What is a dry dock?

Dry docks originated in 200 BC and were used by the Greeks and Romans to
build and repair warships.
Now, A dry dock is a specialized form of docking facility, usually located at
harbors and shipyards, designed to allow ships to be partially or completely
removed from the water for maintenance, repairs, and inspections.
The term can also refer to a verb, It means an action, which we call dry docking,
it is the process of moving a ship out of the water and onto land.
And there is a difference between a dry dock and a normal dock. Docks are used
for loading/unloading cargo and water transportation, while dry docks are
mainly used for shipbuilding and overhauling due to their ability to drain water.
What is the purpose of a dry dock?
A dry dock allows us to fully assess and manage the hull and all mechanical
equipment without the hindrance of seawater.
When a ship is at sea, we do not have access to the parts of the ship that are
underwater, such as the underwater hull and areas that are often submerged.
With drydocking, you can treat the hull of your vessel safely and stably.
Dry docking can also be used for shipbuilding – after all, you can’t build a ship
directly in the water – At dry docks, we can launch the ship into the water after
it has been built.
Finally, it ensures that the vessel remains in optimum condition and has an
extended life cycle, and it is also a regulatory requirement for flag state and
classification society certification.
Ship as good as new after dry docking

How does a dry dock work?

A dry dock is typically a rectangular basin enclosed by left, right, and front
walls, used to hold and work on boats. It can be filled and drained of water by a
floodgate.
To keep a ship upright in a dry dock, dock managers arrange keel blocks on the
floor ahead of time and adjust them according to the ship’s size. They also use
side blocks to support the ship and prevent it from falling over.
Before a ship can enter a dry dock, the basin must be filled with water. This is
done using pumps or by opening a caisson/gate until the water inside is level
with the sea. Once the water level is safe, the ship can enter.
After the ship is in position, the gate is closed, and the water is drained so that
workers can enter and start working.
Cargo ship in dry dock awaiting repairs

What happens when a ship is in dry dock?

Dry docking a ship is a meticulous and costly process, requiring thorough
coordination between shipowners, shipyards, and contractors. So, what exactly
happens when a ship enters dry dock? Let’s learn the dry docking process:
1. Inspections: Rigorous checks are conducted on the hull and machinery,
including propellers and thrusters, to detect any signs of damage or
corrosion.
2. Cleaning: The hull undergoes meticulous cleaning to remove marine
growth and biofouling, ensuring optimal performance upon return to the
water.
3. Maintenance: The hull is blasted to remove old paint and rust, followed
by repainting to protect against corrosion. Other components may also
undergo maintenance procedures.
4. Repairs: Any identified damages, such as issues with sea chests, sea
valves, or other underwater structures, are promptly addressed and
rectified.
5. Upgrades: Opportunities for improvement are seized, with the installation
of new equipment or the modification of existing systems to enhance
operational efficiency.
6. Additional Renovations: Decks, lighting, flooring, and trim may undergo
renovation, while upgrades to appliances, entertainment systems, and
other amenities are also considered.
It’s important to highlight that all repairs and overhauls undergo scrutiny by
Classification Society surveyors to ensure compliance with scheduled class
items.
During dry docking, all non-essential personnel, including passengers, vacate
the ship. Crew members who remain aboard receive basic wages and assist with
tasks such as catering, cleaning, and security, ensuring the smooth progression
of operations.

How often do ships dry dock?

The frequency of dry docking for ships is contingent upon various factors,
primarily the vessel’s age and type. Here’s a breakdown of typical dry-docking
intervals:
• Cargo Ships: Generally, cargo ships undergo dry docking every five
years. However, older vessels may require dry docking every three years
to ensure continued seaworthiness.
• Passenger Ships: According to SOLAS 1974 regulations, passenger ships
must be dry-docked at least twice every five years, not more than 36
months apart, and optimally about every 2.5 years.
The duration of a ship’s stay in dry dock typically spans around two weeks,
although this timeline is subject to the vessel’s specific needs. For instance, the
world’s largest cruise ship”Oasis of the Seas“, took 63 days to update and
amplify, with more than 2,700 contractors working simultaneously in the dry
dock in Cadiz, Spain. In cases where extensive repairs are necessary, dry-
docking periods may extend to several months.
Shipowners are mindful of the financial implications of dry docking, as docking
a ship renders it non-profitable during the maintenance period. Hence,
shipowners prefer to minimize both the frequency and duration of dry-docking
operations.
To address these concerns, almost all the major classification societies offer an
alternative known as the “Extended Dry-Docking” (EDD) scheme. Under this
program, ships can undergo dry docking every 7.5 years by conducting In-Water
Surveys through approved diving companies. However, it’s important to note
that the EDD scheme does not apply to passenger ships, maintaining stringent
safety standards for vessels carrying passengers.
Types of dry docks
Dry docks are available in various configurations to cater to different types of
ships and specific dry docking requirements. Here are the common types:
1. Graving Dry Dock:
Graving Dry Docks are solid, rectangular concrete structures located near
coastal waters. They allow ships to be shifted onto land for maintenance or
repair. This type is popular for accommodating larger vessels and more cost-
effective for similar-sized ships‘ docking needs. While it enables quick access to
required items and saves manpower, the water filling and draining processes are
slow, and docking/undocking procedures are relatively sluggish.
Picture of a ship in Graving Dry Dock
2. Floating Dock:
Shaped like a “U,” floating docks provide flexibility for various scenarios,
including emergency repairs in open waters. They cater to damaged vessels
unable to reach coastal docks and can handle small to mid-size vessels for
routine maintenance. Constructed with steel framing and ballast tanks, floating
docks can be propelled to salvage locations. Advantages include mobility, cost-
effectiveness, and adjustable trim to match the vessel’s trim.
However, they require additional mooring equipment and face operational
challenges during tides or windy weather. Maintenance is also higher due to
exposure to seawater.
Working Principe of a floating dry dock
3. Slipway:
Slipways are inclined ramps or tracks facilitating the launching and retrieval of
small ships or vessels onto land for maintenance, repair, or storage. They offer a
cheaper alternative to traditional dry docking for ship upkeep. The process
involves clearing the slipways, deploying airbags or wheel pallets, and using
cranes, forklifts, or slip winches to pull the vessel out of the water. Once repairs
are completed, vessels can be quickly undocked.
An OSV vessel is being launched from the slipway
4. Syncrolift:
Syncrolift represents a modern dry docking solution that serves as both a dry
dock and a launching platform. It features a platform equipped with winches
and anchor chains that can be raised and lowered vertically. When a vessel sails
into the platform, it’s secured by various support elements, and the platform is
lifted out of the water to dock level. This process ensures safety and efficiency
in dry docking operations.
Syncrolift looks like a giant elevator
5. Boat Lift:
Boat lifts are specialized equipment designed to elevate boats out of the water,
keeping them suspended above the surface. Commonly used by marinas or
individuals, they are suitable for small boats and yachts. Boat lifts prevent
corrosion, prolong service life, and facilitate cleaning and maintenance. Mobile
boat lifts offer flexibility with self-propelled functions, enabling easy
transportation of small boats in ports.

How to choose a dry dock for your vessel?

Selecting the appropriate dry dock for your vessel is a critical decision that
requires careful consideration to ensure a successful outcome. You need to be
aware of this:
1. Seek Professional Assistance: Engage a reputable maritime services
company to manage your dry docking project. Their expertise can
streamline the process and mitigate risks.
2. Evaluate Key Factors: Consider crucial factors such as the budget,
shipyard’s reputation, your vessel’s size & condition, repair types, and
schedule.
3. Book in Advance: Reserve a dock well in advance, preferably several
months beforehand, to secure availability. Popular shipyards like CSBC
Kaohsiung Shipyard, Gotaverken, and Gunsan Shipyard are preferred
choices but may experience high demand.
4. Choose the Right Type of Dock: Select the appropriate type of dock
based on your vessel’s size and specific needs. Graving dry docks are
suitable for larger vessels, while mobile ship lifts are ideal for smaller
boats or yachts. Floating dry docks offer flexibility for sudden dry
docking needs, while shore-based docks are preferable for major
renovations or overhauls.
5. Plan Schedule: Arrange your sailing route and timing carefully, ensuring
that cargo is unloaded before entering the dock, and is not far from the
scheduled dock. This minimizes docking time and cost.
Who is responsible for dry docking?
Determining responsibility in the dry docking process is crucial to mitigate risks
and prevent unnecessary damage to the vessel. But who holds accountability in
case of accidents—shipowner or the shipyard?
Typically, both the shipowner and the shipyard share responsibility for damages
arising during dry docking. While the master assumes responsibility for the
safety of the vessel and crew in their presence, in their absence, this
responsibility shifts to the shipyard.
Today, shipyards often assign specific maintenance tasks to subcontractors via
contractual agreements. For example, marine insurance company Gard has
detailed the issue of liability allocation in a circular for your reference.
Alternatively, you can choose to hire your own contractor to ensure
transparency and accountability throughout the process.
Failure to establish clear delineations of responsibility in the contract can lead to
significant complications. As a ship owner, it’s imperative to proactively
manage these issues. Before dry docking, submit the vessel’s docking plan,
negotiate and sign a comprehensive contract, and explicitly define responsibility
for any damage incurred during repair or maintenance work.
To safeguard your interests, stipulate the maximum compensation amount in the
contract and reach a mutual understanding with both the shipyard and
contractors involved. Clear communication and meticulous contract
management are essential to minimize risks and ensure a smooth dry docking
process.
Conclusion
Above is the important knowledge about dry dock that we have introduced to
you. OUCO stands as a premier manufacturer of marine equipment in China,
with our port cranes widely utilized in renowned shipyards and dry docks across
the Middle East, Europe, and the Asia-Pacific region. During dry docking
periods, we assist our customers by installing and replacing winches, marine
cranes, and other equipment for their ships.
Moreover, China boasts the world’s lowest dry docking costs, making it an
attractive option for shipowners. If you’re considering dry docking in China, we
offer valuable advice and access to a range of shipyard options. How can we
assist you? Don’t hesitate to reach out with your inquiry!
SCOPE OF DRY-DOCKING, INSPECTION AND REPAIR TO BE
CARRIED OUT
(1)BOTTOM INSPECTION AND CORRECTIVE ACTION AS
RECOMMENDED BY CLASSIFICATION SOCIETY SURVEYOR.
SCOPE OF DRY-DOCKING, INSPECTION AND REPAIR TO BE CARRIED
OUT.
• This is the first visit of the surveyor on the ship. This inspection is carried
out as soon as the water is pumped out and the dock is dry, with the ships
bottom scraped free of barnacle growth. This inspection is usually carried
out during daylight hours especially after daybreak.
• In case the ship docks late in the night the inspection will be carried out
on the following morning. The attending superintendent along with
Master ,C/E, C/O, and 2/E will enter the dock and go around the ship
from forward to aft. Duration of this inspection is about one hour. The
yard attending repair manager will also be present during this inspection.
• This is a general inspection and any noticeable defects will be further
examined and corrective action taken accordingly. Normally the defects
noticed are of two types:
(a) Dents which are deep and spread over a small area are further examined
internally to note the extent of damages to stiffeners fitted internally so that the
damaged portion of the stiffeners /stiffener are renewed along with the dented
shell plating.
(b) Areas of shell plating which have eroded and wasted badly are tobe U.S .
gauged and if needed renewed to the extent required.
(2)BOTTOM PREPARATION AND PAINTING AS PER COMPANY‘S
PAINTING SPECIFICATIONS.
• This is the first objective in dry docking , commences on the first day and
continues till almost to the last day in dry dock. On the first day the areas
requiring grit blasting are decided by the superintendent in consultation
with the paint suppliers technical officer and the yard’s painting
department manager.
• The areas where heavy grit blasting are required on an average are as
follows :
(a) Top sides about 40% of the total top side area. After grit blasting two
coats of primer paint put each coat 30 microns.
(b) The Boot top about 60% of the total belt area consisting of the wind
 and weather strakes extending from summer load line to L.W.L . After
grit blasting to apply two coats of primer paint each coat 40 microns.
thick.
(c) On the bottom side the grit blasting area is negligible and at the most
does not exceed about 5%. Two coats of primer paint must be applied on
the blasted areas.
(d) The full painting specification now as an example is as follows
Top side:- Two coats primer paint each coat 40 microns thick and two
coats finish paint, 40 microns thick, each coat.
Boot Top:- Two coats primer paint each coat 40 microns thick, two coats
finish paint ,each coat 40 microns thick. Anti fouling paint one coat 40
microns thick.
Bottom:- Two coats primer paint 40 microns thick each coat. Two coats
finish paint 40 microns thick each coat. One coat anti fouling paint 40
microns thick.
• During the painting process the paint suppliers’ technical officer checks
the coating thickness using a paint thickness gauge which is a strip of
plating about 3 mm thick with markings which whilst scrapping the half
dried paint indicates the thickness by the thickness noted on the plate
gauge.(Refer to Fig below). The paint is applied by airless spray nozzles.
The Technical officer also inspects the blasted strakes before the primer
paint is applied.
Paint thickness gauge
(3) ANCHOR CABLES RANGING AND CALIBRATION.
• Both the anchors along with their cables are lowered into the dock bottom
and the chains are ranged to enable the chains to be calibrated.
• The diameters of the links are checked and noted and shown to the
surveyor.
• Links on any chain length which have wasted are discarded by renewing
the chain length utilizing the spare chain length.
• The ship always carries one spare length as per regulations. This length is
attached to either the port or starboard anchors.
• It is a good practice to turn the chains end to end at each dry docking so
that the link wear is uniform.
(4) CLEANING AND PAINTING OF CHAIN LOCKER.
• The chain wells are cleaned of mud and accumulated water and painted
with a slow drying chlorinated rubber based paint. This work can only be
 done in dry dock since the anchors and chains are taken out into the dry
dock.
(5) BUILDING UP THE HAWSE PIPE CAST STEEL COLLARS AT
BOTH ENDS.
• Due to the frequent rubbing of the chain links on the collars during
anchor dropping and heaving up the anchors, the collars get heavily
grooved and if neglected can cause damage to the hawse pipes. Hence
this work is done during dry docking when the hawse pipes are free of the
chains.(Refer to Fig below).

Anchor chain hawse pipe

(4) ECHO-SOUNDER TRANSDUCERS CLEANING AND CHECKING
OF WATER TIGHT TERMINAL BOXES
• The echo sounders are serviced and the cables are checked for continuity
and earth after cleaning the connections in the terminal box. The
transducer plates are cleaned and a coat of fish oil applied on the
transducers.
(5) SPEED LOG / SAL LOG OR DOPPLER SPEED LOG
• The ship may be fitted with a Doppler speed log or a Sal log in the case
of older ships. These equipments are to be serviced and calibrated.
 • The dry dock provides the best situation for verification since any
transducers fitted underwater can be thoroughly checked and renewed if
they are faulty.
(6) SACRIFICIAL ZINC ANODES OR IMPRESSED CURRENT
SYSTEM
• All zinc sacrificial anodes are to be renewed. Most of them would be
completely wasted, if any un-wasted anodes are found they are not of
good quality and hence must be renewed.
• The number of zinc anodes should not be reduced as they are calculated
as a total quantity of zinc to be distributed all over the hull surface
especially on the bilge keels, the stern portion and on the rudder.
• The total mass of zinc used is proportional to wetted surface area of the
ship and the mass of the propeller.
• If the ship is fitted with an impressed current system then it must be
serviced and calibrated.
(7) SEA CHESTS CLEANING AND PAINTING.
• All ships are fitted with at least 2-3 sea chests in the machinery space
area. They are high sea suction , the low sea suction and the emergency
fire pump sea suction.
• Their suction grids are to be dismantled and cleaned.
• The internal surface of the chests have to be scraped clean of all growth.
• In case of doubt the casing plate thicknesses have to be gauged for
thickness and renewed as necessary.
• After cleaning they are to be painted in accordance to the ships hull
painting specification.
• Zinc anodes in the sea chests are to be renewed.
(8) SEA SUCTION AND DISCHARGE VALVES OVERHAUL AND
SURVEY.
• All sea suction and discharge valves are to be overhauled at every dry
docking. Every alternate dry docking they are surveyed.
• The air and/or steam connections to the suction boxes must be checked
and any defects also attended.
 • Many shipping companies also overhaul the main intermediate valves and
attached mud filters.
(9) SANITARY STORM VALVES OVERHAUL AND THEIR SURVEY.
• All storm valves flaps will be dismantled, their leather washers renewed
and defective hinge pins renewed.
• The soil pipes will be inspected for any signs of excessive corrosion,
cracks and necessary renewals carried out.
• The provision of storm valves is a mandatory requirement under L.L
Regulations even if the ship is fitted with a sewage treatment plant.
(10) DAMAGED PORTIONS OF BILGE KEELS TO BE RENEWED.
Any portion of the bilge keels which are found damaged will be suitably
renewed.
(11) RUDDER PINTLE CLEARANCES, JUMPING CLEARANCE, ANY
REPAIRS AND HYDRAULIC TESTING
• The rudder bottom plug is opened out in dry dock. If accumulated water
comes out, it indicates the rudder plating is cracked and hence sea water
has found its way into the rudder making it heavy causing the rudder
movement sluggish. Hence the location of the damage has to be found out
and then suitably repaired.
• For this the rudder top plug is opened, The bottom plug refitted and
rudder filled up with water through top plug. The location of the damage
will be found out by water seen leaking out from the hole/crack. Suitable
repairs can now be carried out and finally an hydrostatic test can be
carried out by filling water into the rudder through a flexible rubber tube
fitted at the top plug and a funnel at the end of the rubber pipe , with the
funnel held at the summer load line level.
• This test proves the tightness of the repair when the rudder internally is
subjected to head of water up to summer load line. The internal surface of
the rudder is now painted by a process of paint displacing the water,
whereby the paint resting on the water surface spreads all around
internally whilst the water level is being lowered through the bottom
plug.
• This method is called float coat method using a rubber based paint of
lower density and slower drying rate. All paint manufacturers supplying
ship’s paints make this kind of paint.
 • The pintle bush clearance for top and bottom pintles are to be measured
using long feeler gauges.The allowable pintle bush clearance is 1.5 mm
for pintle dia up to 200 mm. For dia exceeding 200 mm the clearance is
proportionately increased.
• If the clearances are excessive the bushes are to be renewed after
dismantling the rudder. The clearances are taken at port , starboard,
forward and aft and the maximum of these is the clearance.
• The rudder drop is measured using the rudder trammel gauge , but many
ships are not not checking the rudder drop since the verification of
jumping clearance gives the same information.
• The verification of jumping clearance is carried out by comparing the
clearance at the jumping bar under the rudder skeg with the clearance at
the steering gear X- head .
• The clearance at the X-head should be more than the jumping clearance
to prevent the X- head interfering with the Rams and damaging the Rams.
Jumping clearance can increase by wear of the rudder pedestal bearings
or by the jumping bar falling off the rudder if the welding holding the bar
has given way . If the pedestal bearing has worn off the rudder is to be
jacked up and the pedestal bearing halves dismantled, the bearings built
up by welding and suitably machined.

Checks to Perform on Ship before Coming out of the Dry

Dock
Dry dock is like a routine health check up for ships so that they live a long and
healthy life. Dry dock schedule of every ship is laid down by the administration
and every ship owner and operator has to follow the rules.
As much important it is to check conditions required for entering a dry dock, so
much important it is to consider checks need to be done before the dock is
flooded and ship is taken out of the dry dock. Let’s find out the exact procedure
to be followed on a ship coming out of the dry dock.
It is extremely important to maintain a checklist of things and procedure to be
done before undocking and not to miss any vital point which will lead to delay
in undocking.
Following things must be checked by a responsible engineer and deck officers
before water is filled up in the dock:
• All Departments in charge to confirm that repairs assigned under their
departments are completed successful with tests and surveys are carried
out
• Check rudder plug and vent and also check if anode are fitted back on
rudder
• Check hull for proper coating of paint; make sure no TBT based paint is
used.
• Check Impressed Current Cathodic Protection system (ICCP) anodes are
fitted in position and cover removed
• Check Anodes are fitted properly on hull and cover removed (if ICCP is
not installed)
• Check all double bottom tank plugs are secured
• Check all sea inlets and sea chests gratings are fitted
• Check echo sounder and logs are fitted and covers removed
• Check of propeller and rudder are clear from any obstruction
• Check if anchor and anchor chain is secured on board
 • Check all external connection (shore water supply, shore power cables)
are removed
• Check inside the ship all repaired overboard valve are in place
• Secure any moving item inside the ship
• Check sounding of all tank and match them with the value obtain prior
entering the dry dock
• Check stability and trim of the ship. Positive GM should be maintained at
all time
• If there is any load shift or change in stability, inform the dock master
• Go through the checklist again and satisfactory checklist to be signed by
Master
• Master to sign authority for Flood Certificate
• When flooding reaches overboard valve level, stop it and check all valves
and stern tube for leaks
• Instruction to every crew member to be vigilant while un-docking
What Is a Dry Docking Inspection?
A dry dock is a structured area that allows water to be drained out to provide
access to a ship’s hull, bottom and machineries that are otherwise underwater. In
addition to allowing for hull, propeller and rudder maintenance and repairs, dry
docks are also useful for performing thorough inspections of vessels.
The size and condition of a vessel should factor into the choice of dry dock. The
two main types of dry docks are floating and graving docks. Floating docks are
often located away from ports in harbors and can travel to ships. Graving docks
are attached to land within harbors, and ships must travel to these dry docks.
Why Use a Dry Dock List?
A checklist of procedures to be carried out during dry docking can ensure that
necessary maintenance and repairs take place. Inspectors often rely on
checklists or questionnaires developed by industry-specific marine
organizations or based on transportation regulations. A checklist for dry docking
preparation could be broken down into four broad stages:
• Prepare to dry dock: Refer to a checklist to plan how a ship will dry
dock, factoring in vessel and dock design.
 • Develop a docking plan: Dry docking companies work with marine
enterprises to produce docking plans with detailed calculations about the
height, weight and structure of a vessel.
• Factor in stability conditions: A ship must be stable during dry docking
on keel blocks, which requires accurate weight distribution calculations
and analysis of the stability condition prior to starting the docking
process.
• Get ready for arrival: A checklist can make it easier to ensure that
stability conditions have been achieved and other preparatory measures
are taken before docking.
Breaking down the steps a crew needs to take in advance of dry docking allows
for a smooth pre-inspection procedure. Planning can reduce the risk of vessels
sustaining damage during dry docking and ensure that dry docks can
accommodate the needs of crews and inspectors.

