rate of corrosion
High Tensile Steel (HT) is one that has a greater ultimate tensile strength than mild
steel.
Advantages:
 The main advantage is the saving of structural weight. Because of the higher
tensile strength value and yield strength, a high tensile steel structure can be
made of lighter scantlings than a mild steel structure and yet have the same
structural safety characteristics.
 the saving of structural weight
 Saving in weld metal; because comparatively thinner plate is used in the
structure
• Ease of handling (being lighter)

 Possibility to build larger prefabricated units

Any weight saved in the light displacement can be used to increase deadweight for a
given load draught.
More deadweight = more cargo & More cargo = $$$$
Most commonly used for the deck and bottom plating and longitudinal stiffening
arrangements in large ships' where the scantlings would be very heavy if mild steel
were used.
When HT steel is only used for the deck structure the ship's lightweight centre of
gravity
is lowered, thus improving stability.

Disadvantages:
• Smaller allowable amount of wastage by corrosion. Corrosion will proceed at
the same rate in high tensile steel as in mild steel
• Possibility of increased vibration caused by the lack of material mass of the
structure
• Greater care required when burning and welding
• Increased bending (deflection) due to hogging and sagging
These factors must be considered in the shell expansion plan
Aluminium alloy is widely used in building vessel Superstructures, list the advantages of
using this material
The pure aluminium obtained from bauxite ore is very soft and has little strength. It must be
alloyed (mixed) with small percentages of other metals to obtain a reasonable strength
Advantages:
• Weight saving; roughly half of the equivalent steel structure. A large passenger ship may
save about 1000t.
• Corrosion resistance
• Non-magnetic material
• High thermal conductivity
• Very notch tough at low temperatures

11- Briefly describe the following material processes:

Normalising: Normalising produces harder, stronger steel. It is achieved by heating

the steel in a similar fashion to annealing, but allowing the steel to cool in air, thus
cooling at a faster rate than annealing.

Annealing: The objective of annealing is to relieve any internal stresses, to soften the
steel or to bring the steel to a condition suitable for a subsequent heat treatment.
The steel is heated at a slow rate, to approx. 900°C, and then cooled at a slow rate,
usually within the furnace.

Hardening: Steel is heated to approx 900°C and then quenched in water or oil. The
fast cooling rate produces a very hard steel with a high tensile strength. This is a
phased process:
Heating: Materials heated to between 815 and 900°C, keeping temperatures
uniform.
Minimizing uneven heating and overheating is key to imparting desired material
properties.
Soaking: Required to maintain steel at a specific temperature. Material can be
soaked in air (air furnace), a liquid bath, or a vacuum or indeed at low temperature.
Cooling: Steel submerged into a form of quenching fluid; different quenching fluids
can have a significant effect on the final characteristics of a quenched part (Water /
Oil ).

Galvanising: This is a ‘hot-dip’ process used to apply a protective zinc coating, usually
for its corrosion resistant properties.
 Welding: Welding is a means of joining steel by locally heating the parts to be joined
to a molten temperature so that they will fuse together and consolidate on cooling,
forming a continuous joint.

Bonding: Bonding is a process where two different metals are joined together by the
force of an explosion. A rippled interface is formed which holds the two metals
together.

12- Describe the information obtained from the following

A docking plan is provided and should give three views of the ship:
Plan view
This will show the bottom shell plating that will be in contact with the blocks and
must include the following:
• the location of the keel blocks along the centreline of the ship.
• the location of side blocks extending outward from the centreline.
• the position of all hull openings and hull protrusions both above and below
the waterline.
• the location of all bottom tank plugs.
• the position of echo sounder transducers.

Side elevation view

The side elevation view of the docking drawing includes the following:
• Location of the Aft Perpendicular (AP); the reference point from where all
longitudinal positions are measured.
• The frame numbers (numbered from the AP) and the frame spacing.
• Location of draught marks.
• Location of the end of the main load bearing position on the stern frame.
• The longitudinal extent of the keel blocks and the parts of the ship to be left
unsupported.
• Longitudinal clearance required for removal of shaft.
• Longitudinal clearance required for removal of rudder.
• Longitudinal clearance required for removal of propeller.

Transverse lines drawing

This will show the line of the hull at specified frames where blocks are to be
provided. Rise of floor from the centreline will also be illustrated.
Additional information required will include:
• Cross section view of propellers indicating clearance above the baseline.
• The clearance of the rudder above the baseline.
• The bilge keel position and extent above the baseline along the length of the
Hull.

Capacity Plan
This is a plan of the spaces available for cargo, fuel, freshwater, water ballast, etc,
and includes cubic or weight capacity lists for such spaces and a scale showing
deadweight capacities at varying draughts and displacements (DWT Scale).

