Operating Instruction 6250T Floating Dock

Operating Instructions: 6,250 TLC Floating Dock
Doc No. NSRY1-0-22-0002 Rev A
Project Manager:
ERHAMA BIN JABER
Consultant:
AL JALAHMA SHIPYARD
Client:
Clark & Standfield

Limited
Document No CP3978-803
Issue
PORT OF RAS LAFFAN, QATAR
Document No: NSRY1-0-22-0002
ERHAMA BIN JABER

AL JALAHMA SHIPYARD
PORT OF RAS LAFFAN, QATAR
OPERATING INSTRUCTIONS
FOR
6250 LIFT CAPACITY FLOATING DOCK
A
Rev
05.11.12
Date
First Issue
Revision Description
DMW
Written by
Page 1
AMacV
Checked by
DMW
Approved by

FOREWORD
The information in this manual has been supplied by:

Clark & Standfield Limited
Floating Dock Engineers
Unit 21, Sir James Clark Building
Abbey Mill Business Centre
Seedhill, Paisley PA1 1TJ, Scotland, U.K.
Tel: + 44 (0) 141 887 4131
Fax: + 44 (0) 141 887 6437
Email: seadrec@aol.com
URL: www.lobnitz.com
The information supplied in this manual is for guidance only and does not free the Dockmaster from
his responsibility of ensuring adequate stability and safe operation in all conditions of operation.
When a new Dockmaster takes command of the dock the manual should be transferred into his
keeping.
The operating manual gives guidance in docking ships under ordinary conditions. For unusual
conditions the docks designers, Messrs Clark & Standfield, should be consulted.
Warning
This a provisional document and is to be updated after commissioning trials to reflect the As
Built Lightship Weight and Centre of Gravity and any other areas that may be affected by
variations between design and As Built particulars, for example stability, deflections, etc.
The information provided in this booklet is on the basis of cranes being fitted. Final booklet to
reflect final quantities of cranes fitted.
Page 2

CONTENTS
6.5.1
6.5.2
Foreword ..........................................................................
2
Contents .............................................................................
3
1
RESPONSIBILITIES ....................................................
4
PARTICULARS OF THE DOCK ...................................... 4

2.1
2.2
2.3
2.4
2.5
2.6
2.7
2.8
2.9
2.10
2.11
2.12
SPECIAL PRECAUTIONS ........................................

18
7.1
Dock Type ............................................................

4
General Dimensions of the Dock ...........................
4
Port and Starboard Sides of the Dock ...................
4
Capacity of the Dock ..........................................
4
2.4.1
General .................................................
4
8
Dockwell Dimensions...........................
5
2.4.2
2.4.3
Deep Sink Draught...............................
5
2.4.4
Lifting Capacity.......................................5
2.4.5
Freeboard ...................
5
2.4.6
Stability...................................................
5
2.4.7
Maximum Distributed Load...................
5
9
2.4.8
Longitudinal and Transverse Strength...................
5
2.4.9
Pontoon Deck and Apron Loading...................
5
2.4.10 Water Density .............................................
5
Depth Measuring Equipment ...............................
6
2.5.1
Ballast Tanks..........................................
6
2.5.2
Depth Gauges (Control House) ......................
6
2.5.3
Draught Boards........................................
6
Optical Deflection Sight......................................
6
Dewatering System .............................................
7
Control House Control Console.....................................
7
Loss of Power
8
Contaminated Water Tanks ..
8
Weather Conditions .
8
Tidal Restrictions
8
7.2
Docking of Damaged Vessels ..............................

18
7.1.1
Position in the Dock ...........................
18
7.1.2
Vessels with Heel or Trim .......................
18
7.1.3
Vessels Seriously Damaged .......................
18
7.1.4
Vessels with Damaged Bottom Plating
18
18
Docking Ships with Considerable Trim ....................
CAREENING THE DOCK .

18
8.1
8.2
8.3
Method to be Adopted ...................................

18
Cranes ...................................................
18
Miscellaneous ............................................
18
Figures
19
Figure 1
Figure 2
Figure 3
Figure 4
Figure 5
Figure 6
Figure 7
Figure 8
Figure 9
Figure 10
Figure 11
PREPARATION OF THE SHIP FOR DOCKING ....................