When To Schedule Dry Dock Maintenance

In accordance with requirements of the Safety of Life at Sea Convention of the
International Maritime Organization, merchant vessels require a complete
survey of the hull in a dry dock twice within a five-year period, with an
intermediate survey within no more than 36 months.
The bottoms of passenger vessels must be inspected annually, and two of these
inspections must be carried out in dry dock within a period of five years. Three
years is the maximum interval between inspections of the bottoms of passenger
vessels.
Maritime enterprises should factor in relevant regulatory requirements when
scheduling dry docking into workflows. Maintenance and repairs can take place
while a ship is dry docked, and dry docking is also periodically required for
inspections. Operators and masters can plan ahead to minimize the downtime
during which maintenance and inspections take place.

What a Dry Docking Inspection Checklist Should Cover

Dry docking checklists can be useful for engineers, officers and crews of
vessels. Ships are complex structures with lots of equipment that requires
inspection and maintenance. Digital checklists can guide crews through
preparations for an inspection.
Here are four broad categories of processes and tasks to account for during dry
docking:
• Crew member duties: Crews are typically tasked with maintaining
minimum ballast condition, keeping the aft trim, ensuring the vessel is
moored and monitoring the stability of the vessel. It is also necessary to
pump out the ballast once a ship is sitting on blocks, prepare to connect to
shore power, de-ballast tanks and remove drain plugs.
• Vessel hull maintenance: The construction of the hull is checked for
damage, including visible damage and thickness testing. Dry docking also
allows for high-pressure washing, blasting and hull painting.
• Propeller and rudder: Some components of the ship cannot be seen
underwater. Dry docking allows for repairs to take place that would
otherwise require underwater welding with advanced machinery or other
more complicated maintenance and repair methods.
• Anchor and chain: Vessel stability components are typically made of
iron and may corrode over time with use. Dry docking is a safe
opportunity to maintain or replace essential equipment.
Fluix makes it easy to distribute distinct checklists to different crew members
and obtain proof of inspection or maintenance in the form of signed and dated
forms. This platform also facilitates data processing and reporting, which can
guide further inspections. Barge and vessel inspectors may also use checklists
based on industry-specific or regulatory requirements that can be referenced to
refine on-board processes.

Why Plan Ahead for Ship Docking

A dry docking plan should take the structure of a ship into consideration. Noting
the hull structure and echo sounder and drain plug locations can allow for safer
and faster dry docking maintenance and inspections. Factoring in the weather
forecast can also be helpful for making dry docking go according to plan.
Dry docking plans should also account for stability conditions to determine the
proper positioning of keel blocks. Crew checklists should ensure that a vessel
adheres to stability conditions in preparation for arrival at a dry docking port. A
detailed docking plan that factors in ship specifications can also reduce the risk
of capsizing during undocking.
What Goes On During Dry Docking
Dry docking is required for periodic inspections of merchant and passenger
vessels. Transport vessels of other types may also be required to dry dock in
order to comply with inspection requirements set by relevant regulatory bodies.
A dry docked vessel is also in an ideal position for many types of maintenance
and testing that are harder or impossible to perform while a ship is on the water.
Thickness gauging and equipment testing typically take place during dry
docking. Access to the hull and bottom allows for high-pressure washing,
blasting and painting of the hull to minimize corrosion. Maintenance or
replacement of the anchor and chain can also take place during dry docking.

Ways To Lower the Cost of Dry Docking

Organizations should plan ahead and do cost grouping and set parameters in
advance of dry docking. Breaking down parts expenses into categories can be
helpful, and workflow management tools can be used to assign repair yard tasks
and processes. Recent advancements in technology allow for faster and more
thorough nondestructive testing and robotic scanning. Getting the most accurate
idea of the likely scope of maintenance or repairs as quickly as possible can
reduce the amount of time a ship spends docked and out of commission.
The longer a ship spends dry docked, the higher the docking fees. The scope of
maintenance or repairs determines repair yard costs. Other expenses associated
with dry docking include the costs of an agency, classification surveyor, stores,
repair and maintenance and necessary spares. While some costs are
unavoidable, maritime operators and masters can find ways to manage the cost
of safe operation and regulatory compliance.

Workflow Solutions for Dry Docking

Dry docking is a regularly scheduled procedure for merchant and passenger
vessels. Industry-specific barges and vessels may also need to use specialized
dry docks to accommodate maintenance, repairs and inspections. A workflow
management platform that simplifies automation, data reporting, form building
and filling, and audit and compliance measures can equip marine enterprises
with useful systems for dry docking.
In addition to scheduling dry docking and adjusting workflows accordingly,
enterprises can use Fluix to distribute digital dry docking checklists, automate
documentation processing and provide proof of compliance during inspections.

Tail shaft survey

The propeller and stern tube assembly is an independent survey from the
docking survey. The survey would typically include the complete withdrawal of
the propeller and tail shaft. It could consist of an examination of the following,
as applicable:
• Visual inspection of the propellor
• Fasteners and leak tightness of the hub and blades would be carried out
on the controllable pitch propellers
• Dismantling of the CPP may not be carried out unless considered
necessary by the surveyor
• Wear down measurement and recording of the aft bearing
• Aft stern tube seal leakage testing and recording
• Propellor nut and threaded end of the tail shaft
• Propellor cone, key and keyway
• The use of an efficient crack detection method on the aft end of the
cylindrical part of the tail shaft and part or all of the tail shaft taper
• Where the propellor fitting is by solid flange coupling, crack detection to
be carried out on the flange fillet area of the tail shaft
• Tail shaft in the way of stern tube bearings
• Stern tube bearing(s) clearance measurements.
On re-assembly, the following is noted:
• Propellor push up distance and hydraulic force
• Wear down measurement and recording
• Aft stern tube seal leakage performance
• Refitting of any rope guards/cutters.
Rudder survey
The survey can be carried out with the rudder attached but may be removed
anyway as part of the tail shaft survey. The examination could include the
following, as applicable:
• Visual inspection of the rudder
• Visual inspection of the pintle(s)
• If considered a necessity by the surveyor, the rudder is lifted or inspection
plates removed to allow access for assessment of the pintle
• Visual inspection of the rudder stock
• Visual inspection of the stern frame
• Ascertain and record clearances in the rudder bearings
• Pressure test the rudder as deemed by the attending surveyor.

Dry Dock Activities

A wide variety of tail shaft and rudder arrangements exists across different sizes
and types of vessels. The sections below describe activities for typical dry dock
procedures.
Tail shaft dry dock procedure
• Check the stern tube for oil leakage
• Cut off the rope guard and note any fouling by fishing nets or
cables/ropes
• Measure the wear down, ensuring a mark is made on the liner to identify
where the wear down measurement was taken. Ensure the relative
position between the gauge and seal housing is marked so that the gauge
is tightened to the same extent on the next measurement
• Drain the stern tube oil
• Partially disassemble aft seal
• Remove propellor cap, propellor nut, then propellor
• Inspect blade surfaces for erosion, pitting, impact damage, and bending.
Inspection should be focused on areas in line with classification society
requirements
• If deemed necessary, the propellor should be repaired by an appropriate
method
• Take measurements of the propeller and compare with previous records
• For controllable pitch propellers, check the blade movements and zero
pitch settings concerning the wheelhouse. Check for hydraulic oil
leakages and security of fasteners on the blades and carriers
• If tail shaft removal is required, disassemble the aft seal, forward seal and
coupling to the intermediate shaft
• Withdraw the tail shaft
• Perform visual inspection and NDT (as required) on the tail shaft, stern
tube and stern tube bearings
• Check for fractures at the weld connections on the propellor boss, tail
shaft brackets and stern frame
• Refit the tail shaft and re-couple at forward end according to procedure
• Refit the propellor
• According to the procedure, after a correct and recorded propellor push–
up (fitting) has concluded, tighten the hydraulic propellor nut. Ensure that
the hydraulic hose connection bores on the hub and nut are suitably
sealed and fitted with their plugs. The plugs should be locked in position
 • Fit propellor cap with gasket and ensure the void space within the gap has
been filled with grease or tallow. Finish with cement in the securing bolt
recesses to ensure a smooth finish. It is common for the propellor to be
polished
• Secure the aft seal housing and liner, ensuring the bolt heads are locked
by a suitable method locking two bolts at a time.
• Following the seal makers’ recommendations, adjust as necessary, the
concentricity between liner and shaft and concentricity between the liner
and seal housing. Complete this for the forward seal also
• Complete the build of both forward and aft seals and test for functionality
and leaks following the maker’s instructions
• Ensuring the liner is the same position as previously marked take the
wear down readings and record. The liner must be in the same position as
some eccentricity may exist in the liner that can affect the outcome of the
measurements
• Before attaching the wear down gauge ensure the hole is clean and the
gauge is tightened to the same level as the previous measurement, by
aligning the previously made marks
• Securely weld the rope guard in position and attach the rope cutters in
line with the maker’s instructions
• If the vessel is fitted with and Impressed Current Cathodic Protection
system (ICCP), ensure the epoxy shields around the anodes are done.
Conduct an insulation test
• In addition to the ICCP system, zinc anodes are fitted around the stern
area. They should be checked for wastage and renewed as necessary. It is
advised not to fit anodes around the stern boss directly in front of the
propellor so as not to create turbulence in the water flow to the propellor

Rudder dry dock procedure

• When the dock water is initially pumped out, check to see if water is
coming out of the rudder, thereby identifying if the rudder has been
breached
• If the rudder appears breached internal parts of the rudder may be
corroded. Open the bottom plug and drain the rudder
• Pressure test the rudder according to specification
• Dependent on levels of corrosions/pitting, thickness gauging may be
required
• Zinc anodes are fitted on the rudder blade. They should be checked for
wastage and renewed as necessary
• Measure the clearances of all bearings. Check longitudinally
(Forward/Aft) and transversely (Port/Starboard). It is generally found that
a pintle bearing wears quicker than a neck bearing. Pay attention to the
amount of wear and consider a bearing replacement if necessary.
• Standard clearances for both pintle and neck positions is 1 – 2mm
• Check the Rudder jumping clearance. The average clearance between the
jumping stopper and the rudder is 2-3 mm and is measured using a
thickness gauge. If the clearance is large, it can be assumed that the
rudder has dropped down. This must be considered against the maker’s
limits in the steering gear machinery
• At the rudder carrier, check the bolt torques connecting the carrier to the
deck and check for cracks in the deck adjoining fastening positions
• Check the true position of the rudder when compared to the rudder angle
indicator to check for any differences resulting from bending or
deformation
• The rudder blade, rudder horn and rudder stock must be checked for
deformations. Excessive deformation may manifest itself as excessive
clearances
• Check for fractures at the weld connections on the rudder horn.
• Inspect corrosion and erosion levels in the rudder and rudder horn plating,
paying attention to the welds
• The rudder may be removed for remedial repairs or sometimes to enable
removal of the propellor
• If the vessel is fitted with and Impressed Current Cathodic Protection
system (ICCP), ensure the epoxy shields around the anodes are done.
Conduct an insulation test
 • In addition to the ICCP system, zinc anodes are fitted on the rudder.

Dry Dock - Anchor Chain Cable Inspection

Anchor Chain Inspection in Dry dock

During an anchor chain inspection, the chain cables should be ranged out on the
dock floor and visually inspected for wear and the link diameter is measured
.Generally the overhauling of each shackle has been omitted .All anchor chains
are stud chains .

Chin rinks are made of steel bar or cast steel. In case of ULCC and VLCC
almost all are of cast steel.
Anchor Cable Accessories
1) Anchor shackle
Large shackle used for connecting the chain cable and the anchor
(2) Joining shackle
AS above mentioned, shackles used for connecting two chain cables; if studless
end links are not provided at both ends , this shackle cannot be used.
(3) Kenter shackle
Shackles used for connecting a chain consisting of common links only
and no end links.
This shackle has a split construction, therefore, it can be used to connect a
broken chain, irrespective of where the break has occurred. It is more expensive
than the joining shackle; dismantling this shackle is a little difficult.
(4) Swivel
Swivel is ijoined close to the anchor, it has the role of preventing twists in the
chain cable due to its rotation. If a swivel is not provided in the chain, the links
in the chain may be twisted
Length and Joining
The length of chain is defined as the distance between the inside edge of the
link at one end and also the inside edge of the link at another end is 27.5 m.
These chains are joined with shackles to form a length that complies with the
requirements of the Equipment Number. The number of links in a chain is an
odd number so the shackle always comes at the same position on the gypsy
wheel of the windlass. To remove the twists of chain cable, a swivel piece is
sometimes connected between anchor and the chain cable. The number of links
in the swivel piece is even number

Matufacturing process
Welding : The almost all chains are made by electrically welding.
Casting steel :The big chain for ULCC and VLCC is manufactured by
casting.
By casting different strength steel chain can be made.
Strength
There are three kinds of chain cables depends on the maerial as follows:
1) Normal strength
2) High strength
3) Extra high. strength

Kind of chain cable

There are two kinds of chain cable depends on the joining means.
(1）With end and enlarged link at both ends
When connect using a ordinary joining shackle, both end links do not have
studs for inserting the head of shackle. Then the diameter is bigger than the
common link.The links of both ends are called end link and the next one to
the end link is called second link. Both links have a bigger diameter
.Without the two links at the ends, all other links are called common links.
(2) Common links only
When connection using a kenter shakles, there are neither end link nor
second link. All are common links.

Connection of Chain Cable

The length of anchor chain cable is 27.5m. So it is necessary to jion each other
using shackles. There are two type of shackles.
One is a joining shackle and the others is a kenter shackle
Joining shackle inspection
When the chain is connected with joining shackle, the ends of the chain cable
have no end links so that the head of the joining shackle can pass through. The
second link (enlarged) is an intermediate link used for connecting the end link
and the common link.

Discard if reduction in diameter exceeds 12% in the area shown.

Kenter shackle
When the chain is joined with Kenter shackle, chain cable has neither end link
nor second link. All chain cable consists of common links only.
The construction of this shakle is not a simple like the joining shackle and more
expensive . But it is very useful because the chain can be joined at any position
when it is broken. In case of chain is connected with joining shackle and broken
at the common link, it is impossible to join the broken common link with the
jionung shackle. So in case of all chains connected with joining shackle,
generally the ship has one or two kenter shakles to join the broken common
link.

Dismantling of kenter shackle

(1) Pull out the taper pin
(2) Remove the stud
(3) Dismantle the two parts of the link by sliding them apart; however, if rust
has formed the parts, slide the parts is very difficult ; therefore, sometimes
opening?up may be omitted .
Assembling the Kenter shackle is by reversing procedure. But , if the top and
bottom of the stud are not assembled correctly, the taper
pin cannot be inserted.

4) Swivel he points to be checked in the swivel

are: wear at the neck; if wear is excessive, the eye piece might work loose and
drop off, causing the anchor to fall into the sea. Either the swivel should be
taken to the manufacturer's works to replace the eye piece, or the entire swivel
should be replaced.

swivel eyelet axle wear down, consideration should be given to replacement

where the maximum lateral movement equates to 5% of the eyelet axle
diameter
Damage to Chain and Check Point during Inspection

1 Links
Maximum Axial Stud movement – 3% of cable diameter

Maximum Lateral Stud movement – 5% of cable diameter

Maximum gap between Link and Stud – 3mm

Where studs are missing from the anchor cable, the lengths of affected cable
should be
replaced

loose studs exist, the affected cable should be replaced, or where considered feasible,
welded as per proposal submitted and procedure based on material.The stud should be
welded at the end opposite to the flash butt weld of the link and it should be welded
completely around the circumference

Proposal for repair is to be submitted to the Surveyor including a qualified

welding procedure.
Acceptance of the proposal is based on the condition of the link to be repaired
and of remaining links.
Welding is to be performed by qualified welders

Welding consumables used are to be approved with grading 3 or 3Y. For Grades
1 and 2 chain cables consumables should have low hydrogen grading H15 or
better and for Grade 3 chain cables a very low hydrogen grading of H5 or better.

A preheating temperature suitable to limit hardness and to prevent the risk of

cold cracks is to be applied. In general the following applies:
 - Grade 1 and 2: 100°C
- Grade 3: 175°C

The welding practice and the welding parameters are to be selected to permit a
large single weld deposit to be made. A temper bead at the stud side is allowed
and may be advisable depending on the link grade.

After welding, links should be wrapped to allow a slow cooling.

Testing includes NDT examination of welds and hardness test as applicable - as
decided by the class surveyor .

(1) Breaks
A chain cable is broken at the shoulder part of a link due to shearing force as
shown below. If the link breaks at the parallel part, it is due to a welding defect.
If the link breaks the chain and the anchor drop into the sea. In this case lost
chain cables and anchor should be discovered and pull up from the seabed.
unless otherwise ancor and chain cables should be renewed.

In Grade 2 flash butt chain of diameter 32 mm, broken links have no big
deformation.
A fully welded chain elongates adequately and breaks at the shoulder (A) due to
shearing. Depending on the impact, the link might also break at (B) and the stud
might be separated
If welding is defective, the link break at the welded section.

Bending and twisting

Sometimes bending or twisting happens in the links near the anchor in a chain
with no swivel. This occurs when the anchor rotates while it is suspending. In
case of excessive bending or twisting, the chain cannot pass the gypsy wheel of
the windlass; In this case it has to be taken to the manufacturer and repaired.

Blow hole
In case of cast steel chain, sometimes blow holes appear on the surface,
Dormant during inspection at the manufacturer's works. Blow holes normally
appear in a solid link or in every joining link .A chain with blow holes, should
be taken to the manufacturer's works and proof tested to the specified load .
They can be re-instated , if there is no change in strength characteristics.
Hawse Pipe and Chain Pipe
hawse pipe and chain pipe have to be carefully examined. Sometimes crack,
deform and heavy corrosion are found.Hawse pipe wear at the ends , where the
anchor chain makes contact , should be built up , if grooved.

13.6 Chain Locker

Chain lockers , should be treated as an enclosed space and all precautions for
ventilation , followed by de- mucking to be done before inspection.Shell plates,
especially the bottom of chain locker at the seams and chain pipes are to be
thoroughly inspected , and as per the age , thickness measurements to be carried
out(part of special survey) and renewed as necessary.
Chain pipe to be checked for wear and re-built as necessary.
Chain guide wear below windlass to be rebuilt as necessary.
Bitter end of the chain is to be observed and any wear down of the pin , should
be re-built as per advise of class surveyor.
All piping condition to be checked and renewed as necessary.
.
 DOCKING SURVEY CHECKLIST
Name of the Ship : IR. Number :
Port of Registry : Report No. :
SHELL PLATING
Side, bottom, stern & bow plating examined to confirm that these are in satisfactory condition
SHELL OPENINGS
Plating, fittings & connection in way of shell openings examined to confirm that these are in satisfactory condition
STERN FRAME & RUDDER
Stern frame & rudder examined to confirm that these are in satisfactory condition. The clearance in the rudder bearings
satisfactory.
RUDDER BEARING/BUSH CLEARANCES
{Attach the additional notes mentioning rudder bearing/bush clearance here. Recommended to mention the values in the below prescribed
format
Neck Bush: ----------------------------------------------------------------------------------
Pintle Bush: ---------------------------------------------------------------------------------}
SEA INLETS AND DISCHARGES & OTHER OPENINGS
i) Sea inlets and discharge openings in shell and particularly the shell plating in way liable to excess corrosion examined to
confirm that these are in satisfactory condition.
ii) Confirm that the gauging requirements of shell plating in way of OBD opening for vessels from SS No. IV onwards carried out.
PROPELLERS
Propellers checked for erosion, pitting, cracking of blades or possible contact damage. Fastenings & gratings examined to
confirm that these are in satisfactory condition
CONTROLLABLE PITCH PROPELLERS
For controllable pitch propellers, fastenings and tightness of hub and blade sealing examined to confirm that these are in
satisfactory condition.
OTHER PROPULSION
Exposed parts of steerable propellers, azimuth thrusters, side thrusters, vertical axis propellers and water jet units are to be
examined for satisfactory condition. Confirm that manufacture recommended routines, if any have been carried out
satisfactorily.
(Note: If the underwater housing/shaft is not made of corrosion resistant material & exposed, checking of sealing’s and shaft to
be carried out as per manufacture instructions).
SEA CHESTS & GRATINGS
i) Sea chests and their gratings, sea connections and overboard discharge valves and cocks and their fastening to the hull and
sea chests examined to confirm that these are in satisfactory condition.
ii) Confirmation that the corrosion protection system in way of sea chest (Anodes etc.) is in satisfactory condition.
iii) Confirm that the gauging of sea chest plating carried out (for vessels from SS No. IV).
(Valves and cocks need not be opened up more than once in a special survey period unless considered necessary by the
surveyor)
CONDITION OF OIL GLAND/S
Oil gland/s (approved type) found tight when examined under a head of oil
STERN BUSH CLEARANCE / POKER GAUGE READINGS
Confirmation that stern bush clearance / poker gauge readings recorded below are considered to be satisfactory.
{Attach the additional notes mentioning stern bush clearance / poker gauge readings here. Recommended to mention the values in the below prescribed format
Previous readings (date:----): -----------------------------------------------------------------------------------------------------------------
Present readings (date:----): -----------------------------------------------------------------------------------------------------------------}
GENERAL CONDITION
Examination of the ship as far as practicable in order to confirm her general condition is satisfactory.
CHAIN CABLES
The chain cables are ranged and the anchors and the chain cables are to be examined (At special survey no. II and subsequent
special surveys, the chain cables are to be gauged)
DREDGERS
Where the docking survey is part of the special survey, examination of hopper bottom doors and accessories such as hinges,
actuating rods, hydraulic systems to confirm these are in efficient condition.
HOSE TEST OF HATCH COVERS FOR CONTAINER SHIPS

Condition to be reported using number code as follows:

1. When examined found to be satisfactory and/or examined/tested satisfactory and/or confirmed arrangements exist in satisfactory condition. No repairs
considered necessary this time.
2. Repairs now recommended and were carried out satisfactorily. After repairs found to be satisfactory and/or examined / tested satisfactorily and/or
confirmed arrangements exist in satisfactory condition.
3. Repairs now recommended and remain outstanding.
4. Opportunity to examine/test was not provided this time. Remains outstanding.