Shell expansion plan

This plan is a two-dimensional drawing of the 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.
• Strakes (rows) of plating are indicated by letters A, B, C, etc. vertically
starting from sheerstrake as strake A to the garboard strake at the keel.
 • Plates are numbered from aft to forward.
Therefore, each plate can be identified by its letter and number.
The shell expansion plan has a number of uses:
(1) It is used for marking the location of hull damage and assists in the
identification of any plating to be repaired with reference to plate number,
letter and frame number.
(2) The shell expansion can be used for locating and calculating areas of different
paint applications such as topside, boot topping and bottom areas by applying
Simpsons rules directly. On the plan the vertical scale used is different from
the horizontal scale and a suitable adjustment has to be made when
calculating areas. The appointed painting contractor will use this plan
along with others to calculate paint application areas for all surfaces of the
structure and hence the quantity of paint required.
(3) The plan gives information on the thickness of the original plate 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 (mild steel) and AH, BH, DH, EH (high
tensile steel).

13- Outline the preparation before a load line survey is conducted for a ship

Load Line – Initial Survey Preparation

• Ship placed in a dry dock or other convenient area for examination of the hull
• Prepare documentation
• Remove any deck or bulkhead coverings to facilitate survey as required by the
surveyor

Check that the load line marks are permanently marked, duly painted and plainly
visible on both sides of the ship
Check the structural condition of the hatch covers, coamings and relevant stiffeners
(corrosion, wastage or damage)
Check the condition of compression bars, gaskets and relevant retaining channels
Check the condition of cleats and cross joint wedges (all available and well-
maintained)
 Check the structural condition of airvpipes (corrosion, wastage or damage).
Check the condition of closing devices which may consist of:
• plug (rubber or wood) attached to the pipe by chain
• flaps with seals and dogs
Check that every air pipe is correctly labelled with the name of the space, or tank it
serves
Float Balls: Dismantling may be necessary to check both the float ball and the
condition of the float chamber
Check the condition of closing devices (covers, hinges, gaskets and dogs)
Check the structural condition of bulwarks and relevant stanchions (corrosion,
wastage, damage)
Check the condition of guardrails (corrosion, wastage damage)
Check the condition of doors and relevant sills (corrosion, damage)
Check the condition of gaskets and relevant retaining channels
Check the condition of closing devices (toggles, dogs, hinges), all available and well-
lubricated
Sounding pipes are to be fitted with closing devices, which consist of self-closing
devices usually operated by Counterweight
For sounding pipes located in the engine room and threaded plug for sounding
pipes outside the engine room Check that self-closing devices are fitted
and properly working (not seized) and that plugs are in place

14- Analyse the following as per M.S Regulations(fire protection)

a. Class A bulkhead
comply with the following criteria:
2.1 they are constructed of steel or other equivalent material;
2.2 they are suitably stiffened;
2.3 they are insulated with approved non-combustible materials such that
the average temperature of the unexposed side will not rise more
than 140ºC above the original temperature, nor will the temperature,
at any one point, including any joint, rise more than 180ºC above the
original temperature, within the time listed below:
class "A-60" 60 min
class "A-30" 30 min
class "A-15" 15 min
class "A-0" 0 min
2.4 they are constructed as to be capable of preventing the passage of
smoke and flame to the end of the one-hour standard fire test; and
2.5 the Administration required a test of a prototype bulkhead or deck in
accordance with the Fire Test Procedures Code to ensure that it
meets the above requirements for integrity and temperature rise.
 b. Class B bulkhead
comply with the following criteria:
4.1 they are constructed of approved non-combustible materials and all
materials used in the construction and erection of "B" class divisions
are non-combustible, with the exception that combustible veneers
may be permitted provided they meet other appropriate
requirements of this chapter;
4.2 they have an insulation value such that the average temperature of
the unexposed side will not rise more than 140ºC above the original
temperature, nor will the temperature at any one point, including
any joint, rise more than 225ºC above the original temperature,
within the time listed below:
class "B-15" 15 min
class "B-0" 0 min
4.3 they are so constructed as to be capable of preventing the passage of
flame to the end of the first half hour of the standard fire test; and
4.4 the Administration required a test of a prototype division in
accordance with the Fire Test Procedures Code to ensure that it
meets the above requirements for integrity and temperature rise.

15- Describe the underwater systems of the hull protection and analyse impressed
current system Vs sacrificial anode system of protection (advantage/disadvantage)

Sacrificial anodes

These are usually in the form of cast 'ingots' or 'bars' of metals or alloys that have a more
anodic potential than the metal to be protected when immersed in seawater. They will be subjected to
a high rate of corrosion and therefore must be periodically replaced.