8
PREPARATION OF THE DOCK TO RECEIVE

A VESSEL ................................................................................
7
4.1
4.2
4.3
4.4
13
DOCKING AND UNDOCKING ........................................
5.1
5.2
5.3
5.4
Docking Plans ............................................

9
General Principles to be Observed in Placing the
Ship.....
9
4.2.1
Longitudinal Position .
9
Transverse Position
9
4.2.2
Pumping and Flooding Plans.
9
4.3.1
General
9
4.3.2
Objectives
9
10
4.3.3
Ship Weight Distribution ..
10
4.3.4
Preparation of Pumping Plan .
4.3.5
Knuckle load .
11
4.3.6
Stability ..
11
Dock Blocks and Cappers.
11
4.4.1
The datum Plane..
11
4.4.2
Arrangement of Blocks ..
11
4.4.3
Keel (Centre Line) Blocks..
12
Bilge Blocks.
12
4.4.4
4.4.5
Miscellaneous..
12
4.4.6
Dock Block Loading.
12
4.4.7
Timber
12
4.4.8
Dock Block Stability
13
4.4.9
Hull Preservation
13
Docking Down ...........................................

13
Precautions in Dock .....................................
14
Undocking ...............................................
14
Correction of List and Trim in the Ship .................
14
DOCKING OPERATION ............................................

14
6.1
6.2
6.3
6.4
6.5
Precautions .............................................
14
Preparation ...............................................
15
Docking .
15
6.3.1
General ...................................
15
6.3.2
Sinking .......................................
15
6.3.3
Deep Sink .
16
6.3.4
Pumping out the Dock ..........................
16
6.3.5
General Considerations ..........................
16
Raised ...............................................17
Undocking ...............................................
17
Page 3
Figure 12
Figure 13
Figure 14
Figure 15
Figure 16
10
Preparation .....................................
17
Sinking .......................................
17
20
Dock Profile .
21
Forward End Elevation Looking Aft .
22
Dockwell Dimensions and Blocking
23
Weight to Block Length Curve
24
Ship Weight Centre of Gravity Curve
25
Maximum Allowable Hydrostatic Heads ..
26
Optical Deflection Sight ..
27
Dewatering System .
28
Vessel Distributed Load on
Compartments Weight Curve Available
29
Vessel Distributed Load on
Compartments Weight Curve Unknown
Dock Ballasting to Match Ship Distributed 30
Load
31
Docking a Vessel with Heel .
32
Docking a Vessel with Trim ..
Standard Keel Block 33
Dock Block Arrangement 34
35
Examples of Block Placement
APPENDICES.................................................
36
Appendix 1
Appendix 2
Appendix 3
Appendix 3
37
Standard Ship weight Distribution
38
Ballast Tank Air Pipes .
39
Pumping Plan Exampe
40
Lift Tables ..

RESPONSIBILITIES
2.2
Before attempting to operate this dock, it is essential that

the personnel directly responsible for operating the dock
(especially the Dockmaster) make themselves thoroughly
acquainted with the pumping and flooding systems of the
dock and the control system for pumps and valves as fitted
in the control house.
GENERAL DIMENSIONS OF THE DOCK
Table 1 Dock Particulars

Particulars
Dimension
Overall length of dock (including end platform) ...........................................................................

163.13 metres
149.94 metres
Overall length of dock over pontoon (mld) ........................................................................
Overall width at pontoon deck level (mld) .......................................................................
35.00 metres
The Dockmaster is to have a competent deputy to assist

him in the control house, and who is to be trained to relieve
the Dockmaster. The dock control system is provided with
a Black Box recording system to monitor the dock status
throughout a docking evolution recording deflection,
draughts at corners of dock, trim and list of dock, state of
tanks, pumps in use, compartments being pumped or
flooded, the operation of the isolating valves, stoppages for
block inspections.
38.75 metres
Overall width including mooring columns ............................................................
Clear width of entrance between fenders .......................................................................
26.00 metres
Depth of pontoon at centreline (mld) .......................................................................
3.40 metres
Depth of pontoon at inner sidewall (mld)............................................................
3.25 metres
Length of sidewall 149.94 metres
Height of sidewall above pontoon at inner sidewall .
10.95 metres
Mld
Depth of tween deck space (mld).
4.00 metres
The company responsible for the dock is to see that the

Dockmasters organisation of the crew is efficient for
immediately dealing with such emergencies as loss of
power, and consequent immediate loss of control of
operation, sticky valves or pump failures, etc. in order to
ensure the safety of both the dock and the ship being
docked.
Width of sidewalls (mld)

3.50 metres
Draught of water over keel blocks ..