Form No.: CL-DS (Rev.02) Page 1 of 3

Checking the effectiveness of sealing arrangements of all hatch covers by hose testing or equivalent.
DOCKING SURVEY AS A PART OF THE INTERMEDIATE OR SPECIAL SURVEY
When survey in dry dock is part of an intermediate or special survey, confirmation that, overall and close up surveys, thickness
measurements and repairs applicable to the lower portion of cargo spaces and ballast tanks (i.e. parts below light ballast water
line) has been completed in the dry dock.
MAJOR REPAIRS TO MAIN /STEERING GEAR & CONTROLS
Trial of relevant machinery item (proplusion and steering) including sea trial as considered necessary by the surveyor to verify
proper operation of the machinery.
RECOMMENDATION
Docking survey has been completed satisfactorily and the date may now be assigned.
ENDORSEMENT OF SAFCON CERTIFICATE
On satisfactory completion, SAFCON certificate has been endorsed as applicable towards bottom survey.

CHECKS TOWARDS IN-WATER SURVEY NOTATION

UNDER WATER COATING
Confirmation that underwater portion of the hull applied with a suitable coating of adequate thickness to last more than the
scheduled intervals between consecutive dry dockings and applied in accordance with manufacturer’s recommendations .
{Attach the additional notes mentioning underwater coating, valid for how many months here}
HULL MARKING
Confirmation that hull marking including marking on the propeller blades for identification are clear and visible. No
modification done to the initial arrangement concerning underwater portion of the hull and its attachments.

CHECKS FOR TAILSHAFT CONDITION MONITORING (TCM)

TAILSHAFT CONDITION MONITORING RECORDS
1) Verification of on board records and confirmation that following monitoring has been carried out and results are satisfactory:
a) Lubricating oil analysis at intervals not exceeding 6 months, including the following parameters as a minimum:
- water contents;
- chloride contents;
- contents of bearing metal particles;
- oil ageing (resistance to oxidation).
b) Lubricating oil consumption.
c) Bearing temperature.
d) Low level alarm on stern tube lubricating oil gravity tank (For vessels with SYJ notation).
FOR SHAFTS WITH KEYED PROPELLERS AT EVERY 5 YEARLY PERIOD
For shafts with keyed propellers, examination of tailshaft cone, key and keyway, including examination by an efficient crack
detection method of the after end of the cylindrical part of the shaft and one-third of the length of the taper from the big end
to confirm these are in satisfactory condition;
FOR SHAFTS WITH PROPELLERS MOUNTED KEYLESS AT EVERY 5 YEARLY PERIOD
For shafts with propellers mounted keyless, verification of the tightness of the propeller hub (propeller hood, fore gland) to
confirm satisfactory condition.
FOR SHAFTS WITH CONTROLLABLE PITCH PROPELLER MOUNTED ON SOLID FLANGE COUPLING AT EVERY 5 YEARLY
PERIOD
i) Verification of tightness in way of blade glands and distribution box to confirm these are in efficient condition.
ii) Verification of hydraulic oil analysis report of the sample drawn immediately prior (not more than three months) to confirm
satisfactory condition.
iii) Working test of the propeller blade movement, as far as possible to confirm satisfactory condition.

ADDITIONAL DOCKING SURVEY REQUIREMENTS TOWARDS POSTPONEMENT

SEA WATER LINES
Visual examination of the seawater main line and any other seawater line having a direct connection to the shell plating.
STEERING GEAR
Functional test and visual examination of the steering gear and rudder trunk space (if fitted).
Condition to be reported using number code as follows:
1. When examined found to be satisfactory and/or examined/tested satisfactory and/or confirmed arrangements exist in satisfactory condition. No repairs
considered necessary this time.
2. Repairs now recommended and were carried out satisfactorily. After repairs found to be satisfactory and/or examined / tested satisfactorily and/or
confirmed arrangements exist in satisfactory condition.
3. Repairs now recommended and remain outstanding.
4. Opportunity to examine/test was not provided this time. Remains outstanding.

Form No.: CL-DS (Rev.02) Page 2 of 3

STERN TUBE LOG BOOK ENTRIES
Verification of logbooks for stern tube bearing operating parameters and oil consumption (for oil lubricated stern bearings).
BILGE PUMPING ARRANGEMENT
Examination and verification of bilge pumping arrangement.
SOUNDING RECORDS
Verification of bilge and tank sounding records.
MASTERS DECLARATION
Confirmation from Master that the vessel did not sustain any damage due to grounding, contact, weather. If any damage
occurred, verify examine and record same.

Condition to be reported using number code as follows:

1. When examined found to be satisfactory and/or examined/tested satisfactory and/or confirmed arrangements exist in satisfactory condition. No repairs
considered necessary this time.
2. Repairs now recommended and were carried out satisfactorily. After repairs found to be satisfactory and/or examined / tested satisfactorily and/or
confirmed arrangements exist in satisfactory condition.
3. Repairs now recommended and remain outstanding.
4. Opportunity to examine/test was not provided this time. Remains outstanding.

Form No.: CL-DS (Rev.02) Page 3 of 3

Hull Survey
welcome to

1.Introduction ＜ Docking Survey ＞

2.Docking Surv ey

3.Surv ey Item

4.Type of Dry Dock

5.Safety in Dock
１．Preface
6.Procedure of Bottom This document describes the general background of a "Docking Survey," which has an
Inspection important role in a classification survey, and is meant to be used as a reference for surveyors
7.Course in Dock before they carry out field inspections.
This document was prepared by Ichiro Ishikawa, former Chief Surveyor, and is based on the
8.Shell Defect
prerequisites described below.

9.Stern Frame 1-1. Underwater inspection

An underwater inspection that replaces a docking or slipway inspection which is carried out
10.Rudder by a company approved by the Classification Society. The bottom shell, rudder and
propeller should be inspected
11.Propeller indirectly by observing the television images transmitted by an underwater camera used by a
diver.
Detection of abnormalities should fundamentally conform to the contents of this document;
12.Anchr
therefore, details of underwater inspection are not specially described here.

13.Chain Cable
1-2.Method of repairing damage
14.Sea Valv es Various types of damage, such as damage due to stranding and contact with the bottom
shell, may be detected during a docking survey. Such damage is usually repaired by the
shipowner under insurance, but in this document details of repairing methods will not be
described. These tems will be introduced in the separate home page describing "Damage
and Repair" in futuer.

1-3. Propeller
The propeller and propeller shaft are inspected at the same time as a bottom inspection.
However, shafts need not necessarily be inspected during a Docking Survey because
"Propeller Shaft and Stern Tube Shaft Surveys" are independent from the Docking Survey
under the responsibility of machinery surveyor but brief explanation is entered in this
document.

1-4. Anchor and Chain Cable

An inspection of the anchors and anchor chains is not a requirement of a Docking Survey;
these items fall under the purview of a Special Survey. However, as it is customary to inspect
these items during a Docking Survey, they are covered in this document.

1-5. Damages in Bottom

Except for defects that occur because of stranding and contact with objects or the sea bed,
defects in the bottom shell, such as deformation and corrosion almost never occur
unexpectedly; they occur gradually over a long period. Because the most repairs to the
bottom shell involve repairs to double bottom tanks, considering that the tank should be
emptied and cleaned before starting repairs and hydrostatic tests carried out after repairs,
the period for repairs should be estimated aproximately. Therefore, the data below should be
collected before performing a bottom survey.
1-6. Study the history of the ship
Before carrying out an inspection, have a look the survey report file submitted together with
the survey request application, and check the recommendations and the precautionary items
if any .And read old survey reports as far back as possible, at least until the previous bottom
inspection. Dents in the bottom shell may be under- or over-estimated, or overlooked
depending on the position to be inspected, increase or decrease in the intensity of light rays,
and arrangement of blocks. Dents that have not appeared in reports in the last few years,
may have been reported already in the past. There have been instances

1-7. Working Schedule

The schedule for docking , undocking and sailing dates are determined by the shipowner's
sailing schedule and the shipyard's docking schedule; therefore, these informations should
be obtained for reference. If the docking period is as short as two or three days, both
shipowner and shipyard are unlikely to carry out the big repairs to the bottom or side shell
unless the shell is heavily damaged. The docking period gives you an approximate idea of
the extent of the bottom shell works that is likely to be carried out. Information such as the time
the ship will be docked/undocked , how many hours does it take the dock will be dry, and
capacity of discharge pumps of the dock should be obtained for reference.

1-8. Marine casualties

After the previous docking, instances where the ship hits the quay, or the bottom shell came
in contact with the sea bed or floating objects, should be correctly entered in the log book. It is
recommended to ask the superintendent or the Master about the instances of marine
casualties before starting inspection . If there are any report of bottom contact, the bottom
inspection should be carried out with special care; sometimes , In this case the major repairs
to the bottom shell may be necessary. Another method of collecting data is to be request
shipyard supervisor to show the specifications for repairs carried out to the ship, if possible.

Photo 1-1 ULCC in Dry Dock

One of the world largest ship, Piere Guillaumat in LISNAVE Margueira Yard in 1978
Dimensions Lpp 401.10 x B 63.01 x 35.92 m, DW 555,031t Built at the San Nazaire Ship
Yard in France BV Class It takes more than 3 hours to carry out the bottom Survey.

2. Docking Survey
A docking survey is also called a bottom survey. According to the "Protocol of 1988 relating
to the International Convention for the Safety of Life at Sea, 1974", a bottom inspection is
defined by a lengthy expression: thst is, "Inspections of the outside of the ship's bottom". Area
of the hull under the water-line are always immersed in water ; therefore, the condition of
damage in the event of the stranding or bottom contact can not be observed. The objective of
periodical docking is to inspect the area of hull beneath the water- line. Offshore structures in
conrtast to a ship, do not sail throughout the world and suffer neither from stranding nor
contacting with other object. Conversely, docking an offshore structure is very difficult;
therefore, underwater inspection by an underwater camara inspection instead of
docking is justifiable. There is no word corresponding to docking survey in the SOLAS
Convention. But the Classification Sosieties request the periodical docking survey to the
shipownes. According to their requirements ships must be in dry dock twice in 5years as
shown in the following figure.

Before 1964 the docking survey was requested every year, because at the Annual survey,
docking was requested. Some shipowners put their ships twice in the year. But now the
docking is only 2times in 5years. The reason of this relaxation was the improvement of
paint. At that time the effectiveness of paints continued only one year or less. If the ship was
not docked for more than one year, the paint would peel off and alrae and shellfishes would
stick to the hull under the water line, resulting in a drop of the ship's speed . For the
shipowners at that time decreased speed was bigger problem than the expence of docking.

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Hull Survey
welcome to

1.Introduction ＜ The Survey Item Of Docking Survey ＞

2.Docking Surv ey

3.Surv ey Item

4.Type of Dry Dock

5.Safety in Dock
3. The Survey Item
6.Procedure of Bottom Bottom survey should be carried out after the bottom shell is cleaned after removal of the
Inspection barnacles ,algae and shell-fishes and with the bottom shell is in the dry condition. However
7.Course in Dock when the dmamge to the bottom is suspected after any accident in the previous sailing, It
should be inspected immediately after the water in dock is discharged, then, the repair
8.Shell Defect
methods and the scope of repair should be decided as soon as possible. the scratch or small
indents in the bottom shell are re-inspected after the bottom shell is dry and cleaned.
9.Stern Frame
1) Side and bottom shell
2) Bilge keel
10.Rudder 3) Stem and Stern frame
4) Rudder (measurement of bearing clearance)
11.Propeller 5) Openings (sea chest, side port)
6) Scuppers, discharge ports and their valves
7) Stern bearing (measurement of clearance in stern bush or wear down of propeller shaft)
12.Anchr
8) Stern seal
9) Propeller (dye penetration test for blades if deemed necessary)
13.Chain Cable 10) Sea valves (both in dock and also in engine room)

14.Sea Valv es
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Hull Survey
welcome to

1.Introduction ＜ Docking Survey ＞

2.Docking Surv ey

3.Surv ey Item

4.Type of Dry Dock

5.Safety in Dock
4. Type of Dry Dock
6.Procedure of Bottom To inspect the bottom of a ship, the ship may be transferred to land or the bottom may be
Inspection inspected through images on TV screens transmitted from underwater cameras used by
7.Course in Dock divers. Underwater inspection entails various conditions; all parts of the bottoms of large
ships with lengths and breadths in the order of 200 m and 30 rn respectively, cannot be
8.Shell Defect
inspected in detail using underwater cameras with restricted vision. In practice, it is difficult to
determine which part of the hull is being displayed on the television screen on board the ship.
Consequently, inspection in the dock is decisive and final. Methods of transferring the ship to
9.Stern Frame
the land include the following:

10.Rudder
4-1 Slipway
11.Propeller This method is adopted mainly for small craft such as the fishing boats.
The hull is placed on trolleys and pulled ashore on the inclined surface using winches.
12.Anchr

13.Chain Cable
Fig. 4.1 Slipway

14.Sea Valv es

Almost all ships are inspected in the dry dock, inspections on slipways are only small ships
such as fishing boat.

4-2 Dry Dock (Graving Dock)

This is a dock built by excavating a large portion of the sea side and at the sea side end
there provides a dock gate; this is the most common form of dry dock. There are three types
of dock gates. the most popular is a removable pontoon gate, others are side hinged gate
similar to the ordinary doors, and another is a bottom hinged gate.
LISNAVE Margueira Yard in Portugal in 1978
Wooden Dock
Todd Shipyard in Brooklin New York, 1965?

4-3 Floating Dock

This is a pontoon with length and width suitable for accommodating a specific size of ship.
The pontoon is immersed into the sea deeper than the ship's draft, and the ship is transferred
to the pontoon; the ballast in the pontoon is discharged so that the pontoon rises to the
surface together with the ship on the pontoon. Depending on the construction, there are three
types of floating dock as shown below. The L-type floating dock is not popular.

L-type

Pontton Type
The bottom
onsists of several
pontoon.
 Ordinary
Floating
Dock

4-4 Sincro Lift

A floating dock makes use of the buoyant force of the pontoon, but in the Syncrolift, the ship is
transferred onto a platform placed on the bed of the excavation, and both ship and platform
are heaved up on to land by winches installed on either side of the platform. The syncrolift has
been installed in Ishii Shipbuilding Co., Ltd., at Futtsu, Chiba Prefecture and the other one is
in Mitsubishi Heavy Industries Ltd., Kobe Shipyard & Machinery Works in japan for
submarine, These are the only Syncrolift in operation in Japan, but the Syncrolift is not a rare
in other countries. The winches are designed such that they can heave up the platform at a
constant rate according to the weight distribution of the ship. After being heaved up tonthe
land level, a ship is shifted transversely or longitudinally on trolleys; therefore, if there is a
large area, many ships can be simultaneously inspected and repaired. The photograph
above shows a view of the Syncrolift at ASTICAN Shipbuilding Company, Las Palmas, Spain
which is well known for the biggest Syncrolift in the world and is capable of accommodating
ships of up to 36,000 dwt. When the ship is heaved up on land, it is shifted to the traverser in
the foreground. The ship can be moved transversely to any position from (1) to (7) shown in
Fig. by the traverser.

ASTICAN
Ship Yard in
Gran
Canaria,
 Spain 1975

Ship on the
traverser which
shifts right or left.

Cyncro-lift winch

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1.Introduction ＜ Docking Survey ＞

2.Docking Surv ey

3.Surv ey Item

4.Type of Dry Dock

5.Safety in Dock
5. Safety in Dock
6.Procedure of Bottom Points for ensuring safety during inspection are listed in the other "Guidelines for Preventing
Inspection Accidents for Surveyors." Some of these points are repeated here to emphasize the
7.Course in Dock precautions and to ensure that you do not suffer from an accidents during inspection.

8.Shell Defect (1) Enter the dock only after the water has been completely pumped out and after confirming
safety. If you enter the dock when almost all the water has been pumped out, there is a
chance that the sea water might gush back temporarily if dirt or plastics etc. have clogged the
9.Stern Frame pump strainer (for filtering dirt); this is dangerous because the sea water might gush into the
dock with tremendous pressure and force.
10.Rudder
(2) Watch carefully for objects falling from above when you are close to the side shell or close
11.Propeller to the dock wall. An instance has been reported in which a lifeboat fell on a surveyor
inspecting a ship, causing immediate death.
12.Anchr

13.Chain Cable

14.Sea Valv es
3) Gutters are provided on the dock bed. These are usually covered, but sometimes are not,
in which case, ensure that your feet are clear of them.

4) When a fine ship is docked, logs are usually installed between the hull and the dock wall to
support the ship and to prevent it from toppling. These supports are called dock shores or
side shores, and are lashed firmly by ropes. In normal circumstances, the shores will not fall
down, but bear in mind that there is a possibility that they could fall down on you.

5) The method of cleaning the shell to remove foreign substances such as algae or barnacles
using a high pressure water jet is widely used. Direct impact of this high pressure water jet on
the body is dangerous. you shout requesting the jet to be turned off.

Cleaning with high

pressure water jet

6) While lowering the anchor and chain cable, sometimes they slip off suddenly.
Photo 6.2 You should be carefull under the anchor and chain cable.

Poto 6.3 Staging

While the stagings are erecting around the rudder or propeller, sometimes staging board
is not yet binded. During erecting staging we should be careful.

8) In the floating dock there are no hand rails on both ends.

9) Suspded stage
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Hull Survey
welcome to

1.Introduction ＜ Docking Survey ＞

2.Docking Surv ey

3.Surv ey Item

4.Type of Dry Dock

5.Safety in Dock
6. Procedure for Bottom Survey
6.Procedure of Bottom Similar to other inspections, a bottom survey is a kind of visual inspection.
Inspection Tools used during a bottom srvey are a test hammer, light, measuring tape, and a stretched
7.Course in Dock string for measuring the depth of dents. A large hole or indent in bottom shell can be detected
easily by anybody, but it is very difficult to
8.Shell Defect find any small indent or cracks while walking around the dock. The bottom area of the world's
largest tanker, "Yahre Viking," has an area of approximately 30,000 square meters, which is
about three times the area of a football ground. The bottom survey is hard work; if we get
9.Stern Frame tired, we are likely to overlook large dents. Procedures for detecting defects in the hull when
the ship is docked are described below.
10.Rudder
6.1 Inspection of Bottom Shell in Dry Condition
11.Propeller If we inspect the shell immediately after water is discharged from the dock and when the hull
is still wet, we cannot see the water on the shell if there is a leakage of ballast water through
12.Anchr
fine cracks in shell plate or remaining water. In the same way a bottom inspection is
extremely difficult during the rainy season and on damp days because a large amount of dew
remains on the shell plate due to the difference between ambient and shell temperatures. If
13.Chain Cable major damage due to stranding or contact is known beforehand, even if the shell plate is
still wet and uncleaned, we should inspect damage as soon as possible to decide repair
14.Sea Valv es method and extent. In this case the bottom should be inspected again after the shell plate is
dry and cleaned.

6.2 Inspection before Painting

Shell plating is to be inspected before re- painting. Because in a wet painted condition we
cannot detect fine cracks. If you refuse bottom inspection on holidays or weekends, and carry
out the inspection on the following working day, there is a possibility that painting will have
already commenced and small cracks will be covered with paint.