• Typically made from zinc, aluminium or magnesium alloys

• Usually fitted within the hull, particularly in ballast tanks
Impressed current system

Can only be used to protect the immersed external hull.

The aim of this system is that a voltage difference is maintained between the hull and the fitted anodes,
which will protect the hull against corrosion. It will ensure that the electrical flow is such as to protect the
ship’s hull. An AC current from the ship’s electrical system is fed into a rectifier and DC power is supplied
to the anodes. A reference cell on the hull measures the voltage difference between itself and the hull.
The reference cell regulates the power to the anodes by means of a controller, which automatically
adjusts the current being supplied to the anodes. The anodes must not be painted and are regularly
inspected for damage.

With the aid of a diagram, briefly explain the principle of a galvanic (corrosive) cell.

Outline the precautions to be considered when complying with the requirements of the
regulations to ensure the safe use of hazardous substances on board.
Using chemicals or other hazardous substances at work can put people’s health at risk. So the law
requires employers to control exposure to hazardous substances to prevent ill health.

They have to protect both employees and others who may be exposed by complying with the Control of
Substances Hazardous to Health Regulations 2002 (COSHH).

COSHH is a useful tool of good management which sets eight basic measures that employers, and
sometimes employees, must take.

1. Assess risks (potential to cause harm to your health) to health from hazardous substances used
in or created by your workplace activities
2. Decide what precautions are needed. You must not carry out work which could expose
your employees to hazardous substances without first considering the risks and the
necessary precautions, and what else you need to do to comply with COSHH
 3. Prevent or adequately control exposure. You must prevent your employees being exposed
to hazardous substances. Where preventing exposure is not reasonably practicable, then
you must adequately control it
4. Ensure that control measures are used and maintained properly and that safety procedures are
followed
5. Monitor the exposure of employees to hazardous substances, if necessary
6. Carry out appropriate health surveillance where your assessment has shown this is necessary
or where COSHH sets specific requirements
7. Prepare plans and procedures to deal with accidents, incidents and emergencies involving
hazardous substances, where necessary
8. Ensure employees are properly informed, trained and supervised

List 5 methods along with their associated tools that can be used for surface
preparation. Explain why & when they can be used.
Pre-painting

The material can be prepared and cleaned for painting by hand tools:

• Chipping hammers
• Scrapers
• Wire brushes
• Sand/emery paper

Labour intensive, slow, low quality. Used for local repairs and for the treatment of welds.

The material can be prepared and cleaned for painting by mechanical Equipment:

• Scaling hammers
• needle guns
• rotating wire brushes
• abrasive wheels and discs

Labour intensive, slow, can give poor adhesive results for paint if surface is too highly polished.

Chemical agents

Degreasers, acids, rust converters

• Suitable for small areas, can give good results

• Problems relating to handling of hazards substances so refer to ships Risk Assessments and use
of appropriate PPE at all times
• Area must be thoroughly cleaned after some chemicals used

Thermal cleaning:

Hot air paint strippers, blow torches. Heat softens the paint which then has to be removed by other tools,
therefore labour intensive and slow.
Can be used to thermally clean metal parts by thermally removing all types of organic material including
plastic, paint, resin, adhesive, glue, oil, silicone, rubber and grease as well as food and plant based
products.

Hazards relevant to fire and toxic vapours.

Suitable for small areas only.

Sandblasting / Gritblasting:

Grit / sand blasted at high pressure against material. Gives good cleaning results and roughens surface to
give paint a good mechanical bonding.

Special installation required so usually done in dock. Small machines may be used on board.

Large dock machines can undertake large areas such as hull, for treatment.

Gives good results on complicated structures and areas not easily accessible by other means. Personal
safety considerations.

Waterjet:

High pressure water blasted at surface this removes soluble salts as well as paint /rust and gives a good
quality cleaning if pressure sufficient.

There is no dust produced and it is suitable for large areas. Depending on the method chosen water and
paint/scale can be contained and prevented from entering the environment completely.

Quickly enables painting of exposed surface to take place quickly.