7.00 metres
Corresponding Freeboard of Sidewalls
2.00 metres
Height of Keel Blocks .
1.80 metres
Dock Draught at Maximum Deep Sink (moulded) ..
12.20 metres
The company responsible for the dock, the Dockmaster,

and the engineer responsible for docking the ship, are to
make themselves thoroughly acquainted with the following
instructions as to the preparation of the dock to receive a
ship, and as to the position of the ship in the dock. The
safety of the dock is not to be hazarded by a risky docking
operation.
(extreme *)
12.80 metres
* Projection of mooring column support structure

Maximum Lift Capacity . 6,250 tonnes
Lightweight (incl 95% FW Tanks, gangways)

6573
tonnes
Lightweight KG .
6.817 metres
Longitudinal deflections, large trims, lists and twists are not

to be allowed to develop. In an emergency, if necessary,
stop the whole operation by speedily closing down pumps
and valves. Consider all factors and decide whether to
proceed with pumping, or sink the dock and refloat the
ship. The Dockmaster is to consult the engineer
immediately in charge of the docking and the company, if
necessary, and obtain their concurrence in any such
decision.
Lightweight Draft ..
1.210 metres
Lightweight Draft (incl Residual Ballast) .
1.592 metres
See also Figures 1 & 2

2.3
PORT AND STARBOARD SIDES OF THE DOCK
The Dockmaster is to ensure that when ships are docked

the appropriate Safety Precautions are strictly followed.
The side of the dock on which the control house is situated

is hereafter called the port side. The control house is
situated towards the forward end of the dock (Shore End).
PARTICULARS OF THE DOCK
2.4
2.1
DOCK TYPE
2.4.1 General
The dock is of the box or caisson type, non-selfdocking, and consists of one continuous pontoon with two
sidewalls mounted on top and is of all welded construction.
The dock is suitable for service in sheltered conditions.
CAPACITY OF THE DOCK
The capacity of the floating dock is limited by the following

(a)
(b)
(c)
(d)
(e)
The dock is subdivided by six watertight bulkheads

longitudinally and three watertight bulkheads transversely,
providing a total of 24 water ballast compartments and a
cross dock duct.
Dimension of dockwell
Deep Sink Draught
Lifting Capacity
Stability
Maximum Distributed Load
Before a vessel can be considered for docking the

Dockmaster should ensure that the following criteria
defined below can be met.
The dock was designed by Clark & Standfield in

accordance with the requirements of Lloyds Rules Rules
and Regulations for the Construction and Classification of
Floating Docks.
Page 4

Typically, the maximum ship particulars that can be

accommodated are:
accommodate the 100yr maximum significant wave height,

Hs, of 0.80m at the shipyard within Ras Laffan Harbour.
Table 2 Maximum Allowable Dimensions of Vessel
The minimum permissible freeboard is 300mm at

centreline when floating level. The maximum permissible
trim due to ballasting, movement of cranes or additional
loads (e.g. trucks, repair gear) should not result in any part
of the pontoon deck becoming immersed.
Docking Displacement
6250 tonnes
Maximum Length (see note #1)

Approx 160.00 metres
Maximum Blocking Length
147.56 metres
Max Beam (see note #2)
25.00 metres
Maximum Draft ( See note #3)
6.50 metres
#1 Length over pontoon and Aft end apron. However, may

be greater see cl 2.4.2 below
The minimum allowable freeboard in the submerged

condition is 2.000m to the top deck at any position along
the dock. The depth that the dock can be sunk is limited by
an air cushion in the side tanks so that the maximum
draft cannot be exceeded. This can be adjusted by the
extent the air pipes protrude into the tanks. These will have
been set during the docks original commissioning trials.
Under no circumstances should these air pipes be
adjusted except when they need to be reset to
accommodate weight changes to the dock lightship weight.
Freeboard marks are provided on the sidewalls of the
dockwell for this purpose.
#2 determined using 500mm clearance iwo entrance fenders