6.3 Symmetrical Examination

Notwithstanding the bottom survey, the hull structure is generally symmetrical about the
centreline. With the exception of local damage, such as dents due to contact and cracks, if
we find a crack on the starboard side of the hull, there is a high probability of finding a similar
crack on the port side at the same location, although there are exceptions to this case. We
need to check both port and starboard sides paying attention to both sides.

6.4 Dirty Spots

On both bottom and side shells, if we find spots that are dirtier than the surroundings, there is
a possibility of a flaw in the vicinity. The area where the paint has peeled off due to abrasion
must be carefully examined.
Generally, such an area will be badly corroded.

6.5 Wet Locations

If we find partly wet spots in a dry shell area, small cracks may be concealed. After cleaning
the shell plate, sometimes algae or barnacles remain at wet areas. Such locations often
develop cracks. From this point of view, the bottom inspection should be carried out when the
shell is completely dry.

6.6 How to Detect Dents

Large local dents can be easily detected but it is easy to overlook a dent that extends over a
wide area. In particular, dents in the curved shell plate in the bilge, fore and aft peak parts are
difficult to identify. If the side shell plate is viewed directly from the dock side, dents can be
overlooked easily
because of the effect of light rays striking the plate at this area. There was an instance of a
large dent being detected in the side shell plate after all inspections and repairs were
completed and the ship was just about to sail.

1) Side shell plate

If the side shell plate is inspected by looking at it from various angles or by looking up from
the dock , dents can be detected easily. Locations that are suspect may be observed later by
looking down and inspecting the shell plate from the deck. A dent in the plate can be
overlooked if the shell plate is examined from position A. The plate must also be viewed from
position B to check for dents.

A dent in the plate can be overlooked if the shell plate is examined from position "A". The
plate must also be viewed from position "B" .
Have a look the side shell plate in the vertical and fore-aft directions.

2) Bottom shell
Small dents in the bottom shell plate can be detected easily if we bend our waist and look
backwards to view the bottom shell between legs, thereby lowering your line of vision. When
the beam of light is projected parallel to the bottom, a dent, if present, can be detected as it
will appear dark. However, in a ship of riveted construction, the lapped parts of the bottom
shell appear shaded and are likely to be mistaken for dents.
If we find a clearance between the keel block and the keel, a dent is likely to exist in the keel.
When the big and widly repairs works to the bottom are carried out , in the next docking widly
dent may appear in the same area.

In case the floating dock , the dock itself may deform as the same as bottom. In this case a
clearance between keel blok and keel may not be appeared.

Fig.6.1 Examination of Bottom Shell (1)

Lower our line of vision, If we inspect the side shell by looking down from the deck,we can
easily detect dents .
Fig. 6.2 Examination of Bottom Shell (2)
point the light parallel to the shel l

6.7 Measuring and Recording of Dents

If the dent is minor and repair is not necessary at that time , it may be recorded in the survey
report without outstanding recommendation. At the next docking survey the same atra should
be re- measured. if the size of the dent is increased, repairs should be recommended.

6.7.1 How to Measure Dents

Measurement using a stretched string is easier. Use two magnets for securing both ends of
the string to the bottom shell, and measure the dent using a scale. This measure-ment can be
performed single-hand. The measurement using transit is also useful,

6.7.2 Precautions during Measurement

Because the measurement is to be carried out to determine whether a dent has increased in
depth by measuring the same location again during the next docking, care should be taken to
record the measurement points and the reference points for measurements correctly, so that
the dent can be measured at the same location and compared to the previous measurement.
As shown in the figure below, A and C are taken as
reference points, and the depth of the dent is recorded as PR. During the next measurement,
if A and B are taken as reference points and the
depth of the dent is taken as PQ, it indicates that the dent has reduced. The fwd-aft position
and position in the breadth direction of the reference points should be recorded for future
reference, as shown in the figure below. The reference points should preferably be taken at
bulkheads or other locations where movement is considered to be minimal. In the case of a
double bottom, record whether the tank is empty or full during the measurement.

Fig.6.4 Deformation of bottom shell

Fig.6.5 Measurement of Dent (1)

Fig.6.6 Measurement of Dent (２)

6.8 Bend in Bilge Keel

Although no requirements for bilge keels are prescribed in classification rules, if bilge keels
are fitted, they should be inspected. Bilge keels might bend because of contact with the sea
bed or contact with floating objects.
If we view the bilge keel from end to end, we can easily detect a bend.

Fig. 6.7 Damage in bilge keel

6.9 Damage to Internal Members

Even a minor dent of bottom shell plating it may accompany a damage of internal members
such as frame, bulkhead or floor. In this case not only
external inspection in the dock but also internal inspection in that tank or
hold should be requested.
If a minor dent is located in the fuel oil tank, the remaining fuel oil must be shifted to other
tanks to carry out the internal inspection. In winter,
sometimes transferring fuel oil is very difficult because of its low viscosity, so we should
negotiate with the shipownwers to carry out the internal inspection at the next docking
depends on the condition of damage.
 Photo. 6.1 Slight Dent

Photo. 6.2 Inside the Double Bottom Tank in Area fo a slight Dent

6.10 Shell Plate Terminology and Shell ExpansionPlan

Refer to the Shell Expansion Plan when we want to check the size, type and thickness of a
shell plate in which damage has occurred. The Shell Expansion Plan shows the bottom shell
and side shell on one sheet of drawing with a 1:2 scale for units in the longitudinal and
transverse (vertical) directions. That is, if the scale in the length direction is 1:100, the scale in
the width direction is 1:50. In addition to shell data, the positions of holds and tanks, frame
spacing and dimensions of all frames are also shown in this drawing. Plates on the shell are
named as follows:
K for keel plate; plates adjacent to the keel starting from the garboard strake are named
sequentially as A, B, C, D, E, F, G, H, J, L (not K as "K" is used for the keel plate; not "I" as it
is likely to be misunderstood for some other symbol). The topmost strake (sheer strake) is
named S (using the initial letter of sheer strake). For the same strake (say H-strake), the
plates are numbered 1, 2, 3, and so on, starting from aft and proceeding forward. The fore
and aft parts of the hull are slender, and the plates are narrow; therefore, at the stern, the
plates adjacent to the C strake and nearer to the centre are divided into two strakes, C and
D, while at the bow, the C and D strakes are combined to form the C strake. The tank top and
bulkheads that fall on the side shell are indicated by broken lines; the frames are indicated by
single dot and dash lines. The number above mark is the plate thickness to distinguish it
from other values. Class D, Class E, etc. indicating the kinds of stee,such as D class steel
etc. The mark (<) shows a joint in the breadth direction of the plate; a long S shows a joint in
the length direction or a block joint.
Fig.6.8 Shell Expansion (1) Fig 6.9 Shell expansion （２）

Fig.6.10 Shell Expansion (3)

B-17 and C-17 plate, both 16mm in thickness and C-17plate is D grade steel.

6-11 Repair symbol mark

There are 5 international repair marks. The origin is unknown.

Remove , fair and refit : This work is for rivetted ship.

Crop, fair and refit : this work is for rivetted ship

Fair in place: to recover the dent by heating and water cooling

Partly renew: Only deformed part

Renew : all plate renew

Fig.6-11 Repair symbol mark

Fig.6-12 Example of repair mark

S-15 Renew , S-16 Partly renew 、N-15 and N-16: Fair in place,
S-15 26 (E) means : 26 is the thickness of plate and (E) is the grade of
steel. (E-grade steel), (B) is B-grade steel
6-12 How to Predict Defective Locations
If defects such as dents are found in the side shell plate or the bottom plate, the location of the
part where the defect has occurred should be recorded. However, a hold or tank with a dent
cannot be identified from the outside. This has to be judged later by observing the Shell
Expansion Plan, but the methods described below may be used to confirm the approximate
position of the defect.

Fig.6.12 Identification of hold from outside (mast or bottom plug)

I
(1) Judging the position of dent by the mast or crane post
If the dock is wide, move the dock side so that we can see the mast or crane post on the
deck. These are usually installed on a bulkhead. For instance, you can judge whether the dent
is between No. 2 Hold and the No. 3 Hold. However, if the width of the ship covers almost the
entire width of the dock, this method cannot be applied.
(2) Judging the position of the dent looking for the bottom plugs In double bottom tanks,
bottom plugs are installed at the aft end of the tanks near the centreline of the ship for
draining residual bilge in the tanks when the ship is docked. These plugs are coveredwith
cement; therefore, if you observe a raised part similar to a small dish, it is a bottom plug.
From the bottom plugs, you can aee the approximate position of the aft end of each tank and
estimate the position of the damage.
Fig. 6.13 Identification of double bottom tank

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Hull Survey
welcome to

1.Introduction ＜ Safety in Dock ＞

2.Docking Surv ey

3.Surv ey Item

4.Type of Dry Dock

5.Safety in Dock
7. Course in Dock
6.Procedure of Bottom There is no specific procedure for inspecting the hull under the water line for ships of a
Inspection specific size and an arrangements of keel blocks; however ,the followings are an example of
7.Course in Dock a course for walking around the dock and inspecting the bottom damage so that defects are
not overlooked.
8.Shell Defect
Docks are usually perpendicular to the coast -line. The customary practice is to start from
bow and walk towards the stern on P or S side;
This is the procedure recommended .
9.Stern Frame

10.Rudder

11.Propeller

12.Anchr

13.Chain Cable

14.Sea Valv es

Numbers in the circle corresponds to the followings.

Fig. 7.1 course of Docking Survey

Check?points at each position are as follows:

1) Front view
(1) A bend in the stem by comparing the port and starboard sides, or a bend due to contact
of the stem with some object can be detected only when viewing the ship from the front.
(2) Dents in the shell plate at the bow and corrosion due to the anchor chain rubbing
(3) Shell plate near the bell mouth
Dent in the shell plate where the anchor fluke strikes around the shell plate.
(4) Is the hull resting correctly on the blocks? Although this point is not related to the Docking
Survey, you can judge the Dock Master's skill in docking work. If the hull is offset excessively
to one side, the keel might be damaged.
2) Oblique forwd part
The bow of the hull is as shown in the figure. Stand in oblique forward position and examine
the locations listed below.
1) Condition of side shell at the forward region Check for dents in the shell from this position.
Dents frequently occur in the fore flat portion of the hull at the bow when the ship comes in
contact with the quay while berthing.
2) Area of shell chafed by chain
Carefully observe corrosion due to chafing with chain . Use a ladder for inspection, if
necessary. Corrosion mainly occurs in the hatched areas shown in the figure below;
instances of grooved corrosion have been frequently observed. If corrosion is severe, these
area should be gouge the welded beads and re-weld. If the ship is to operate in coastal water
routes and is likely to anchor frequently, a half-round steel bar fitted near to the seam will
prevent chafing of the welded beads.
Fig.7.2 Front View Fig.7.3 Area caffled by chain cable

3) Contact with anchor fluke

Examine the area around the bell-mouth from this position.
Weather three points, that is, both anchor fluke ends and crown, are well fit to the shell plate ?
If one is not contact to the shell plate, the clearnce is to be filled up providing a doubling
plate.

4) Forward end of the keel

Confirm that the keel is sitting correctly on the keel blocks. If there is clearance between keel
and blockl, the forward bottom may be lifted or the top surface of keel block is not correct.
(3) Forward bottom
1) Carefully Inspect for dents that might occur in the keel or A strake because of panting.

Photo.7.1 Lifting forward bottom

Fig.7.5 Anchor position (1) Fig.7.6 Damage due to anchor pea

Photo. 7.2 Anchor position (2)
Fluke end does not contact to the shell plate

Fig. 7.7 Chafed welded beads

A. Chain rubs against the shell plate and peels off paint on the welded beads
B. The portion of the beads where paint has peeled off and subjected to be corroded.
C. Corrosion progersses
D. Appearance of grooved corrosion

Photo. 7.8 Half round bar protects the corrosion of welded beads
2) Watch the area between keel blocks where the keel plate will be corroded.
Because during previous drydocking top of blocks ware not painted
The welded joints of the keel are likely to corrode easily.

(4) Bilge keel fore end

Aftre walking under the bottom shell, go to the sip side, and look through the all bilge keel
from fore end to the aft end. We can easily find out the deformation
of bige keel .

1) Simultaneously check the fore end of the bilge keel. Sometimes the crack appears at the
fore end. Ensure that the crack (if it exists) does not extend to the bige strske. Also check for
corrosion, because corrosion frequently occurs at the front of the bilge keel.

2) Inspect the side shell in this area.

Sometimes the crack of bilge keel propagates to the side shell.

3) Cracks often happen at the local joints of the bilge keel and extend to the side shell. The
bilge strake above the bilge keel is often corroded excessively.

(5) Midship Part

We have to continue the inspection of the bottom. The main points of the hull mid?body are
listed below.

1) Condition of shell amidships

When the ship has the side ports, as in a refrigerated cargo ship, check at the four corners
carefully. Cracks happen at the corner because of shearing force.

2) Check the freeboard mark, The mark might have been disappered or there might be a
mistake in the characters. Also check the draft marks.

Fig 7-8 Side Shell to be carefully examined.

Fig. 8.7 Corrosion of Bilge strake

3) Check for abnormal corrosion in the bilge strake. Corrosion occurs in the side shell of a
ship that has been moored for a long period at a quay, because of the electric potential
difference between the quay and the hull corrosion frequently occurs in the bilge strake. (See
CD 4)

4) Inspect the deck scupper opening.

5) Engine room area

In case of the ship with midship engine, the followings are to be examined.
1)Sometimes crack appears at the corner of sea chest and valves.
These items are carefully examine after erecting of stagings and cleaned.
and also look into the inside of the distance peaces.
2) Corrosion often appears in the shel plate behind the boiler blow -off opening.

(6) and (7) Oblique stern part

1) Aft end of bilge keeel
the same as (4)
2) Shell plate
Inspect the shell in the aft region. The thickness of the shell plate in this region is less than the
midship region. In aged ships samall holes appeares because of wear and tear.
3) Engine room
Please refer to Midship part.

(8) Stern part

Not only hull constructio we have to examine the rudder and propeller.
1) The clearance between the keel blocks and the keel
examine the clearance carefully. The stern frame might be raised because of hitting the
bottom or impact with other objects. Details of the stern frame damage and repair works will
be introduced in the other home page in future.
2) Propeller and rudder
Although the propeller falls under the responsibility of the Machinery Surveyor, but the Hull
Surveyor has to inspect the propeller during bottom survey. The Machinery Surveyor starts his
inspection after the sea chest cover is removed and staging have been erected around the
propel for inspection. Thus the inspection by the Machinery Surveyor might be a few days
later than the inspection by Hull Surveyor. Major damage to the propeller blade or the guard
ring can be easily detected; observe the conditions of the propeller and guard ring and if we
find abnormalities, report them to the Machinery Surveyor after the Bottom Survey. Because
the date of undocking of a ship is fixed, if repairs to the propeller are required, they should be
carried out at an early stage.
The following points including propeller should be examined.

1) Is the shoe piece raised ?

2) Is there an abnormality in the stern frame ?
3) Is part of a propeller blade missing ? Are the blades deformed ?
4) Has a guard ring been fitted ?
Inspectons of stern frame and rudder are described in the following sections.
(See Cip. )

Fig.7-9 Check point for stern part

(9) Aft View

Inspect the stern and the rudder from this position.
1) Whether the rudder is amidship position ?
2) Is the rudder centred ?
3) Whether the shoe piece is not twisted ?
4) Are the propeller blades normal ?

Fig. 7-10 Aft view

After completion of the starbord survey we continue the portside just the same as S-side.

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Hull Survey
welcome to

1.Introduction ＜ Shell Defects ＞

2.Docking Surv ey

3.Surv ey Item

4.Type of Dry Dock

5.Safety in Dock
8. Shell Defects
6.Procedure of Bottom 8. Shell Plating
Inspection
At the renewal of the cracked or weared out plates, it is necessary to see the "Shell
7.Course in Dock Expansion Plan" . Because there are many kind of steel plate such as mild stee platel,
hightensile steel plate etc. Among them there are many kind of steel such as A-grade, B-
8.Shell Defect grade, C-grade etc. When renew the shell plate, the same steel should be used.

Typical defects found in the bottom and the side shell are as follows.
9.Stern Frame
8.1 Bottom Shell
(1) Bottom scratches and Dents
10.Rudder Most damage to the bottom shell is due to contact with objects on the seabed. Bottom
scratches are slight damages. Such damage happens when the ship operates in shallow
11.Propeller waters such as the Mississippi river, near the coastline, etc. In many instances, bottom
damage due to contact starts from the forward part and disappears around midship.
12.Anchr Because of scratches, the bottom paint has peeled off and corrosion occurs. In this case,
remaining paint and rust should be cleaned by shot blasting and properly re-painted . When
the bottom has had contact with a coral reef or rocky seabed, large dents and/or holes
13.Chain Cable
appear with scratches. In this case, as a matter of fact, fractured shell plate should be
cropped and renewed with damaged internal members. If the dents are relatively small, they
14.Sea Valv es may be left as they are with some effective internal reinforcement.
If we find a large fractured opening during the bottom inspection, naturally we should
recommend repairs. However, there have been many instances where the shipowner has
believed that there were no abnormalities and dents were found during the bottom inspection,
which naturally gives the shipowner a headache. The shipowner usually decided sailing
schedule beforehand, they hate prolonging docking period because of major repairs, they
persists in putting off major repairs, and try to carry out simple repairs within the drydocking
period. That is why sparks usually fly between the Surveyor and the shipowner's
representative.
Regardless of experience of bottom inspection, the surveyor always feels uneasy before
docking survey.

Fig.8-1 Damage in bottom shell

(2) Dents due to panting

When the ship sails in rough weather without reducing speed, dents might occur in the keel
and A strake starting from the fore peak tank to the middle part of No.1 Water Ballast Tank ,
because of the relation between ship speed and curvature of the forward bottom. In the worst
case, the floors in the tank and bottom stiffeners buckled.
Naturally, the Surveyor should recommend repairs to the shell, as well as the internal
members.

(3) Corrosion of keel and adjusent A strake

Re-painting of the area on the keel block is impossible. So after undocking and also long
boyage, these unpainted area is much more corrosive than painted area. the corrosion of
welded beads is more heavy than the plate itself.
At the bottom survey previous un-painted area which we can find easily because of much rust
should be carafully examined espacially welded beads. When the beads is excessively
corroded, rust should be removed and it is necessary to re- weld and after well painted.
(4) Corrosion of beads
Grooved corrosion, which at first glance looks like cracking often occurs in heat affected
zones of seam and butt weld. It means the both side of beads. The corroded beads should be
gouged and re-welded.
(5) Wrinkled corrosion
Small craft and ships adopting the transverse system of framing might develop wrinkles in the
transverse direction in the midship area of the bottom shell. These wrinkles are considered to
occur because of buckling. If possible, it is better to fit the transverse carlings in the double
bottom tank to prevent buckling.
(6) Sea chest
After removing the grating of the sea chest in way of the engine room or the pump room,
climb onto the staging and inspect the internal parts of the sea chest. The sea chest forms a
discontinuity with the rest of the bottom shell; therefore, cracs might apears at fillet welds of
girders and floor plates.

Fig.8-2 Cracks in Sea Chest

Photo 8.1 Corrosion of Keel and A strake in way of forward bottom

Photo. 8.2 Ship with False Keel

When the ship with a fales keelis seated on the ordinary keel blocks, fales keel and center
girder may be heavily damaged.

i
Photo. 8-3 Big damage in bottom (1)
Ballast water comes out from the double bottom tank.
Photo 8-4 Big damage in bottom (2)
Big damage can be detected by anybody

Photo 8-5 Slight Dent

A slight dent in a curved plate is difficult to detect

Photo 8-6 Corrosion of welded Bead (1)

Corrosion in a welded bead of a bottom shell plate looks like a crack, but is not a crack. As
shown in the macro etching, this corrosion appears in a heat-affected zone.
Photo 8.7 Corrosion of Beads (2) Macro Etching

Photo 8-8 Reed Screen Bottom Plate Corrosion

Stress corrosion due to buckling in the midship region of the bottom plate in a transversely-
framed construction; the dent itself is small. Reinforcement by fitting a carling inside the tank
is recommended.

9.2 Bilge Keel

In large tankers with the midship coefficient approaching 1.0, the bilge keel may not be fitted
when the ship is newly built. If bilge keels have not been provided on both sides during the
bottom inspection, check whether the ship had no bilge keels when the ship was constructed
or whether they have been ripped off during a marine casualty. If there are traces of welded
beads on the bilge strake, we may conclude that the bilge keels have been ripped off during
a marine casualty.
Damage to the bilge keel is as follows;
(1) Bilge keel dropped off, a part of bilge keel ripped off, kinks in bilge keel
The bilge keel is a member that does not need to conform to classification society rules.
However, if it is damaged, it is normal to repair the bilge keel, usually under insurance.

(2) Cracks at ends

Aged ships which constructed with rivet not weld. Rivets at the ends of the bilge keels often
worked loose. In a welded ship, the welds at the both ends are provided with large leg
lengths, but sometimes cracks are found at the ends.

(3) Local joints of the bilge keel

The block butt in the hull becomes a local joint in the bilge keel. If welding at this location is
defective, cracks appear in the joint. If the crack progresses and reaches the bilge strake,
water penetrates into the hull. In case of tankers, this defect leads to marine pollution. During
a bottom survey, check the side shell plates at the location of the bilge keel join.