As per COSHH, outline the hazardous substances and their possible effect that workers may
be exposed to on board
Hazardous Substances
• Substances used directly in work
activities (adhesives, paints, cleaning
agents)
• Substances generated during work
activities (Fumes from soldering and
welding)
• Naturally occurring substances (grain
dust)
• Biological agents such as bacteria and
other micro-organisms
Effects of Hazardous Substances
• Skin irritation or dermatitis as a result
of skin contact
• Asthma as a result of developing allergy
to substances used at work
• Losing consciousness as a result
of being overcome by toxic fumes
• Critical or chronic illness, which may
appear long after the exposure to the
chemical that caused it
• Infection from bacteria and other micro-
organisms (biological agents)
List 10 shore services that will be required by the superintendent in charge of repairs.
• Electrical power supply possibly via portable shore side generators
• Sanitation facilities for crewmembers living on board
• Ship to shore gangway access
• Garbage/refuse collection and disposal facilities
• Communications including land line telephone service with emergency services contact numbers
• Night watchman for fire/safety and gangway security
• Connection of fire main via international shore connection
• Potable & Domestic Water Supply
• Air line to power pneumatic equipment
• Additional lighting to ensure safe access to vessel & facilitate work on deck
• Cooling water supply to ship’s generator if in use
• Essential food stores for persons living on board

List the documentation that should be prepared by ships when vessel is getting ready to dry
dock.
• Docking Plan; strong points where you put the blocks
• General Arrangement Plan; details info about the v/l, openings to acconodation, safe access, fire
fighting equipment etc
• Shell Expansion Plan;
• Fire Fighting Equipment Structural Fire Protection Plan
• Capacity Plan; normal sizes of tks and normal sizes of hold and hatches
• Tank Plug Plan (may be incorporated into the Docking Plan)
• Repair List/Dry Dock Specification; repair list complied by crew, aggreged by company
• Stability Information
• General Particulars
• Gas Free Certificate (Tanker Vessels)
• Cargo Plan and Manifest if docking with cargo on board
• Rigging Plan (General Cargo Vessels)
• Bilge/ballast and cargo piping arrangement plan
• Certificates in readiness for any surveys to be conducted

List 10 items that are inspected during each of the following :

Loadline Survey:
• Load line marks
• Cargo hatch covers
• Air pipes
• Ventilators
• Bulwarks and guardrails
• Doors
• Sounding pipes
• Hatchway securing arrangements
• Ships side openings: means of closing / watertight
• Bilge keels: cracks / damage
• Ventilators / Air Pipes: closing mechanisms
 Cargo Ship Safety Equipment Survey
• Fire safety systems
• Life-saving appliances
• Navigational equipment
• Pilot embarkation arrangements
• Nautical publications
• Lights and shapes
• Sound signals
• Distress signals

Life Saving Appliances

• Lifeboats, davits and winches

• Inflatable boats
• Rescue boats
• Liferafts
• Lifejackets
• Immersion suits and TPAs

Navigational Equipment

• Echo sounder
• Gyro compass
• Magnetic compass
• Sound signals
• Shapes
• Navigational lights

Lifting Appliance Survey

 Deck crane
 Davits
 Engine room cranes
 Hose handling crane
 Lifeboat davit
 FRC Davit
 Gangway davit
 Shackles
 Strops
 Chain blocks
 Hooks
 Chains
 Spreaders
 Lifting beams
  Wire ropes

Outline the following

Reasons for dry docking
• Visually & materially check vessel/structure is in good condition
• Meet Classification society / Flag State requirements
• Verify vessel meets all international regulations and complies with pollution prevention
regulation
• Assure vessel insurers is a worth-while calculated insurance risk
• Assure charterer’s, crew, SMS. requirements
• Refit due to operators / owners requirements
• Modification due to changes in regulatory requirements
• Inspection and/or repair after damage

Survey requirements of cargo and passenger vessel

 Passenger vessel every year PSSC

 Cargo Ships two inspections of ships bottom during any five-year period,
intervals not exceeding 36 months

IN water survey and when it can be performed

• Passenger ships (ship’s hull must be inspected annually) in a 5 year period at least 2 annual
inspections should be out of the water
• Non passenger ships (2 inspections of ship’s hull every 5 years) 1 must be out of the water

a) Dry dock preparation

• Blocks laid out as per Docking Plan

• Draughts, trim agreed
• P force and loss of GM checked
• Dock inspected prior to ship entering
• Speed logs and other sensing equipment withdrawn into engine room stowage positions
• Ballasting completed prior to entry to ensure that desired trim is achieved and no list. A full set
of manual soundings for ALL tanks should be made to verify all tank contents
• Cathodic protection systems (ICCP) switched off immediately prior to entry
• Reduce free surface moments within tanks wherever possible (including anti-roll tanks which
should be empty)
• Stabiliser/fins should be in their stowed position
• All cranes/derricks and other lifting gear stowed in their normal seagoing positions
• Hatch covers closed and secured; this is most important in the case of container ships with large
hatch openings to ensure continuity of structural strength