DRY DOCKING

Q1 - Explain why it is beneficial to have a small stem trim when entering drydock.
(5)
When entering dry dock, a ship should have a small stern trim relative to the dock
floor. Stern trim ensures suing at the aft cut-up. The aft cut-up is a strong region
of ship structure. Trim by the head would cause a ship to sue by the bow, the bow
structure could be damaged by the reactionary force.
Q2 - State the effect of increasing a vessel’s trim by the stern on the GM at the
critical instant when drydocking. (4)
An increase in stern trim will result in a decrease in GM at the critical instant when
dry docking. A vessel could potentially become unstable during the critical period
due to a large stern trim on entering dry dock.
Q3 - Explain why the values of trim and metacentric height in the free floating
condition are important when considering the suitability of a vessel for drydocking.
(10)
A ship is safe, with regard to stability, once captured by the dock blocks fore and
aft.
If a ship has a large stern trim relative to the dock blocks, then it will have to go
through a large change of trim to be captured by the dock blocks and made safe.
Change of trim is caused by a reactionary force (upthrust) at the aft cut-up. The
greater the required change of trim, the greater the required upthrust.
As well as inducing a change of trim, the upthrust causes an effective rise in ship
KG, and therefore an effective fall in metacentric height.
It is important that a vessel has sufficient reserves of stability in the free floating
condition, to offset the effective rise in KG, and effective fall in GM during the
critical period of a docking evolution.
A reduced stern trim in the free floating condition will result in a reduced upthrust
at the critical instant, and in turn only a small increase in KG, and only a small
reduction in GM at the critical instant.
Q4 - Describe TWO methods of determining the upthrust (P force) during the
critical period. (10)
The approximate upthrust at any point during the critical period can be
determined by the following formulae;
𝑡𝑟𝑖𝑚 × 𝑀𝐶𝑇𝐶
𝑃=
𝐿𝐶𝐹
The upthrust during the critical period may also be calculated by comparing the
mass displacement when free floating, with the effective mass displacement when
partially supported by the dock blocks. A vessel’s transient virtual mass
displacement may be determined by measuring the vessel’s draughts and the dock
water density.
Q5 - Describe methods of improving the initial stability if the GM at the critical
instant is found to be inadequate. (8 or 10)
Reduce required change of trim during the critical period by adding mass forward,
removing mass aft, or shifting mass forward. The fastest solution will typically
involve pumping salt water ballast forward.
Decrease the vessels KG in the free floating condition by adding weight low down,
removing weight from up high, or by reducing free surface effect by minimising the
number of slack tanks. The fastest solution typically involves redistributing salt
water ballast.
Q6 - Describe the measure to be taken to ensure that the stability of the vessel is
adequate when the dock is flooded prior to the ship leaving the dock. (5)
‘It is assumed that the vessel has only very recently been re-floated’
Typically a vessel will not be ready for operation at the end of a docking period.
The vessel is very likely not ready to proceed to sea, and may not even be in a
suitable condition for mooring at a tidal berth.
Watertight and system integrity may still be compromised, and reserves of stability
only slight. The ship should be made operationally ready as soon as possible, by
reinstating watertight and system integrity, and by taking on ballast or cargo to
improve reserves of stability.
Q7 - Explain the virtual loss of metacentric height during drydocking. (12)
As a vessel makes contact with submerged dock blocks an upward reaction force is
generated, known as up-thrust (or suing load). The up-thrust compensates for the
reduction in buoyancy caused by draining of the dock (or lock). As more water is
drained (or pumped) out of the dock (or lock) the up-thrust increases to
compensate.
The reactionary up-thrust acts at the keel, and is equivalent to removing mass
from the bottom of the vessel. When mass is removed from the bottom of a vessel
the centre of gravity of the vessel increases, and increase in the vertical centre of
gravity causes a decrease in the initial metacentric height (GM). Therefore, a
vessel will experience a virtual loss in GM during a docking evolution because a
virtual rise in KG. The rise in KG and loss in GM is ‘virtual’ because the vessels
mass has in actual fact not changed, only the apparent mass and centre of gravity
have changed.
Q8 - Explain why the KM in the freely floating condition, prior to drydocking,
should not be used in the calculation of the GM at the critical instant. (5)
‘This question is flawed’
The reactionary force at the critical instant will cause a virtual loss in mass
displacement, virtual rise in the vessel centre of gravity, and an actual reduction
in displaced underwater volume.
Theoretically GM should be calculated accounting for the actual displaced
underwater volume and the corresponding KM at the critical instant.
In practice, vessels are typically dry docked in a near lightship condition, and KM
typically increases with the virtual loss in mass displacement; therefore assuming a
fixed KM (KM in the free floating condition) is typically pessimistic and is hence a
safe assumption.
Q9 - State the stability measures that should be considered prior to flooding the
dock in order to ensure the safe undocking of this vessel. (5)
Weight changes during the docking period must be captured, and the ship’s
condition modified prior to undocking to ensure sufficient reserves of stability
during the critical period, and no list on re-floating. Undocking is more dangerous
than docking because of uncertainty over mass displacement, centre of gravity,
and watertight and system integrity.
In the freely floating condition the vessel must be stable (have a positive GM), be
upright (have no list), and have a small net stern trim relative to the dock blocks.
The vessel must also be stable (have a positive GM) throughout the critical period;
particularly at the critical instant, the moment when the bow lifts off the dock
blocks.
Q10 - Describe the practical measures that can be taken to improve stability prior
to drydocking if it is found to be inadequate. (10)
See sample solution to Q5
Q11 - Describe how the metacentric height and trim can be adjusted prior to
drydocking so as to improve the vessel's stability at the critical instant. (10)
See sample solution to Q5
Q12 - Explain why the KM in the freely floating condition, prior to drydocking,
should not normally be used in the calculation of the GM at the critical instant. (5)
See sample solution to Q8
Q13 - State the effect of winging out weight on a vessel during the critical period
when drydocking. (4)
Winging out weight increases a vessels radius of gyration, and hence increase its
roll period. A longer roll period may make controlling the vessel with mooring
lines both easier and safer. In practice, reducing roll period is rarely a priority.