(4) Box-type bilge keel

In fine and high speed ships, box-type bilge keels are frequently used. The box structure is
watertight, but water sometimes penetrates into the box through small cracks in the welds of
local joints. If the local joint is wet, there is a possibility that water has penetrated into the box.
In such cases, carry out the air test, find locations where leaks start and recommend welding
repairs.

(5) Corrosion of the bilge strake

Although not directly related to the bilge keel, when we inspect the bilge keel, check for
corrosion of the bilge strake above it. Bige strake above the bilge keel
is corrosive than other strake.

Photo 8-9 Drformation of bilge keel

Photo 8.10 Corrosion of the Bilge Strake above the bilge keel

The bilge keel is not directly welded to the shell; it is generally connected to the shell through
a flat bar. If it is welded directly to the shell, there is a strong possibility that cracks might
develop in the bilge strake when the bilge keel suffers damage.

Fig. 8-3 Example of Bilge Keel

Fig. 8-4 Crack at Bilge Keel End (1)

Fig. 8.5 Crack at Bilge Keel End and joint of bilge keel
Cracks tat the joints of the bilge keel might develop, causing cracks in the bilge strake.

Fig. 8-6 Example of Box-type Bilge Keel

8.3 Side shell

The followings are the example of the defects in the side shell.
1) Corrosion
2) Dents and fracture due to contact with quays or floating objects
3) Cracks in the longitudinal or transverse direction as a result of development of cracks in
the internal members
4) Wear to the shell due to internal corrosion in addition to the above defects
5) Cracks migh occur in the side shell due to shearing force caused by inappropriate
jumping loads. however, no cases of damage to a side shell due to shear caused by loads in
the longitudinal direction have been reported.

Fig. 8-7 Corrosion of the side shell

Fig. 8.8 Damage due to Contact
Number in the circle corresponds to the followings

The side shell at the bow and the stern is thinner than the shell in midship part. That is why
corrosion of the side shell progresses in the region between the fore peak tank and the end
of No. 1 hold, and between the aft peak tank and the engine room. In aged ships the fracture
openings sppears in way of the engine room. When the shell plate has the excessive rust, the
plate thickness should be measured.

(2) Dents and fracture due to contact

1) Both forward and aft ends of flat parts

Dents and fractured openings are likely to appear in these parts when the ship comes into
contact with the quay when berthing. These defects are often observed in car carriersand
ships operating in narrow waterways, such as the St. Lawrence waterway are also observed
to have dents at these area.

2) Fore and aft body near the waterline

Dents appear in these area when the ship is pushed by a powerful tug boat while berthing.

3) Stern
Deformation apperas at the stem when the ship hits floating objects. Sometimes it is difficult
to find such a derormation just looking frome side. It is better to examine from just in front of
the ship.
Indent of the shell is difficult to distinguish so sometimes it is better to examin from the deck
looking dowawards .

4) Near the bell-mouth

Dents and fractured openings are caused when the anchor fluke frequently hits the side shell.

5) Range of abrasion by chain

Grooved corrosion due to chafing by chain appears in this area. cf 8-(2)-2

6) Near the hatch openings

In ships that load/unload cargo from/to barges, dents are often caused when the barge or the
cargo comes into contact with the ship.

7) Propeller and rudder

The propeller and rudder might hit floating objects, get fouled in fishing nets, propeller blades
might be bent, guard ring might fall off, and the portable box for the rudder sometimes drops
off.
8) Bilge keel
Instances have been reported of a part of or the entire bilge keel dropping off after a ship hit a
floating object. The dmage of the bilge keel have been observed frequently. Carefully check
the deformation of billge keel lookimg through from fore end to aft end.

(3) Cracks
Cracks in the shell plate mostly develop from cracks of the internal members and they spread
to the shell plate. Cracks might occur in the transverse or longitudinal direction; some cracks
appears in the shape of a star.

1) Aft end of collision bulkhead

A large number of internal members, such as frames and stringers, are provided in a
relatively small area of the fore peak tank. It means that the fore peak tank is a rigid
constructioncollision. While the hold adjacent to the fore peak tank is a large, broad space
with a small numbers of internal members per unit volume. Moreover, this region is often
subject to large wave impacts, which cause cracks in No. 1 hold.
As the reinforcement against panting, classification rules request side stringers or brackets in
the region between the collision bulkhead and 0.15L from the bow. But at the end of these
members crack appears and develop to the side shell. Therefore, the vicinity of the ends of
these members should be carefully inspected . Initial cracks appear in the vertical direction
and have a length of 50 mm to 100 mm.

Fig.8-9 Extension of internal crack to shell plate (1)

Fig. 8-10 Extension of internal cracks to shell plate (2)

Fig.8-11 Crack near the bulkhead

3) Bilge keel See Section 9.2.

4) ,(5) Cracks in the sheer strake at the ends of superstructures

Cracks sometimes appear at the sheer strake at the fore and aft ends of the superstructure
(Bridge) of "Three Islander" ship and long Poop or long F'cle ships because of hoging and
sagging.
Sheer strake at the break of the superstructure should be carefully examined

Fig.8.12 Crack at the sheer strake.

(6) Shell plate in way of the the aft peak tank

In ships with a long aft peak tank such as ocean tugs boats or some car carriers, aft peak
above the rudder is flat and wide. sometimes crack because of stern vibration appears in the
APT and may propagate to shell plate. Care should be taken.

(7) Bilge part

Cracks at the lower ends of frames in cargo holds sometimes extend to the shell plate.
Cracks in the shell plate appear in the horizontal direction
.
(8) Vicinity of bulkheads
Cracks may also occur in the vertical direction along the bulkhead due to the difference in
rigidity of the frame and the bulkhead. these cracks propagete to shell plate. This situation
is shown in the figures below. Shell plate In the vicinity of bulkhead should be carefully
examined not only outside but in the hold side.
especially in aged ships
(9) Crack in rudder plate ; Please refer to the Rudder section.

4) Corrosion
The shell plate is generally painted when the ship is in drydock but in the hold it is not well
painted. In the following area shell plate is thinner than other area. If necessary the tickness
should be measured in aged ships. Locations to be checked carefully are shown in the figure
below.

Fig.8-13 Corrosion from inside

Number in the circle corresponds th he folowings.
.
(1) Chain locker bottom
Ventilation of the chain locker is not enough and bilge water accumulates in the bottom,
resulting in the rapid onset of corrosion. In large ships, the chain locker is isolated from the
shell plate, corrosion does not appear in the shell plate. However, in hte normal ships, the
shell plate forms a part of the chain locker, side shell plate corresponding to chain locker
bottom shoul be carefully examined.

Fig. 8-14 Chain locker bottom

(2) Tank top

Corrosion at the sides of the tank top plate proceeds faster than other area, but it is not faster
than in chain locker. If corrosion at the sides of the tank top plate in the aged ships is
neglected, it extends to the shell plate and sometimes it leads to corroded openings appear
in the shell plate. In ships where the sides are raised, such as bulk carriers, this problem does
not occur.
(3) Aft end of 'tween deck
In ships with a 'tween deck, bilge water generally accumulates at the aft end of the deck and
causes corrosion that extends to the shell plate. This is not a major problem, except in aged
ships.
(4) Near the forecastle aft bulkhead
Bilge water in the forecastle accumulates at the aft end on both side. Therefore, forecastle
end wall on both lowest corners to be carefully ezamined .
(5) Corrosion below side scuttles
Starting with Special Survey No. 2, it is mandatory to measure the thickness of the shell plate
below side scuttles. Rules prescribe inspections of the condition of the shell plate below side
scuttles after removing the lining during Special Survey No. 3. In practice, the space below
the side scuttle is narrow and is covered with lining boards. Sea water often enters through
open side scuttles; the humidity is so high, and corroded fracture openings gradually appear
in the shell plate. Because this area is above the waterline, we need not be excessively
concerned about the danger of water flooding into the ship immediately. However, in the past,
the "Umegaka Maru" owned by NK capsized because of water flooding the ship through side
scuttles;
therefore, when we enterin the dock, check the plate below the scuttles on the super-structure
from the dock floor or dock sides and compare the condition with the surrounding shell plate.
If rusting is excessive, enter the cabin after completion of the bottom inspection and ask to
remove the lining and examine the state of corrosion in the superstructure side plate.

Ref. The Classification Rules In the Special Survey N0.3 request as follows : "The lining in
way of the side scuttles is to be removed as required by the surveyor, and the shell plating
should be examined."

Fig.8-15 Pay attention to the area below the side scuttles

Photo 9.11
Attention to the lower area of side scuttle

(6) Forward and aft of bulkheads See (8)

(7) Upper edge of bilge strakeSee 5) of Section 9.2 for external corrosion
of the bilge strake.要 調査, Section No.調整

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1.Introduction ＜ Shell Defects ＞

2.Docking Surv ey

3.Surv ey Item

4.Type of Dry Dock

5.Safety in Dock
Stern Frame
6.Procedure of Bottom Except the rudder bearing, the propeller shaft and the boss, stern frames in most ships today
Inspection are fabricated from steel plates. It is called as built up stern frame.
7.Course in Dock In the past, they were made of cast steel; however, due to the complicated shape of the stern
frame, casting and heat treatment were difficult, blow holes were sometimes detected at the
8.Shell Defect
connection of propeller post and shoe piece, and repairs were not easy. These problems do
not exist today. Serious damage does not appear in the stern frame unless the ship is
stranded or the stern frame hits an objects in the bottom. The stern frame today is hte most
9.Stern Frame
safe member of the ship. However, recently it is not totally free from any damages.
Sometimes crack is repotred in the Mariner type stern frame. At the connection of rudder
10.Rudder horn to stern shell plate the cracks are reported.

11.Propeller The figures below show examples of the construction of stern frames.

12.Anchr

13.Chain Cable

14.Sea Valv es

Fig.9-1 O-type Stern Frame

Practically we can not see in these days. This

type has a propeller post on the fore side and
a rudder post aft side with several gudgeons.
In large ships both posts were rivetted.
fig.9-2 G-type Stern Frame

Untill around 1965, stern frames were

mostly made of cast steel. They were
jointed to the shell
plate by rivetting or welding.

Fig.9-3 C-type stern frame In

these days stern frames are
mostly fablicated from steel
plate. This is C-type Stern
Frame for a small ships. In other
word it is called a built up stern
frame.
 Fig.9-5 Mariner typt Stern Frame
Fig.9-4 Mariner type Stern Frame (Perspective)

9.1 Stern Frame Damage

Damage to stern frame has two types: minor damage is the cracks and slight bends in the
shoe piece and big damage is fracture, twist, and bending of shoe piece due to stranding or
touching bottom.

10.2 How to find the defects in Stern Frame

If the clearance between rudder and shoe piece is less than the required distance in the
drawing, for instance 25mm～30mm, the shoe piece is probably lifted up or rudder comes
down. If the clearances on both sides of the shoe piece are different when viewed directly
from behind the ship, the shoe piece is twisted.

Fig.9-6 Clearances between rudder and shoe piece (1)

If the clearance a and b are different or zero, the shoe piece is probably
lifted. these clearances are generally 25mm or 30mm.
 Fig.9-7 Clearances between rudder and shoe piece (2)
If the value c and d are different, the shoe piece is twisted.

Zinc anodes for preventing corrosion are fitted to the stern frame and the rudder. Steel
members in the vicinity of the stern frame are likely to corrode because the propeller, which is
located nearby, is made of copper alloy. If zinc anodes are fitted, they corrode instead of the
steel members. Although zinc anodes are not a rule requirement, but if they are worn out,
replacement with new zinc anodes should be recommended.

9.3 Minor Damege

(1) Shoe piece and propeller post Connecting bracket
A thick bracket is generally fitted connecting propeller post and shoe piece. If a crack is found
in this bracket, replacement of bracekt rather than re-welding is recommended, depending on
the size of the crack.

Fig.9-8 Crack in bracket

(2) Rudder horn connection

In mariner type stern frame rudder horn is just hanging from stern. therefore
Sometimes cracks appear at upper end. These cracks occur at the welding part of thicker
horn plate to thinner shinner stern shell plate. These welding is
a little difficult. The cause of cracks seem the defective welding at the new building.
Fig.9-9 Crack at the rudder horn

Fig.9-10 Example of crack at the section A-A

Either the defective weld should be repaired by re-welding it after adequit edge preparation
or the structure should be reinforced if there is a structual discontinuity.

Fig.9-11 Example of crack at the section B-B

(3) Crack in slot weld of shoe piece
Similar to the rudder, cracks sometimes appear at the slot welds of the cover plate of the
shoe piece and water enters into the shoe piece. Even if water enters into the shoe, the plate
is very thick and the internal corrosion is not big problem, However, it is better to re-welded
after discharging of water in the shoe piece.
Photo. 9-1 Crack of slot weld in the bottom of shoe piece

9.4 Major Damage due to Stranding

Major damage to the stern frame includes the damage due to stranding and touching the
bottom; major damage is very rare with a probability of approximately 0.2%, or 1 in 500
ships. Although many ships are stranded or suffer from touching with the bottom, the damage
generally occurs in the double bottom but infortunally at the same time the lower part of stern
frame such as shoe piece suffers the big damage.The example of big damage of shoe is as
follows: in this case lboth rudder and propeller are also damaged.

Photo.9-2 Damage to built up stern frame

Two dimensions (shoe piece is bent and twist), The shoe piece is offset to starboard by
380mm and the propeller blades partly lost. The rudder has also sustained damage and
removed for repairing.
Photo.9-3 Damage of stern frame
(three dimensional damage)
Shoe piece is bent to the starboard side by 80mm, lifted by 205mm and
twisted counter-clockwise by 15 degrees.

(1) Breaking of shoe piece

If the shoe piece breaks, a new shoe piece can be manufactured and re-fitted. While
repairing, it means welding or local heating, displacements in the vertical, longitudinal and
transverse directions ans also twisting should always be measured while. the gudgeon hole
should be bored on site.

(2) Bending of shoe piece

If the shoe piece bends in the vertical and transverse directions, the bend is a three-
dimensional bend. Naturally, some damage would also have occurred to the rudder.
Depending on the extent of damage, the bend should be heated by setting up a provisional
heating furnace around the bent shoe piece, and the shoe piece faired by using oil jack . After
fairing up the shoe piece, the center of rudder should be re-aligned. In some cases, the pintle
size might need to be increased, the gudgeon hole filled up by welding, and re-boring carried
out. Temperature control when fairing the bend is difficult. This work should be performed by
a shipyard's experienced in such work. If excessive bending has occurred, it is easier to cut
the bent portion and replace it with a new shoe piece.
(3) Twisting of shoe piece
The twist in the shoe piece might be local or extend over the entire length of the shoe piece.
Fairing a twist is very difficult. However, depending on the extent of damage, the twist can be
faired by a similar procedure as the shoe piece. If the twist is minor, and the gudgeon
thickness allows, It can be repaired by re-boring of gudgeon and fitting a thicker new bush
Fig.9-12 Adjustment of rudder center
(1) If the thickness of the gudgeon is greater than 35% of the diameter of the pintle, the hole
may be enlarged by boring and a larger bush may be installed.
(2) If the bend is such that the thickness mentioned above cannot be obtained, filling can be
carried out by welding, followed by boring.

Fig.9-13 Fair in place of shoe piece (2)

Repair work of the shoe piese which lifted 205mm upwards

Photo.9-4 Fair in place of heavily damaged shoe piece

Fig.9-14 Fair in place of shoe piece
The furnace is under the propeller boss. On the S-side there are oil jacks and on the P-side
there is a strong support between dock wall and the fore end of the shoe piece. The heat
treatment after the repair work is most important. This repair work was carried out at the
AESA, Olaveaga, Spain.

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welcome to

1.Introduction ＜ Safety in Dock ＞

2.Docking Surv ey
10. Rudder
3.Surv ey Item
The rudder is the most important part of the ship. If the rudder becomes defective, the ship
can no longer operate, even though the condition of the hull and machinery is satisfactory.
Similar to the propeller, the rudder is normally immersed under water, therefore, details of its
4.Type of Dry Dock condition can be observed only during a bottom inspection when the ship is docked.
Inspection of the rudder also includes inspection of deformation, checking for cracks and the
5.Safety in Dock condition of rudder bearing wear down.
10-1 Type of rudder
6.Procedure of Bottom There are many types in rudder. The followings are the typical examples .
Inspection
7.Course in Dock

8.Shell Defect

9.Stern Frame

10.Rudder

11.Propeller

12.Anchr

13.Chain Cable

14.Sea Valv es

Fig.10-1 hanging ridder Fig.10-2 Symplex rudder

Fig.10-3 Rudder with one pintle Fig.10-4 Mariner rudder

Fig.10-5 T-Type rudder with 2 pintles Fig.10-6 Mariner rudder with 2 pintles,

Colt nozzle rudder Active rudder

Fig.10-5 Old type Rudder with many pintles (Single plate rudder)

Santa Maria Cutty Sark (1)

Cutty Sark (2) Nelson's Flag Ship VICTORY

Flap rudder , Fig. missing

Fig.11-6 Special rudders Fig. missing

10.2 Lifting and Removing Rudder

At first the rudder bearing clearance (Between inner diameter of bush and rudder stock or
pintle) should be measured when inspecting the condition of the bearing. If an abnormality is
found, the rudder should be lifted or removed, depending on its construction. In conventional
rudders with upper and lower pintles or lower pintle only, the rudder has to be lifted. However,
for a hanging rudder or a Mariner type rudder, the rudder should be lowered; for a Simplex
rudder, the rudder post should be removed. In any case, the tiller of the steering gear should
be overhauled and removed, in such a way that the rudder and steering gear should be
disconnected, and the jumping stopper removed. An example of the sequence for lifting the
rudder is shown in Fig. 10-6 ; If the rudder is lifted by a jack, the jack should be positioned
under the vertical frame of the rudder, otherwise it might dent the bottom plate of the rudder. If
the sequence is not followed correctly, the rudder might drop and break the shoe piece;
therefore, work should be carried out with much care.

(1) Step 1(Before lift) (2) Step 2 (3) Step 3(Lifted)

Fig.10-6 Procedure for lifting rudder from step 1 to step3 (Lifted)

10.3 Lost of Rudder

Instances where the rudder did not respond when the ship was underway because the rudder
had dropped into the sea bottom are extremely rare,
case although not impossible. Generally, in this case, the rudder stock and the upper rudder
plate remain. The rudder stock and the pintle are made of
forged steel, the rudder body made by welding steel plates, and pintle bearings are castings.
In general, rudder loss occurs because of welding defects in the part connecting a casting in
the rudder and the rudder plate. cf. Fig. 10-7
Fig.10-7 Rudder partly lost

If the cracks is found in the horizontal direction at the upper part of the rudder , carefully check
the cracks after the stagings are erected.

10.4 Rudder Stock Failure

Rudder stock failure is very rare, but in the past, there was an incident when a whale in a
dying condition hit the rudder of a whale catcher boat operating in the Antarctic Ocean, the
rudder broke and dropped into the sea. Unfortinately the rudder was a hanging rudder without
shoe piece.

Fig.10-8 Hanging rudder will drop when rudder stock is broken

Genellary no such incidents have happened. But in 1960, a tanker of 30,000 gross tons, just
built and handed over to the owner, was underway heading for the Persian Gulf .The captain
reported that when an impact was felt at the stern and the ship suddenly turned to portside.
The main engine was stopped immediately. After inspection, it was discovered that the
rudder stock of diameter 450 mm was cut completely at the position shown in Fig.10-7 and
had swung to port. As a contingency measure, the rudder was lashed by wire rope; the rudder
was swung using the mooring winch until the ship reached Karachi Port. At this port, rudder
stock was joined by welding after edge preparation to a depth of 50 mm all around and a
doubler was provided. Thereafter, the ship sailed under its own power to Japan. After
investigation of the history when the rudder stock was manufactured, It was found that the
rudder stock had a slight bend at the location where the damage happened. Then rectified by
locallly heating in the furnace and faired using a press. The fairing by a press had caused
large residual stress, and the material strength had degraded when it was heated,
Sometimes these processes will cause the breaking of rudder stock.

Photo.10- Broken surface Fig.10- Temporaly repair

10-5 Crack in rudder plate
(1) At the slot weld
The rudder plate and rudder frame can be welded directly on one side of the rudder, but the
cover plate on the other side can not weld directly.
So these members are joined by slot welding. If assembly accuracy is poor, slot welding is
incomplete and cracks occur. Consequently, cracks appear in the rudder plate only on one
side.

Crack appears holozontally Cracl at the slot weld

Photo. 10-1 Crack in the rudder plate at the slot weld
(2) Both ends
Sometimes cracks are found at the front edge and/or aft end.

Vertical crack at front end

Suddenly ship's speed dropped.
'
Crack appears at the end
10.5.1 Detecting ingress of water into rudder
If we find some wet area in the rudder platet, it is likely that cracks have occurred in the rudder
plate and sea water has ingressed. Even if water has entered into the rudder, only the
buoyancy of the rudder is lost and no major casualty will occur. However, internal parts of the
rudder might corrode, therefore, the plug in the bottom plate of the rudder should be opened
and water should be drained out. If we strike the rudder plate with a test hammer, we can
detect the ingress of water from the sound. In large ships, the rudder is high above the dock
floor; if we cannot strike it with a test hammer, pick up a stone or something in the dry dock
and throw it agsinst the rudder. We can find the ingress of water from the sound made by the
stone hitting the rudder.

Fig.10-8 Examination of Ingress of sea water throwing stone or

something in the dry dock

10.5.2 Measures when cracks are detected

(1) Open the plug at the bottom of rudder plate and drain the sea water from the rudder.
(2) After close the plug fill the rudder with air to perform the air test and check the cracks.
(3) Re-weld the crack.
(4) After welding, carry out the air test again to confirm that the repair has been completed
correctly.

10.6 Loss of Portable Box

The portable box is installed above or below the gudgeon so that it can be removed when
raising or lowering the rudder for mesurement of the clearance between pintle bush and
sleeve. The portable box is fitted with only one side welding for easly take off. If the welding is
poor or if the rudder hits a floating object, the box is easily broken and drop into the sea. Loss
of the box is not a major problem; however, the area of the rudder decreases and the rudder
response becomes a little poor, therefore, when no portable box is found, new box should be
made and fitted. If the clearance above or below the gudgeon is large, we may conclude that
the portable box has been lost.

After removal for lifting rudder Ordinaly Portable box

Fig.10-9 Prtable box

10-7 Pintle
If we consider the rudder is a hinged door, the pintle is analogous to the vertical pin in the
door hinge. Consequently, if the pin is damaged, the door cannot be opened or closed.
Similarly, when the pintle damaged, the rudder loses its freedom of movement and the ship is
unable to sail under its own power. Although the pintle is a small component, it plays a very
important role. Depending on rudder type there are one or two pintles in the rudder.

10-7-1 Pintle construction

The bearing surface of pintle is covered with a copper alloy sleeve. After a tapered part as
shown in Fig. 10-10, the end of the pintle has threads cut into it. The pintle is secured with a
nut. If the nut loosens and comes off, the pintle will drop; therefore, the nut is kept with nut
stopper.
The shrink-fitted sleeve is only cylinder or with bottom. In small ships, a removable heel disk is
often fitted to the bottom of the pintle; this heel disk support the weight of the rudder.

Closed sleeve Cyrindorical sleeve

Fig.10-10 Construction of pintle

10-7-2 Damage to pintle

Because the pintle is short, it does not bend. The damages to the pintle are as follows.
(1) Fracture
(2) Sleeve drops off
(3) Corrosion
(4) Wear to sleeve and bush (excessive bearing clearance)
(5) Sleeve slack
(6) Loss of nut
(7) Wear to nut stopper and bush stopper

10-7-3 Breakage of pintle and pintle lost

After Columbus sailed from the port of Cadiz, on "Santa Maria", the ship's rudder sustained
damage. "Cutty Sark," a tea clipper, lost its rudder off the east coast of Africa while
competitng with "Thermopylae." The causes of damage in the above cases were attributed to
a fracture of the pintle. Today, however, the pintles have adequate strength and there are no
instances of fracture or lost.

Fig.10-11 Nut above (Ordinary rudder)

When the nut is loose or lost and at the same time portable box is lost, pintle will fall down
into the sea and also, if the nut secuing device is out of order, pintle drops off. But this case
is very rare. Because in almost case, the nut is fitted on the top of the pintle.
The nut securing device is provided with means to prevent it from working loose. During
inspection, the securing device should be carefully checked.
To prevent the nut from rotating, steel pieces are welded as shown in the Fig.10-12 . This
welded nut stopper is not thick about 5mm. When the nut stopper is excessively corroded, the
stopper should be renewed.
Some ship has a split pin through the nut and pintle head. But pin is very thin
and easily corroded. The split pin is not prefarable.
In most case, the nut does not become loose but it should be checked by tapping it with a test
hammer .

Fig.10-12 Nut below (Mariner rudder)

Even if the nut is heavely corroded or disappeared, the pintle does not drop off.
Fig.10-13 Nut stopper (1)

Fig.10-14 Nut stopper (2)

Fig.10-15 Cement cover

For prevention from corrosion generally the nut is covered with cement.
If the cement is defective, it should be renewed.
Fig.10-16 Pintle lost
When the nut is lost, pintle will fall down into the sea.

10.7.4 Measurement and allowable values of bearing clearance

Measurement of clearances of all bearings are to be carried out during rudder inspection.
Therefore, clearances of the sleeve and the bush in the longitudinal direction (F～A) and the
transverse direction (P～S) of the rudder should be measured. The two methods described
below may be used for measurement.

1) By lifting the rudder

After lifting the rudder we can see the both pintle and the bush as shown in Fig.10-17. The
outside diameter of pintle (outside diameter of pintle sleeve) using external calliper and the
internal diameter of bush using internal calliper have to be measured in the three sections ie.
top, middle and bottom. Thedifference of two values is the clearance and the mean value is
the clearance between pintle and bush.
An example of the results of clearance measurement is shown below.

Fig.10-17 Measurement of pintle clearance

2) Without lifting the rudder
Without lifting the rudder,we can measure the clearance using a feeler gauge inserting
between the bush and the sleeve. The method of measuring clearances using a feeler gauge
is shown in the Fig.10-19.
The measurement is the same as above ie. fore-aft and P and S side.
But in this case we can not measure the clearance at the middle section.

Fig.10-18 Feeler gauge

The feeler gauge is a collection of thin metal plates of various thickness.
Measure from bottom Measure from top
Fig.10-19 Measuring pintle clearance

Clearances in the longitudinal (fore and aft) and transverse directions (P and S) should be
measured in the similar way as before mentioned.
2-1) False clearance
When measuring the pintle clearance using a feeler gauge, the measurement of clearance at
the end of the bush sometimes shows a smaller value while the actual value of the clearance
is bigger. As shown in Fig. 10.20 and 21, the end of the bush should be chipped off and the
clearance should be measured accurately.

Fig.10-20 Fales clearance

Fig.10-21 Example of actual measurement

 Left : New bush

Right : Weared bush,

Only lower end is normal.

2-3) Standard Clearance

i) Pintle
For a newly built ship, the standard clearance is 1.5 mm.
For a ship in service, Maximum allowable clearances between pintle and bush is 6
mm.
IF the actual clearance exceeeds 6mm, the bush should be renewed.

3) Neck bearing
Clearance in the neck bearing can be measured after the rudder is overhauled. Unless other
wise the measurement is carried out using a feeler gauge.The standard clearance is 4.0 mm,
If the clearance exceeds 5.0mm, the bush should be replaced. Actually the wear down of the
neck bearing bush is smaller than the pintle.

4) Examination of the Survey Report in previous survey

If the clearance of the pintle is 5.5 mm, examine the past measurement results in the survey
report. For instance, if the clearance at the previous inspection was 3.0 mm, the clearance
increased by 2.5 mm. Then the clearance in the next survey will be increased up to 8.0mm. so
the renewal of the bush should be strongly recommended.
If the clearance is 5.0 mm in the previous survey, In this case the wearing
is only 0.5mm. renewal may be deferred until the next inspection. There are no clearly-defined
standards for carrier-bearing clearances; however,examples of past measurements of
various bearings are given below. The "△" mark indicates that bush renewal was
recommended; The "A" mark indicates that renewal was deferred until the next inspection.
Fig.10-23 Clearance of neck bearing

Fig.10-24 Clearance of carrier bearing

Fig.10-25 Intermediate bearing

10-7-5 Wear of bush

The bearing cannot be oil lubricated because the pintle is always in the water. Consequently,
very hard wood from tropical American trees, called lignumvitae, which is a suitable material
for water lubricated bearings, was used in the past. Because this wood is a natural material
and its quality varies; if lignumvitae of a soft quality is used, wear is faster. From 1960
onwards, synthetic resins such as Teflon rubber and phenol resins were used experimentally.
Phenol resins were found to make excellent water lubricated bushes; there is no variation of
quality as in lignumvitae and with a maximum allowable pressure of 350 kg/cm2, twice that of
lignumvitae and good wear characteristics, almost all bushes today are of phenol resin.

Photo.10-2 Lignumvitae

But in case of phenol resin, in some ships the wear to the bush is relatively fast. This is
because of the misalignment of rudder center line. After the rudder is removed and the rudder
center is re- aligned , further abnormal wear to the bush will be eliminated. However, it takes
considerable time and money to align the rudder center, therefore, some shipowners prefer
to economize by renewing the bush at every docking survey rather than aligning the rudder
center.

Phenol resin or copper alloy is used in the bush of the neck bearing and copper alloy is used
in the carrier bearing. The material used in the bush is always softer than the material used in
the sleeve, so the bush wears out faster than the sleeve. The advantage is that the bush can
be easily replaced when it wears out.
10.7.6 Slack of sleeve
The cylindrical sleeve is expanded by heating, and when the inner diameter becomes large,
the pintle is inserted by shrinkage-fitting. The two
members are only held against each other physically; therefore, the sleeve might become
slack due to vibrations or ingress of sea water between the members. If the slack is
excessive, the sleeve drops. When the rudder is lifted, strike the sleeve with a test hammer
and check for slack. If we press the sleeve lightly with a finger while striking it with a test
hammer, we might feel a slack of sleeve. If we find some slack, strike all around the sleeve
with the hammer and record the slacked locations. If the slack is found over 2/3 rd of all
surface , the sleeve should be replaced.

Fig.10-00 False clearance

Actual clearance (Left side) is much bigger than the value measured with
filler gauge.

Fig.10-00 Examination of actual measurement

Fig.10-00 Exaninination of sleeve sluck with test hammer,
If the sleeve is sluck, the finger feels somthing like vacant.

Fig.10-00 Sketch showing sleeve sluck

Slack is bigger in both P and S side

10-7-7 Corrosion of bush retainer or support

The bush retainer and support are a comparatively thiner welded rings made of steel plate. If
some part of this ring is corroded, bush might work loose and fall off. When they become
excessively thin, the bush retainer or support should be replaced, If the bush has been
shrinkage-fitted into the shoe piece, it will not fall off; however, there are instances of the bush
disappered. The worn bush turned into a fine pieces, which in turn found its way between the
pintle and the shoe piece then disappeared.

Fig.10-31 Bush stopper

10-7-8 Corrosion of pintle

The copper alloy sleeve is shrinkage-fitted on the bearing surface of the forged steel pintle,
therefore, the ends of the sleeve are likely to be subjected to galvanic action. Sometimes the
tapered end of the pintle corrodes circumferentially and its thickness is reduced only at the
corroded part. Moreover, the tapered part of the pintle is in metallic contact with the cast parts
of the pintle. If the sea water enters into the small clearance, the tapered part corrodes;
therefore, 0-rings are generally fitted at both ends of the sleeve. If 0-rings are not fitted, or no
longer exist, the tapered part gradually corrodes due to the effects of the sea water, and
finally, the hair crack appears around the taper end of the pintle. Dering long years the crack
increase and the pintle will broken.
This defect cannot be detected unless the pintle is removed. There have been instances
where the pintle was removed because it had become loose, and it was found that the
tapered part had corroded excessively.
If the sea water has enteres into this clearance between the sleeve and the pintle itself, the
shrinkagr-fitted sleeve becomes slack because of pintle corrosion; if this situation is not
rectified for a long period, the sleeve will work loose and fall off. We have found initial
corrosion in the pintl occuring circumferentially in the tapered part and then after thehair-
cracks will appeare at this location. the next stage is corrosion due to sleeve slack, followed
by corrosion in the tapered part.

Fig.10-32 Corrosion of pintle (1)

(1) Pintle corrosion

(2) Pintle corrosion and sleeve slack
(3) Corroded bush support
(4) Corroded bush (large clearance)

Fig.10-33 Corrosion of pimtle (2)

Fig.10-34 Corrosion of pintle (3)

10-7-9 Repairing corroded pintle

An excessively corroded pintle should be replaced, but if the corrosion is not heavy, the pintle
can be repaired by welding depending on the material.
(1) Pintle material
In principle, welding repairs should not be carried out on forged steel pintle. However, if the
carbon content of forged steel is less than 0.23% , welding repairs may be carried out.
Therefore, the carbon content should be confirmed before carrying out welding repairs; if it is
greater than 0.23%, welding repairs should not be carried out.

(2) Procedure for welding repairs

Fig. 10-33 is a flow chart for welding repairs for forged steel materials.
At firstly, the carbon content is checked and if the carbon content is less than 0.23%, the
rust is de-scaled. Very small flaws are checked by ultrasonic testing. If cracks are found, they
are chipped off. Next, the defective surface is welded all around. After heat treatment, the
surface is machined up. After machining, a dye penetration test may be carried out as the
final check.
Then new sleeve after hydraulic test is shrinkage fitted.

Fig.10-33 Procedure for repairing of corroded pintle

Photo.10-3 Corroded pintle

10-8 Lifting and Lowering Rudder

The rudder weight is supported at the top or the bottom.
It is suspended from a thrust bearing in the rudder carrier in the steering gear room. However,
in small ships, the rudder is supported with a heel disk below the rudder. If the thrust disk or
the heel disk wears out, the rudder itself comes down. If the rudder comes down excessively,
its connection with the steering gear becomes defective; therefore, the clearance between
the shoe piece and the rudder should be checked carefully during a bottom inspection.
Generally, the designd clearance between rudder bottom and shue piece is 20 mm to 30
mm. If the clearance is between 0 and 10 mm, the heel disk should be renewed, or the rudder
carrier should be opened up and the surface of bearing disk
should be examined.
10-8-1 Wear to heel disk
Generally two hard, semi-circular steel disk is fitted in the shoe piece and the bottom of pintle,
one above the other so that a point contact is obtained; however, the upper heel disk is
sometimes part of the pintle. In this case, the lower part of the pintle is semi-circular. This heel
disk rotates together with the rudder and has a box-shaped spigot. The semi-circular shape
of the heel disk becomes flat when it wears out, causing the rudder comimg downwards. If the
heel disk becomes thin due to wear, it should be renewed.
Fig.10-35 Support of rudder weight
(left : Bottom support, right :top support (hangaing)

Fig.10-36 Clearance between rudder shoe piece

Fig.10-37 Heel disk

10-8-2 Thrust disk

The thrust disk is a copper alloy disk with etched oil grooves. Because the area of the disk is
large, the bearing pressure acting on the disk is small. Consequently, the disk does not wear
out easily. However, major abrasive
scratches appear on the disk when oil lubrication is insufficient. In case of the aged ships, the
surface of disk has been found to badly scratched and the thickness has been considerably
thin.
If the rudder comes down and its base is likely to touch the upper surface of the shoe piece, In
this case the thrust disk should be replaced. Thrust disks in large ships are very big so
replacing such disk involves considerable labour, therefore, the recommended renewal
work is usually carried at the next dry dock.
Fig.10- 38 Rudder carrier

Fig.10-39 Rudder lift up after the jumping stopper overhauled

Photo.10-4 Scratched thrust disk

Photo.10-40 Combined thrust disk and bush

Thrust disk with integral bush is not recommended because when the disk is renewed the
sound bush also renewed.

10-8-3 Jumping stopper

If the rudder is lifted when underway due to the wave impact or the contact with floating
objects, and or bottom contact, the steering gear may be damaged. To prevent such
damage, a jumping stopper is provided.The jumping stopper, as shown in Figure , may be
fitted over the gudgeon or assembled in the rudder carrier. the designed clearance is 2.0 mm
maximum.
There are no instances of damage or corrosion to the jumping stopper
itself. However, if the clearance measured is found to be large, it can be
concluded that the rudder has moved down. Because a hanging rudder
does not have a shoe piece, one does not know whether the rudder has
moved down or not; therefore, we recommend that you enter the rudder trunk and measure
the clearance between the base of rudder carrier and the jumping stopper.
 Fig.10-41
Jumping stopper on the gudgeon

Fig.10-42 Jumping stopped under rudder carrier

Fig.10-43 Measuring of the clearance between junping stopper and the base of rudder carrer
in the rudder trunk

10-9 Rudder Corrosion

10-9-1 Corrosion of rudder plate
In old ships, the rudder plate corrodes and its thickness decreases, similar to wear to the
shell plate. However, the rate of wear of the rudder plate is gradual and is much smaller than
that of the shell plate; instances where the worn rudder plate has been cut out and replaced
after measurement with a thickness gauge are very rare. This is attributed to the large
number of zinc anodes fitted for preventing corrosion of the rudder plate.
If the worn rudder plate is cut out for replacement, or a large thick double plate has to be
provided. Unlike the hull structure, centring of the rudder is likely to be adversely affected
because of welding the deformation.
Therefore, the rudder plate should be removed, placed on a level block, and welding work
carried out while the centring of the rudder is checked.

Fig.10-44 Centering of rudder (Fore - Aft and P -S side)

Fig.10-4 Fabrication of rudder

Photp.10-5 Centering of rudder on a level block

The rudder plate is placed on a level block and measured the center line. LISNAVE Rocha,
PORTUGAL

10.9.2 Corrosion due to erosion

Irrespective of the age of ships, the upper, middle, and lower parts of the rudder plate and the
gudgeon in fine high-speed ships sometimes suffer from excessive spongi form corrosion.
This phenomenon is called erosion. The water flow generated by propeller rotation generates
air bubbles in the flow at local locations where flow rate is high. When these bubbles impinge
on the rudder, they burst and disappear, but cause microscopically large impacts on the
rudder resulting in local corrosion of the rudder plate.

Fig.10-45 Erosion of rudder

If the surface is eroded, and there is continuous flow of water over this surface, corrosion
advances further. There are no fool-proof measures against corrosion; the rudder plate is
sometimes built up by welding, and forged parts such as the gudgeon are sometimes
covered with cement or Devcon, but at the next drydocking, similar corrosion can also be
found in the cement; therefore, effective repair methods have not yet been discovered.
However, as corrosion is localised, the strength of the rudder is not affected significantly,
provided there is no hole in the rudder through which water can enter; therefore, this form of
corrosion should not be of much concern.

10-10 Twist in Rudder Stock

Among the damages of rudder the most troublesome damage is twisting of the rudder stock.
In furthermore, In most cases twisting is accompanied with by bend of the rudder stock.
As mentioned in (9) of Section 8., When we watch the rudder just aft in the dry dock and the
rudder is found to have swung to any P or S side, then the rudder stock is likely to have
twisted. Because when the ship is in dry dock always the rudder is kept just midship.
Twisting is caused due to the external force to the rudder plate in case of grounding, touching
with mud, rock or floating objects. Without knowing that the rudder is fixed, when the rudder is
taken by force of steering gear the rudder stock will be twisted. While sailing , if the rudder
suddenly responds strangely and becomes heavier than usual, the rudder stock has probably
twisted. However, if the angle of twist is small, there is practically no effect on steering;
When the twisting angle is less than two degrees, there is no problem.
But when the ship heavily stranded, the twisting combined with bending of rudder stock.
以下未校正

10-10-1 Position of twist

Not the same as dents and cracks, It is very difficult to find the position of twist .
The rudder stock above the neck bearing is slender, so the most cases it may be assumed
that this part of the rudder stock will be twisted, But it is very difficult to check a position
correctly.
The twisting angle is measured after the rudder stock is oberhauled and placed on the level
block. The difference of the position of key way on the top of rudder stock and the position of
rudder flange. In this case only we recognize the twisting angle but we can not find the
position of twisted area becaus there is no reference longitudinal line on the rudder stock.
The rules of the Germanischer Lloyd ( the German classification society) prescribe the
replacement of the rudder stock when the angle of twist is greater than 10 degrees.

If the twist is 10 degrees, the case where the twist has occurred throughout the length of the
rudder stock, say over a range of 3 m, is quite different from the case where the twist has
occurred in a range of 50 cm in the rudder stock; while the twist in the former is 0.3 degrees
per unit length, the twist in the latter is nearly six times this value. For instance, the report does
not have an entry such as "twist was found over a distance of 1,500 mm from a point 2,000
mm above the coupling in the upward direction", because nobody knows the range of
twisting. One reason for this is that permissible values of twist have not been decided. In the
new building a reference line in the longitudinal direction should be marked on the rudder
stock.
捩れの図面を作成し挿入

10-10-2 Actual examples of twist

As mentioned above, GL requires replacement of rudder stock if the twist exceeds 10
degrees, but we are inclined to think that this requirement has been simplified beyond our
reasoning. Results of damage and repairs of twisted rudded stock experienced during survey
are as follows ;

10-10-3 Repairing twist

Twist occurs because of stranding and bottom contact, therefore, repair costs are generally
covered by insurance. For this reason, there are many instances of renewing the rudder
stock. However, as the rudder stock is a large forged block, a considerable time is required
to procure materials. It is customary to carry out temporary repairs and renew the rudder
stock later.
The following precautions should be taken during repairs:

1) The keyway was subject to large forces, therefore, confirm using ultrasonic testing that
cracks are not present.
2) The entire rudder stock is subjected to twisting forces, therefore, examine the entire
surface of the rudder stock for very small flaws.
3) For details of welding the keyway, see 10-7-9(2) "Procedure for Welding Repairs"
Table 10-2 Example of repair works on the twisted rudder stock

(1) If the twist angle is comparatively small as shown in the figure, the keyway for the rudder
stock and the tiller is machined to increase its size so that a larger key can be fitted.
The method of retaining the original keyway and adjusting the position of the steering gear
may also be considered, but I have not heard of actual examples of such a practice. For the
ship in. E on the Table 10-2, however, the quadrant was increased in size by adding an extra
piece and the rudder angle was corrected; this is an example of adjusting the steering gear.

Fig.10-46 Adjustment using a new bigger key

Fig.10-47 Adjustment of quadrant

(2) Big twist angle

If the twisted angle is so large that repairs to the key alone are inadequate, the keyway can
be built up by welding, the welded part checked for flaws by ultrasonic tests, and a new
keyway cut to suit the twisted angle. The rudder stock can be used even though it is twisted.
However, because of the twist, the rudder stock might have flaws that are not visible to the
eyes; therefore, it should be examined by non-destructive tests such as ultrasonic flaw
detection, magnetic particle test or dye penetrant test (colour check).
If very small cracks are detected, depending on the sizes of the cracks, they may be chipped
out or other measures adopted to eliminate them.
This is a temporary repair method; after repairs are carried out , the shipowner has to
procure a new rudder stock and replaced. however, these repairs may be accepted as
permanent repairs.

The wire rope test is described here for reference. In addition to the breaking test of the wire
rope, after individual core wires of the rope is subjected to twisting test and coiling test. In the
twisting test, one end of each core wire is fixed and the other end is rotated to twist the wire. If
the core wire breaks before reaching a specified number of turns, the rope is considered to
be defective, irrespective of its tensile strength. For example, in a 53 mm diameter, No. 3
rope (6 x19) used for mast stays, the diameter of one core wire is 4 mm. If the core wire is
gripped at a length of 400 mm and the twisting test performed, it should withstand at least 17
turns before breaking. That is, the 4 mm diameter core wire should not break before 17
rotations (17 x 360 degrees) over a length of 400 mm span. The material of the rudder stock
and each individual wire are different; so does the surface layer; therefore, these two items
cannot be compared directly. However, even if the rudder stock is twisted to 360 or 760
degrees, it may not break in my opinion.

Phto.10-5 Twisting test of core wire in the wire rope

The left end of core wire is fixed and its right end is rotated.
the speed at which the wire is turned is also a factor to be
considered: it should be 60 tuenes per minute.

Fig.10-48 Adustment of twisting

The old key way (shown in full line) is built up by welding; a new key way
(in dotted line) is cut to suit the twist of the rudder stock (* theta) and the
the tiller position is adjusted to suit the rudder.
10-11 Others
10-11-1. Flap rudder
In order to improve the response of the rudder.The flap is fitted behind the rudder plate. This
rdder is called Becker rudder. The point of the inspection is as follows:
The link mechanism and the connecting hinges including the flange are to be carefully
inspected . If necessary, wear in the bearing may be measured at an overhaul inspection. At
Special Survey, in addition to above inspection, operation tests are to be carried out .

Fig.10-45 Flap rudder

10-11-2 Intermediate bearing

The rudder is generally supported at three points; In case o f a hanging rudder, the supporting
poinnt is two. However, in rare cases, some ships have rudders supported at four points, with
an additional intermediate bearing below the uppermost support, namely the rudder carrier.
 Fig.10-46 Rudder with 4 bearings Fig.10-47 Intermediate Bearing
The bush in the intermediate bearing always shows abnormal wear and at
the every dodking, bush is renewed. This is because the centring of the rudder is incorrect. In
this case it is better to abolish this bearing to take off the bush and change from four point
supports to three points. After removal of the intermediate bearing there is no problem in
rudder operation.Three support points are adequate for a normal rudder.

10.11.3 Rudder carrier

Although no rerationship to bottom inspection, the rudder carrier is an important part
connecting the rudder and the steering gear in the steering gear room. Fig. 10-8-2 shows an
example of the construction of a rudder carrier; the construction of the thrust disk (carrier disk)
has already been
described .The points for inspecting the rudder carrier are listed below.

(1) Looseness of bolts connecting rudder carrier to deck are to be examined with the test
hammer.
(2) Cracks in deck connection part

Fig.10-47 Fixing the rudder carrier

In the construction shown in the figure on the left, crack will not apear in the deck. But in the
figure right, cracks might appear in the welded joint
at the inserted liner to the deck. when the thicker liner plate is welded to deck. Sometimes
circumferenc cracks might be appeared in the weld joining to the deck.
(3) Loose of wedge
Where reamer bolts are not used but a wedge is used for securing the rudder carrier to the
deck, if the wedge becomes loose, or the direction in which the wedge is driven is incorrect,
the carrier might turn; therefore, confirm that the wedge has been secured correctly.
Fig.10-48 Fixing the rudder carrier fixed with edge

(4) Wear to thrust disk (carrier disk) cf. Photo 10-4

Examine wear and scratch to the thrust disk and the conditions of securing screws, as
described in Section 10-8-2 . When the wear of the disk is minor but there is local scratch on
the carrier disk because of inadequate lubrication, the disk may be reversed, oil grooves
newly cut into the disk, and the disk reused, depending on the saratch.

In ships equipped with electrohydraulic steering gear, always check the following points when
inspecting the rudder carrier:
1) Loose studs for gland of the hydraulic cylinder and oil leakage
2) Are there any flaw or scratch in the ram?

.
Photo.10-6 Scratches on the ram

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Hull Survey
welcome to

1.Introduction ＜ Propeller ＞

2.Docking Surv ey
Propeller
Propeller and the stern tube is an independent survey items from the docking survey. But
3.Surv ey Item
the classification rules in docking survey say as follows:
" The propeller and the after end of the stern bush are to be examined. The clearance in the
4.Type of Dry Dock stern bush and the efficiency of the oil gland should be ascertained. In the case where a
controllable pitch propeller is fitted, it is to be ascertained that the pitch control device is in
5.Safety in Dock good working order, and, if considered necessary, the device is to be opened up for further
examination." These survey are responsible on the Machinery surveyor . But hull surveyor
6.Procedure of Bottom also have some elementary knowledge on propeller and stern tube. The followings are
Inspection only guidance concerning to these items.
7.Course in Dock
11-1 Propeller Damage
The biggest damage of propelle is the broken blades; while sailinｇ, when abnormal vibration
8.Shell Defect suddenly happens in the stern and continues, it may be caused because of the broken
propeller blade . In this case, the engine should be stopped, then the extent of damage to be
9.Stern Frame checked and depending on the damage, the ship should visit to the nearest port for an
Occasional Survey.
10.Rudder If more than one-third of the blade is broken, there is a possibility that the damage also
occurred to the stern tube. In the dry dockd not only propeller but stern tube should be carafully
examined. Sometimes propeller shaft should be
11.Propeller
withdrawn.
The causes of this damage are contacting with a submerged or floating object or small
12.Anchr material defect during manufacturing which developt to hair cracks, and or metal fatigue.

13.Chain Cable 11.1.2 Bend of blade

Bend occurs because of impact of the propeller with other objects; they can be detected
14.Sea Valv es easily even before the propeller is cleaned.
11.1.3 Cracks
Small cracks are overlooked in many cases. They cannot be detected unless stagings are
erected and after cleaning of each blade. Even the hair cracks they have a possibility of
expanding and breaking the propeller blade. Thse hair cracks are discovered by dye
penetration test.
Generally this test need not be carried out for the entire surface of the blade; it is customary to
check only the area from the root to 0.4R of the blade.
In the previous dock if a stop-hole has been drilled at the crack end and the hole has been
filled with a wooden plug, pay attention whether crack ia extended or not. In this case refer to
previous Survey Record on this matter.
Photo.11-1 Blade broken (1)

Photo.11-2 Blade broken (2)

Photo.11-3 Blade bent

11.1.4 Corrosion
Similar to the rudder, the propeller blade may be subjected to spongiform corrosion (erosion)
due to cavitation. There is no good repair method; the surface can be smoothed using a
grinder, or depending on the position, the blade can be built up by welding, If the corrosion is
severe, the corroded part may be cut out and using the approved material and repaired by
welding. These welding repairs should be entrusted to the propeller manufacturers because
welding of copper alloys is very difficult.
Photo.11-4 Hair crack on the blade

Photo.11-5 Blade errosion

11-2 Inspection of Blades

According to data on cracks and broken blades, the blade is frequently cut at the location
called the P point; therefore, this part should be inspected with particular care. The P point
lies on the pressure side of the blade, and it is the point where the thickness of the blade is
maximum and where the rounded radius of the boss terminates. The indication of the position
on the propeller is similar to the concept of the frame space indicating the position of the
frame and beam shown in the figure 11-1 below.

The blade is divided into parts formed by measuring arcs from the centre
of the propeller at every 10% of the radius of the propeller, such as 0.4R, 0.7R. The names of
the blades are generally assigned as A, B, C, D and
E or (1), (2), (3), (4), and (5) in case of five-bladed propeller.
The name of each blade is engraved at the root of the blade. It can be find easily after green
algae or dirt on the propeller blade has been removed.
The area shown in the figure should be inspected with special care. After polishing the
surface using a disk sander along the length of the blade, the surface should be examined
using a hand magnifying glass or by performing the dye penetrant test. For details of the dye
penetrant test,
以下未校正

Fig.11-1 Propeller Nomenclature (1)

Fig.11-2 Propeller Nomenclature (2)

11.3 Propeller Repair

The surface of the propeller blade is divided into three regions: A, B and C. The table below
shows the kinds of repairs that can or cannot be carried out in each region.

However, only typical damage and inspection procedures are covered here.
Fig.11-3 The area for dye penetration test

Fig.11-4 Propeller blade

R = Radius, Ct = Chode lenght in rudius r

Table 11-2-2 Kind of repair

11.4 Fall of Guard Ring

A guard ring (also called a rope guard) is fitted between the propeller front face and the stern
frame to prevent floating objects such as fishing nets from being fouled with the propeller
shaft. The guard ring is a split ring welded to the boss of the stern frame. It can come off
easily if an object hits it. A guard ring is not prescribed by the Rules, but if it has fallen off,
it must be replaced by manufacturing a new ring and fitting it in place.

Fig.11-4 Gurd ring

12.5 Clearance Measurement

The clearance between the propeller shaft and the bearing should be measured during the
bottom inspection. There are two methods of
measuring clearance, depending on the water—sealing method for the shaft. For the rudder,
the clearances in the longitudinal (fore-aft) and
transverse (p-s) directions of the rudder shaft are measured, but for the propeller shaft,
because the lower surface of the shaft is in contact with the bearing, only the clearance of the
upper surface of the shaft has to be measured in case of a water--lubricated system.

Fig.11-5 Clearance of stern tube bearing

For an oil lubrication system, also measure the clearance at the lower surface.

However, for an oil—lubricated system, clearances of the upper and lower surfaces have to
be measured, because the shaft sinkage is small. Clearances in the transverse direction
need not be measured because the shaft is rotating all the time.
11.5.1 Clearances of sea water—lubricated bearings
Similar to measuring the clearance of the rudder pintle, remove the guard ring, insert the
feeler gauge or the measuring wedge from the stern tube side and measure the clearance.
Before the lignumvitae dries out after the ship is drydocked, measure the clearance of the
upper surface and record the results of the measure-ments in the Inspection Record Form M-
1. For
a ship with twin shafts, item 1. in the form is for the propeller on starboard side, and item 2. is
for the port side. If a twin—shaft ship has shaft
brackets, enter the measurements in the lower Dart of the form
Fig.11-6 Measurement of Clrarance

Table 11-2 Results of mesurement (1)

The allowable maximum clearances according to shaft diameter are given below. If the values
below are exceeded, the stern tube bearing material should be replaced or repaired.

Table 11-3 Allowable max. clarance

12.5.2 Weardown of oil—lubricated bearings
Unlike lignumvitae used in water—lubricated bearings, metal can be used in oil—lubricated
bearings, and the clearance between shaft and bearing can be reduced. Wear is also small,
and most modern ships use oil—lubricated bearings.
Clearances should be measured at the same shaft positions as the previous measurement.
To specify the shaft position, use the position of
the propeller blade or the position of the main engine piston. Generally, this position is
specified according to the position of the propeller blade; for example, measure clearance
with blade A at the top. If no hole for measuring sinkage is provided in the guard ring, the
guard ring should be
removed, the screwed cap of the measuring hole removed, and a measuring instrument such
as Vernier calipers, so—called wear down gauge, inserted and distances from the bearing to
the upper and lower surface of the shaft measured. The measued records is to be entered in
the survey report showing the position of measured point sucha sa the Key Top or No. 6
Crank Top.; however, unless the bonnet is removed, the key position cannot be judged;
therefore, it is convenient to take a specific blade (cylinder) as the reference for sinkage
measurement. In large ships today, propellers are generally keyless. Sinkage is the
difference in measurement at the time of inspection and measurement when the ship was
built. The standard limit for sinkage is 0.3 mm irrespective of the shaft
diameter. Sinkage should be determined by studying the properties of lubricating oil, and the
history of temperatures of the lubricating oil and bearing material. An example of the
Inspection Record is shown below.
Photo.11-6 Measuring clearnce

Example of position propeller shaft

Fig.11-7 Position of propeller blade

Table 11-4 Results of measurement (2)

(1) Example of measuring clearance in a oil-lubricated bearing

(1) Original
(2) Overhaul of guard ring and cap bolt

(3) Inserting the gauge

(4) Measurenent
Fig. 11-5 Measuring of propeller shaft clearance
(2) Example of measurement results for sinkage
Measurement results for two ships and their graphs are provided below for reference.
The part above the kinked line shows the top, and the part below the kinked line shows the
bottom measurement values. The position of the blade does not conform to the key top
position but the No. 8 piston top
position.
Ship (1) : Tanker, 72,368G/T,built in 1975

Month Measurement Month Measurement

4/1977 114.30114.85 6/1978 115.40/114.75
9/1979 115.50/114.80 11/1980 115.50/114.80
5/1982 115.60/114.80 9/1983 115.30/114.70
5/1985 114.90/114.70 11/1986 114.90/114.60
10/1988 114.90/114.60 10/1990 115.10/114.90
9/1992 115.40/115.00
Ship (2) : Tanker, 43,444G/T, built in 1975

Month Measurement Month Measurement

12/1981 72.7/73.1 4/1984 72.6/73.2
5/1986 72.9/73.1 6/1988 73.3/73.3
4/1990 73.4/73.3 5/1992 73.3/73.4

Fig.11-6 Results of measurement (3)

11.6 Inspection of Stern Tube Seal

Oil leaks from the propeller boss in the stern frame of an oil—lubricated system can
sometimes be detected during a bottom inspection. This is probably due to a defective seal,
therefore, a detailed examination of the
seal is necessary.
Fig.11-7 Oil leakage from propeller boss

11.7 Bow Thruster and Side Thruster

These items are shipowner's options, therefore, they need not be inspected under class
requirements. However, if these items are
installed on the ship, they should be inspected at the docking survey. Frequently observed
damage includes damage to guards at sea water ports due to impact with submerged or
floating objects, and bent propeller blades. If the shaft seal is defective, water entersin to the
ship; however, such incidents are not reported. Inspection results should be entered in the
Survey Report.
When the stainless plate is used in the surface of the nozzle, the corrosion of
adjusent steel plate suould be carafully inspected.

Fig.11-8 Damage of side thruster guard

Fig.11-9 Damage to side thruster

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welcome to

1.Introduction ＜ Propeller ＞

2.Docking Surv ey
12. Anchor
3.Surv ey Item
12.1 General
Anchors, anchor chain cables, mooring ropes, and towing ropes are collectively called
"Equipment" . The number, weight and size of the equipment are determined by the
4.Type of Dry Dock
Equipment Number calculated according to the size of a ship. Consequently, When the
dimensions of the hull are modified or the arrangement is modified and the equipment
5.Safety in Dock Number exceeds the present number, the existing equipment has to be changed to
new one.
6.Procedure of Bottom
Inspection Inspections of anchors and anchor chains are not the requirements of the Docking Survey but
7.Course in Dock
they are an inspection items in a Special Survey and Intermediate Survey. But the inspection
of the anchor and chain cable are carried out costomary at the Doking Survey. At the Docking
Survey
8.Shell Defect anchors and anchor chain cabless are ranged on the dock floor and the surveyor carry out the
survey.
9.Stern Frame Hereinafter explain the survey points and the examples of dmage and repair methods.

10.Rudder

11.Propeller

12.Anchr

13.Chain Cable

14.Sea Valv es

Photo.12-1 Anchor and chain cable ranged on the dry dock

12-2 Kind and mumber of anchor

Long time ago anchors are made of stone or wood. But in later days many kinds of anchors
are invented. However in these days anchors are made of steel and the following types are
widely used.
(1) Stock anchor
I
Photo.12-1 Stock anchor (from "The
Fig.12-1 Stock anchor
Sea Fellow")

(2) Stockless anchor

Now almost all ships have a stockless anchor which equipped at bow on both P and S side.
Mr.Harkins invented the stockless anchor in 1823 and Mr. Matinse took a patent in 1854. But
the shipowners did not pay much interst in this new anchor.
After long testing, in 1998 UK Navy finally accepted ths anchor and gradually stockless
anchor becomes popular. On the other hand, Mr.Scot invention the very useful Hause pipe.
Now the stockless anchor and hause pipe are indespensable equippment to all ships.

Photo.12-2 Stockless anchor

Fig.12-1 Stockless anchor
(from Wikipedia)
Fig.12-3 Terminology of stockless anchor parts

(3) Number of anchor

According to the old Rules , at least three anchors including the spare anchor are to be
provided. However, from 1986, omission of the spare anchor has been approved at the
request of the shipowners.

(4) Survey items

Not only the inspection of Anchor and chain cable the Classification rules requests the
following survey items: "Anchors are to be examined, and when the chain cables are ranged,
they are to be examined. Hawse pipes, chain lockers and cable holdfasts are to be
examined. The Surveyor should ascertain that sufficient mooring ropes are provided on
board. As described above, note that in addition to inspection of anchors and anchor chains,
inspection of chain lockers and chain stoppers is included in the Special Survey. Inspection
of ropes generally includes confirmation of the number, and it is customary to carry out a
visual inspection of ropes."

12-3 Defects and precautions during inspection

(1) Break and Crack
Breaks or cracks may develop in the shank or the arm because of defects in the casting
during manufacturing. Naturally anchor should be renewed. It takes several months to
manufacture the new anchor. So the surveyor
make the outstanding recommendations considering the delivery period for a new anchor. It
is customary about six months
Small cracks sometimes appears at the corners of the hole in the under surface of the crown.
This part should be carefuly inspected after sludge is removed and cleaned. Depending on
the degree of damage, repair can be carried out out by rewelding.

Photo.12-3 Broken shank (1) Photo.12-4 Broken surface (1)

Photo.12-5 Broken shank (2) Photo.12-6 Broken surface (2)

Photo.12-7 Broken arm Photo.12-8 Broken surface

Photo.12-9 Crack at the end of arm

Photo.12-10 Crack at stopper

Photo.12-11 Crack at shank

(2) Bend
When the anchor is resting on the dock floor, sometimes both fluke ends do not touch to the
floor, it means, one fluke is raised higher than the other, then the one arm is bent. Depending
on the degree of the bend, the anchor should be send to the manufacturer for repairing or it
should be renewd. In this case also the outstanding recommendation is appointed.

Photp.12-12 Bent arm

Fig.12-4 Bent arm

12-3-3 Wear and tear

(1) Wear to anchor ring
The maximum wear to the anchor ring appears at the pin. If the wear is only at the pin, then
only the pin may be renewed using an approved material (forged steel, cast steel or rolled
steel round bar); but in most cases the hole in the anchor ring is also worn out, therefore, the
complete set is generally replaced.
During replacement, a proof test for the complete anchor should be carried out; however, if
the anchor is repaired at the shipyard, sometimes this test is omitted as the testing
equipment is not available. Moreover, the pins at both ends became loose and they develop
play frequently. If this happens, the end of the pin should be hammered while heating to
tighten the pin.

Fig.12-5 Ancho ring pin

(2) Wear to shank

In new ships the shank often wears out at the the bell—mouth position. Later when the shank
and bell—mouth adopt themselves , the wear is reduced, so repairs by welding is not
necessary.

Fig.12-6 abrasion of shank

3) Worn out of crown pin

The crown pin connecting the shank and the crown wears out in the aged ship but generally
the wear does not reach a stage where it needs
replacement. However, it is recommended that the condition of the pin is to be inspected
after cleaning the sludge.
 Example where crown pin (13) is leaning to one side
because block ® is short.
The block is inserted into the crown hole and is welded so that
the crown pin does not fall out. There are instances of no block
being used, but molten lead is poured in to prevent the crown pin
from falling out.

Fig.12-7 Defective crown pin (1)

Example where the crown pin diameter is too

small. Generally, a considerable amount of
sludge accumulates near the crown pin. If the
sludge is not removed from a and b, flaws cannot be
detected.

Fig.12-8 Defective crown pin (2)

 Discontinuities in the structure should be closely inspected.

Photo. 12-13 Back of crown

(4) Decrease of anchor weight

In the past, Rules prescribed replacement of an anchor when its weight was found to have
decreased below the allowable limit due to corrosion and wear; however, measurement of
anchor weight is not required by Rules today.
.
13.4 Spare Anchor
With the amendment to the 1986 Rules, a spare anchor became a shipowner's option; If the
shipowner requested exemption from provision
of a spare anchor, exemption was granted. Consequently, in recent years, spare anchors
have not been provided for most ships.
If provided, the spare anchor is lashed in the vicinity of the uperstructure. The anchor ring,
which is a movable part, often rusts and does not operate. Therefore, an adequate amount of
grease should be applied to the ring pin and it should be covered with canvas.

Photo. 12-14 Spare anchor of 413,553 D/W tanker on the F'cle deck

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Hull Survey
welcome to

1.Introduction ＜ Chain Cable ＞

2.Docking Surv ey

3.Surv ey Item

4.Type of Dry Dock

5.Safety in Dock
13. Anchor Chain Cable
6.Procedure of Bottom When the ship is anchored the holding power is not only ancor itself but the total weight of
Inspection anchor chain cables on the sea bed.
7.Course in Dock Genellaly common rink of anchor chain cable has a stud and studless chain is not used as an
anchor chain cable. Studless chain is used as lashing, hand rail etc.
8.Shell Defect During an anchor chain inspection, the chain cables should be ranged out on the dock floor
and visually inspected for wear and the link diameter is measured .Generally the overhauling
of each shackle has been omitted. Especially the opening up the kenter shackle is very
9.Stern Frame
difficult and not so important for the maintenance of chain cable.

10.Rudder

11.Propeller

12.Anchr

13.Chain Cable

14.Sea Valv es

Phto.1 Cahin cable in dry dock(1)

Phto.1 Cahin cable in dry dock(2)

13.1 Kind of chain cable
13.1.1 Type and maunfacturing process
Chin rinks are made of steek bar or cast steel. In case of ULCC and VLCC almost all are of
cast steel.
(1) Type
All ancor chains are stud chain. Studless chain is not used as an anchor
cain cable.
(2) Length and Joining
The length of chain is defined as the distance between the inside edge of the link at one end
and also the inside edge of the link at another end.
In the past, the length of chain cable was 24.0 m, but today almost all
are are 27.5 m. These chains are joined with shackles to form a length that complies with the
requirements of the Equipment Number. The number of links in a chain is an odd number so
the shackle always comes at the same position on the gypsy wheel of the windlass. To
remove the twists of chain cable, a swivel piece is sometimes connected between anchor
and the chain cable. The number of links in the swivel piece is even number.
(3) Matufacturing process
i) Forging
In these days forged chain is not used as an anchor chain .
ii) Welding
The almost all chains are made by electrically welding.
iii) Cast steel
The big chain for ULCC and VLCC is manufactured by casting. By casting different strength
steel chain can be made.
(4) Strength
There are three kinds of chain cables depends on the maerial as follows:
1) Normal strength
2) High strength
3) Extra high. strength
4) The diameter of the chain
The diameter of the chain is that of the common link.

Fig.13-1 Cahin Diameter, the piece between upper and lower pieces is
called stud.

When a large tensile load is applied to this chain, the studs bare the compression load,
therefore, deformation of the link is small and the total strengh of the stud chain is stronger
than the studless chain.
13.1.2 Kind of chain cable
There are two kinds of chain cable depends on the joining means.
(1）With end and enlarged link at both ends
When connect using a ordinary joining shackle, both end links do not have studs for inserting
the head of shackle. Then the diameter is bigger than the common link.The links of both ends
are called end link and the next one to the end link is called second link. Both links have a
bigger diameter .Without the two links at the ends, all other links are called common links.
(2) Common links only
When connection using a kenter shakles, there are neither end link nor second link. All are
common links.

Fig.13-2 Studless chain (short link chain)

Fig.13-3 Stud chain without end link (Join with kenter shackle)

13.1.3 Connection of Chain Cable

The length of anchor chain cable is 24m or 27.5m. So it is necessary to jion each other using
shackles. There are two type of shackles.
One is a joining shackle and the others is a kenter shackle.
Fig.13-3 Joining with joining shackle

Fig.13-4 joining with kenter shackle

(1) Joining shackle

When the chain is connected with joining shackle, the ends of the chain cable have no end
links so that the head of the joining shackle can pass through. The second link (enlarged) is
an intermediate link used for connecting the end link and the common link.

Fig.13-5 End rink (above) and Joining shackle (down)

(2) Kenter shackle

When the chain is joined with Kenter shackle, chain cable has neither end link nor second
link. All chain cable consists of common links only.
The construction of this shakle is not a simple like the joining shackle and more expensive .
But it is very useful because the chain can be joined at any position when it is broken. In case
of chain is connected with joining shackle and broken at the common link, it is impossible to
join the broken common link with the jionung shackle. So in case of all chains connected with
joining shackle, generally the ship has one or two kenter shakles to join the broken common
link.
Fig.13-6 Dismantling of kenter shackle
(1) Pull out the taper pin
(2) Remove the stud
(3) Dismantle the two parts of the link by sliding them apart; however, if rust has formed the
parts, slide the parts is very difficult ; therefore, sometimes opening?up may be omitted .
Assembling the Kenter shackle is by reversing procedure. But , if the top and bottom of the
stud are not assembled correctly, the taper
pin cannot be inserted.

Photo 2. Overhauled kentere shackle

Phto 3. Special kenter shaclle

13.1.4 Accessory to Anchor Chain Cable

Acccessories to anchor chain cable are as follows:
(1) Anchor shackle
Large shackle used for connecting the chain cable and the anchor
(2) Joining shackle
AS above mentioned, shackles used for connecting two chain cables; if studless end links
are not provided at both ends , this shackle cannot be used.
(3) Kenter shackle
Shackles used for connecting a chain consisting of common links only
and no end links.
This shackle has a split construction, therefore, it can be used to connect a broken chain,
irrespective of where the break has occurred. It is more expensive than the joining shackle;
dismantling this shackle is a little difficult.
(4) Swivel
Swivel is ijoined close to the anchor, it has the role of preventing twists in the chain cable due
to its rotation. If a swivel is not provided in the chain, the links in the chain may be twisted

Fig.13-7 Swivel

(5) Buoy shackle (Harp shackle)

This is a special shackle used for connecting the chain directly to a buoy after removing the
anchor when mooring a ship to a buoy. This shackle is a shipowner's option and is not a rule
requirement. The buoy shackle is
the similar form of a harp so, called a harp shackle.

Fig.13-8 Buoy shakle

13.2 Damage to Chain and Check Point during Inspection

13.2.1 Links
(1) Breaks
A chain cable is broken at the shoulder part of a link due to shearing force as shown
below. If the link breaks at the parallel part, it is due to a welding defect.
If the link breaks the chain and the anchor drop into the sea. In this case lost chain cables
and anchor should be discovered and pull up from the seabed. unless otherwise ancor and
chain cables should be renewed.

Fig.13-9 Broken link at the tensile test in the manufacturer

In Grade 2 flash butt chain of diameter 32 mm, the chain broke at a load of 85.9 tons
compared to the rule tensile load of 59.4 tons (44.6% over). Not broken links have no big
deformation.

Fig.13-10 Normal breaking

A fully welded chain elongates adequately and breaks at the shoulder (A) due to shearing.
Depending on the impact, the link might also break at (B) and the stud might be separated.

Fig.13-11 Breaking at welding joint

If welding is defective, the link break at the welded section.

(2) Bending and twisting

Sometimes bending or twisting happens in the links near the anchor in a chain with no swivel.
This occurs when the anchor rotates while it is suspending. In case of excessive bending or
twisting, the chain cannot pass the gypsy wheel of the windlass; In this case it has to be taken
to the manufacturer and repaired.

Photo.13-10 Bent rink

(3) Blow hole

In case of cast steel chain, sometimes blow holes appear
on the surface, which did not appear during inspection at the manufacturer's works. Blow
holes normally appear in a solid link or in every joining link
A chain with blow holes, when taken to the manufacturer's works and
proof?tested to the specified load showed no decrease in strength; therefore, blow holes can
be ignored depending on the number.

Photo.13-11 Blow hole

13.3.2 Stud
A stud is piece of steel inserted into the link; when a tensile load acts on both ends of the link,
it keeps the link form and holds it firmly. However, if it is subjected to a large transverse
impact, it sometimes works loose and comes off.
(1) Loss of stud
If the stud is missing, the strength of the chain decreases considerably; therefore, repairs
should be carried out promptly. If transporting to the manufacturer is difficult , the easy way to
repair is to insert an appropriate steel piece similar to stud in the link to serve as a stud and
weld one end of the piece to the link. In this case, welding is only one end not both ends.

Fig.13-12 Stud insert

(2) Slack
If you strike the stud with a test hammer , you can find whether the stud is slack or not. If in
doubt, touch the stud with your finger while striking it with a hammer; you shall feel a slight
looseness at your finger. If the stud is slack, either tighten it or weld one end only . If both ends
of the stud
are welded, abain crack appears in welded one end.

Fig.13-13 Examination of stud sluck

Fig.3-14 Stud sluck

Fig.13-15 Lost stud

(3) Cracks
Aged ships have a forge?welded chains. Sometimes, crack appears in stud end. the studs in
these chains are made of tempered iron.

Fig.13-16 Crack in stud

14.3.3 Swivel
The swivel might be provided optionally by the shipowner; it is not provided in some small
ships. The points to be checked in the swivel
are: wear at the neck; if wear is excessive, the eye piece might work loose and drop off,
causing the anchor to fall into the sea. Either the swivel
Fig.13-17 Abrasion of Swivel

should be taken to the manufacturer's works to replace the eye piece, or the entire swivel
should be replaced.
14.3.4 Joining shackle

Fig.13-18 Abrasion of shackle

14.3.5 Anchor shackle

The bolt of anchor shackle should come to the anchor side. If it comes to the opposite side,
when the anchor is heaved up, the anchor shackle might bite into the bell- mouth and open the
shackle, resulting in the
anchor falling.

Before making a connection, confirm that the head of the anchor shackle
can be inserted into the end link, as shown in the figure above. This may not be possible with
some anchor shackles.

The connection is generally made as shown in the above figure ;

however, when the anchor is stowed, the anchor shackle catches at the
bell?mouth as shown in the figure to the right, the anchor shackle opens
and the anchor drops. Such instances have been reported.
Fig.13-19 Connection anchor to chain cable

Fig.13-20 Bell mouth and anchor shckle

13.4 Measurement of chain diameter

13.4.1 Chain diameter
In small ships that operate on short voyage , anchoring is so frequent. therefore, the chain
wears out faster. There have been instances where a chain reached its wear limit within eight
years and had to be renewed. The anchoring frequency is low for large ships and the
diameter of the chain is also large; therefore, wear is small. For both types of ship, the chain
diameter should be measured during the Docking Survey.

Fig.13-21 Chain diameter

13.4.1 What is the diameter ?

The diameter of the chain in old ships is reduced due to wearing out. The original diameter is
given in the survey report but sometimes the original diameter is unknown because of the
report cannot be found on site.
We can guess the original diameter measuring the length of the link
and divide it by 6. The result will be the original diameter. The length of the link, even in old
ships, shows practically no change.

13.4.2 Exchange the both ends of the chain cable

The chain cable is always stowed in the chain locker. The part of the chain near the anchor
wears out rapidly than the remaining cable in the chain rocker. Therefore, to prolong the life of
the chain cable, it is better to
change the arrangement at anchor side and end in the chain rocker.
Docking survey is very good oportunity to change the arrangement of the
chain cable. Exchanging the both ends also eliminates rust in the part of the chain cable in
the chain locker.

13.4.3 Measuring of cahin diameter

The measuring position is shown in Fig.13-22.
It is difficult to measure the diameter of all links in the limited docking period, so they pick out
2 or 3 cables on both P and S-side at random and measure the diameter of both end and
middle link . The avarage value is the chain diameter.
Measured diameter should be entered in the survey report for the next
docking survey.
The wear limit was 10% according to conventional rules, but after the unification of the IACS
standards, this limit has been amended to 12%.
When the rule diameter of the chain is 100 mm, a diameter up to 88 mm may be acceptable.
If the avarage value of measured diameter is exceeds
12% the chain cable shuld be renewed.
But the chain cable is a productio by order so it is impossible to get the new one
immediaetly. Generally surveyor makes an outstanding recommendation within six months
or so.

Fig.13-22 measurement of chain diameter

The diameter is the average of "a" and "b"

13.4.4 bigger diameter

When the chain is manufactured, round bars are bent and welded; during these processes,
the diameter is sometimes reduced. Taking this reduction, the diameter of round bar is 2%
~ 3% larger than the rule diameter. Consequently, in a new ship, the measured results
sometimes show a larger than the rule requirement. At the owners opton, some ships have
a chain with one step above the rule requirement . In such cases, the wear limit shall
correspond to the diameter prescribed by rules.
The measured diameter should be written in the survey report.

13.4.5 Renewal of chain cable

For the renewal of chain cable there are many items. If one of the
following items is not complied, new cahin cable may be useless.
The following items are carefully check in the certificate of chain cable kept on board.
1). Size
Daimeter and length
2) Material
Depends on the steel, there are two kinds of steel is used for chain cable. One is mild steel
for welded chain and another is cast steel.
And also there are three kinds of mild steel and two kinds of cast steel depends on the
strenght of each steel.
3) Kind of jioning
One is the joining shackle and another is kenter shackle.

When to order a new chain cable, it is better to attach the copy of the certificate of existing
chain cable to ship-chandler. Unless otherwise , for example, the following items have to be
report to order book.
"Diameter 45 mm using Kenter shackle, length 27.5 m, Grade 2 flash butt chain". If one item
is different、 delivered new chain cable is useless.

13.5 Hawse Pipe and Chain Pipe

In old ships both hawse pipe and chain pipe have to be carefully examined. Sometimes
crack, deform and heavy corrosion are found.

13.6 Chain Locker

Chain lockers in large ships have structures that looks like huge cylinders suspended on both
sides; some chain lockers can be accessed only
by descending the Jacob's Ladder.
Inside the chain locker it is dark and there is a shortage of oxygen because of rusting, So
adequate precautions should be taken when you descend into the chain locker.
We have to carefully examine the deformation, corrosion around the bilge well and end
connection of chain cable.

Fig.13-23
chain Locker side view
Fig.13-24 In the chain locker (1)

Fig.13-24 In the chain locker (2)

Fig.13-25 End connection (1)

Fig.13-26 End connection (2)

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If the chain is connected using Kenter shackles, the entire chain consists of common links
only without second link and end link.
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Hull Survey
welcome to

1.Introduction ＜ Sea Valves ＞

2.Docking Surv ey

3.Surv ey Item

4.Type of Dry Dock

5.Safety in Dock
14. Sea Valves
6.Procedure of Bottom About the sea valves, please refer to INTERNATIONAL CONVENTION ON LOAD LINES,
Inspection Regulation 22.
7.Course in Dock
Here in this chapter the inspection of the water suction and discharge valves (hereinafter
8.Shell Defect called "sea valves") during a docking survey is described.
If a sea valve and the distance piece are holed, water enters into the hull
and may cause a major casualty such as sinking of the ship; therefore, the inspections should
9.Stern Frame
be
14-1-1 Hull
10.Rudder "Sea inlets and overboard discharges below the waterline are to be examined and valves
and cocks together with their fastenings to the hull are to be dismantled and examined.
11.Propeller Dismantling may be dispensed
with at the discretion of the Surveyor, provided they were dismantled and examined at the last
12.Anchr
Docking Survey."
14-1-2 Machinary
"All openings to the sea including sanitary and overboard discharges in the machinery
13.Chain Cable spaces and pump room with valves and cocks are to be examined internally and externally.
The fastening of valves and cocks to the hull are also to be examined."
14.Sea Valv es
14-2 Position of valve
The weather deck discharge pipes are fitted above load water line without any valves but
most of discharge and inlet pipes are in stalled below the load water line directly to shell plate
through the distance piece or the sea chest.

Fig.14-5 Valve fitted directly to shell plate

Fig.14-6 Valve fitted to the sea chest

Photo. 14-3 Storm valve

Two storm valves are fitted because the open end of the pipe in the accommodation ie. drain
hole of bath tub, located more than 0.1L, above LWL but less than 0.2L

Photo.14-4 Overhauled sea valve at the sea chest

14-3 Kinds and Construction of Sea Valve

There are many kinds of valves in the engine room. The biggest valves are in the cargo pump
room in ULCC (Ultra Large Crude oil Carrier).
Generally valves are in charge of Machinery crew but depends on the
practice of the ship-owners valves in the cargo oil pump in tanker are in charge of deck crew.
14-3-1 Kinds of Valves
(1) Flow direction
Depends on the liquid flow direction there are 3 kinds of valves such as
vertical, horizontal and angle as shown below.

Vertical Horizontal Angle

Photo.14-5 kinds of valve (1) from the catalogue of Niikura Kogyo Co.Ltd.

(2) Construction
There are four types of valves depends on the construction.

Storm valve Angle valve Sluice valve Butterfly valve

1) Storm valve
Fig. 14-3 is a sketch of the construction. If sludge accumulates in the pipe, the valve plate
automatically opens with the weight of sludges and discharges them. After discharging, the
counterweight fitted to one side of the valve plate closes the valve, It prevents the sea water
from outside come into the hull.

Fig.14-7 Mechanism of storm valve

2) Angle valve and Globe valve
The stem ascends or descends when the handle is rotated. When the valve disc at the end of
the stem descends and comes in contact with the metal latch in the dis shaped valve seat, the
suction/discharge stops.

Fig.14-8 Mechanism of angle valve

3) Sluice valve
The valve body is wedge?shaped; when the handle is rotated, the valve body descends
because of the threads cut into the stem and the valve plate stops the flow of fluid. In ships
where the engine room is amidships and a shaft tunnel is provided, the construction of this
valve is analogous
to a watertight door installed at the aft end of the engine room.
Fig.14-9 Mechanism of sluice valve

4) Butterfly valve
When the spindle is rotated, the valve body rotates by 90 degrees and stops the flow of fluid.

Fig.14-10 Mechanism of butterfly valve

**************************
14-4 Damages of valves and distance piece
14-4-1 Storm valve
In aged ships storm valve should be completely opened up and inspected.
If the cover protruding from the valve body, it should be removed and completely opened up.
(1) Blockage
When the valve is opened up, you might sometimes find toothbrushes or combs etc. came
down from the washing basin which block the flow in the valve. In such cases, the valve plate
will not operate, and the valve will not function as a non-return valve.
(2) Corrosion
If the casing or the valve plate is excessively corroded, there might be corroded hole and if
the arm to the hinge is also corroded and worn out, the valve plate should be renewed.
Fig.14-11 corroded valve plate
In the above figure ,(1) original valve plate, (2) gasket, counterweight missing and broken
hinge

(3) Wear of gasket

The gasket of the valve plate and the gasket fitted to the cover might be worn out and
thickness reduced. If the cover is worn out, naturally water will leak.
(4) Wear or missing hinge pin
The hinge pin might be too much corroded or missing. If the hinge pin is missing, the valve
plate works loose.
(5) Missing counterweight
Sometimes the lead counterweight fitted to the valve plate is lost . In such a case, the valve
will remain open permanently and will not function as a non- return valve.
(6) Defective spindle and handle
In the screw-down type stop valve, sometimes the spindle and the handle are broken.

Fig.14-12 Broken handle

14-4-2
(1) Corrosion and cracks
A major problem in valves is a corrosion of the valve body. In old ships, openings appear
suddenly because of corrosion, water floods into the engine room and in bad case the ship
sinks.
Examine the thickness of body by hammering; if it feels thiner, open the valve completely and
inspect thoroughly the internals . If a rubber lining has been provided, corrosion will be small;
however, if the rubber lining has partly peeled off, concentrated local corrosion occurs.
Even if other area is is satisactory, holes might develop at the peeled off spots.
In angle valves and globe valves, corrosion in valve body, valve stem and valve seat can be
carefully examined, in addition to corrosion in the
casing, sometimes, cracks are also detected in the casing.
In Sluice valve, the grooved disk guide is provided on both sides of the casing. It prevents
horizontzl movement of the valve disk. When this guide is heavily corroded valve disk do not
move smoothly.

(2) Valve connection bolts or studs

Bolts or studs used for securing the valve to the sea chest do not have any problems when
they are made of stainless steel. But if they are made of mild steel they rapidly corrode
because they are immersed in bilge.
If the base of the valve is, corrosion progresses rapidly. In some cases, bolts head is
disappeared.
Fig.14-13 Valve connecting bolt

(3) Damage and wear to the valve seat

When the valve seat is damaged and the contact between sest snd valve disk is defective,
watertightness will not be maintained even if the valve is closed. If such defect is found , it
should be taken to the machine shop
and repaired to obtain the proper seating.

(4) Leakage from gland

When the gasket through which the valve stem passes is deteriorted,
the tightness is not kept. The basket is the important parts.

Photo.14-5 Corroded valve disk Fig.14-14 Defective valve disk

Fig.14-15 Defective valve seat Fig.14-16 Defective valve disk

14-5 Distance Piece

Generally valves are not directly fitted to the shell plating, but short piece of pipe which is
called distance piece, is used between valve and shell plate. If a hole is made in this distance
piece due to corrosion or crack,sea water runs into the engine room.
We have to carefully examine the condition of distance piece. If corrosion is suspected, the
plate thickness should be measured.
Not only corrosion sometimes crack appeas at the bracket end.
If the paint in the distance piece is partly dirty, there is a possibility of hole or crack.
The scupper pipe on the exposed deck is the same as the distance.
piece.
Check point of distance piece is as shown in the following figures.

Fig.14-17 Corrosion of distance piece (1)

Fig.14-18 Corrosion of distance piece (2)

Fig.14-19 Corrosion of distance piece (3)

Fig.14-19 Corrosion and crack in distance piece

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