#3 determined using 500mm clearance on 1.80m high blocks
2.4.2 Dockwell Dimensions

The dockwell dimensions are set out in Figures 1, 2 and 3.
The Dockmaster should ensure that the following
clearances can be met:
500mm minimum clearance around the hull and
any projections.
2.4.6 Stability
There is no length restriction, as the dockwell is open

ended. However,
a)
b)
c)
Consideration should be given to increasing freeboard in

poor sea conditions or if pontoon manholes are opened to
permit access into the pontoon for inspection.
Minimum stability occurs during the raising of the dock, the

GM of dock and vessel combined should never be less
than 1.50m (NB Lloyds Register use 1.00m). A significant
increase in stability will occur once the pontoon deck
emerges above the waterline. The Dockmaster, in
determining the maximum permissible centre of gravity of
a vessel to be docked, should refer to the ship weight
centre of gravity curve, see figure 5, and Table 3 below.
This Curve is based upon a minimum GM of 1.50m with a
keel block height of 1.80m. Values, which are close to the
weight centre curve, should be examined in more detail.
See also section 4.3.6
Extensive
overhangs
require
further
investigation, particularly in regard to the
longitudinal strength of the vessel being docked
and blocking loads.
The flying gangways at the forward end will
require being in the open position.
The road access ramp will limit the forwardmost
extent that a ship can be positioned on the dock.
2.4.3 Deep Sink Draught
Table 3 Maximum Allowable KG of Vessel
The dock is designed for a deep sink of:
Ship Weight
tonnes
KG
metres
250
722.728
3750
45.107
500
359.878
4000
42.058
750
238.912
4250
39.366
1000
178.416
4500
36.969
1250
142.109
4750
34.823
1500
117.896
5000
32.888
1750
100.594
5250
31.136
2000
87.611
5500
29.540
2250
77.507
5750
28.081
The maximum lifting capacity of the floating dock, with a

working pontoon freeboard of 450mm at dock centreline,
is:
6250 tonnes
2500
69.420
6000
26.742
2750
62.798
6250
25.507
3000
57.276
6500
24.366
3250
52.599
6750
23.307
When a vessel is docked in a floating dock the disposition

of her weight in the dock must be carefully considered to
avoid straining the structure of the dock.
3500
48.587
7000
22.323
Draught (mld) at Deep Sink

Depth over pontoon at centre
Depth over 1.80m Blocks
12.200 metres
8.800 metres
7.000 metres
When the vessel enters the dock the minimum clearance

over the blocks to the underside of keel is 500 mm. Special
considerations may be given in exceptional circumstances
to reduce this to 300mm but under no circumstances to
any lower.
2.4.4 Lifting Capacity
Ship Weight
tonnes
KG
metres
2.4.7 Maximum Distributed Load
The maximum lift capacity is for a Pontoon freeboard of

450mm at the centreline. When the dock is used in
exposed areas it may be necessary to increase the
freeboard with consequent decrease in lifting capacity.
The maximum longitudinally distributed load of the vessel

should not exceed
a)
2.4.5 Freeboard
For Centreline blocking:

100 tonne/metre over block length on centreline
longitudinal bulkhead
The mean normal working freeboard to the pontoon deck

at the centreline is 450mm. This is sufficient to
Page 5

b)
For Offset Docking:

The depth of water in a tank is limited by the position of the
air pipe opening and this has been pre-set to permit the
dock to reach, but not exceed, the deep sink draught with
all ballast tanks open to the sea.
40 tonne/metre along a line 4200mm off dock

centreline, port and starboard
As a quick guide, the minimum blocking length is given in
the weight to block length curve shown in figure 4. This
curve takes into account distributed load and longitudinal
bending moments.
Note: When the water level is higher than the air pipe
opening the trapped air presses up and the tank gauge no
longer gives the correct water level reading. However,
more importantly, the difference in readings between tanks
will give the correct hydrostatic head on the tanks
boundary bulkheads.
Where values are near to the limit, a more detailed

investigation should be carried out. Procedures for
determining the ships longitudinal weight distribution are
outlined in cl. 4.3.4
Ballast tanks are provided with sounding pipes in way of

the safety deck. These sounding pipes are provided with
self-closing covers and cap. These must ALWAYS be
closed during sinking and raising the dock and must
NEVER be opened during docking operations. NB once
the tank level is higher than about 8m, opening the
sounding pipe risks loss of air cushion and flooding of the
tween deck space.
2.4.8 Longitudinal & Transverse Strength

The Midship Section Modulus for this dock is 4.96m3
The maximum permissible Stillwater Longitudinal Bending
Moment in accordance with Lloyds Register is:
43,015 tonne-metres (421,830kNm)
2.5.2 Depth Gauges (Control House)
The dock is designed for differential ballasting

longitudinally for the reduction of longitudinal bending
moments and deflections. The maximum permissible
Stillwater Bending Moment is expected to produce a
longitudinal deflection of 70mm (actual value to be
determined by trial)
The draught of the dock is measured by pressure sensors

at the four corners of the dock, and each side midships.
2.5.3 Draught Board
The dock is provided with draught boards at each end of
the dockwell (port and starboard) and midships giving the
depth of water over the dock pontoon deck at centreline.
The dock transverse strength is designed for level

ballasting transversely and to accommodate a load on
each transverse of 357 tonnes either at the centre line or
distributed.
2.6
An optical sight is fitted to the top deck of the Port Sidewall

See figure 7. It consists of a telescope in the Control
House aimed onto sight boards at the middle and at the
end of the wall. The longitudinal deflection in the vertical
plane of the top of the Port Sidewall is given by the scale
reading on the middle sight board related to the sight line
on the end sight board. (The position of the crosswires in
the telescope can be ignored, where fitted). The purpose
of the sight is to indicate the trend of the longitudinal
deflection of the pontoon and thus the shape of the keel
blocks and the forces and bending moments on ship and
dock during the operation of the dock. It should be noted,
however, that the relative stiffness of pontoon and side
walls, effects of temperature and solar radiation and
disposition of local loads can result in the actual deflection
of the top of the side wall in the vertical plane being
different not only in magnitude but sometimes in sign from
the vertical deflection of the centre of the pontoon. The
change of deflection seen through the sight should,
therefore, be minimal. The sight is, therefore, monitored at
frequent intervals.
2.4.9 Pontoon Deck and Apron Loading

(a) Pontoon Deck
The pontoon deck is designed to accommodate the following
loadings:
HA Vehicles
Forklift Trucks up to 17 tonnes Gross Weight
The Pontoon deck is stiffened and framed to provide strong

points for the provision of dock blocks. Their positions are
covered in section 4.4.2.
(b) Aft End Apron
The Aft End Apron is designed to accommodate the following
loadings:
Forklift Trucks up to 17 tonnes Gross Weight
The aft end apron may carry Forklift trucks providing not more
than 1 truck is carried at any one time by apron area 10m long
by 3m wide (transversely with respect to the dock). HA
Vehicles or fork lift trucks exceeding 17 tonnes are not
permitted. Dock blocks should NOT be used to support
vessels on the apron.
2.4.10
It should be the aim of the Dockmaster to endeavour to

keep the sight line through the middle of the White Band
(i.e. Black horizontal line) corresponding to no deflection.
Water Density
If unexpected deflections develop the operation should be

halted until an explanation can be found. Typical causes
would be:-
The density of sea water used in the production of this

document has been taken as 1025 kg/cu.m.
2.5
OPTICAL DEFLECTION SIGHT
(a) A sunny day distorting the side walls

(b) A large difference between air and sea
temperature
(c) An inaccurate tank gauge possibly coupled with
a valve not opening or shutting correctly or a
pump operating below its correct performance.
(d) Lack of fit between blocks and keel of the vessel
due to, for example, an unfair keel or an
incorrectly aligned cradle.
DEPTH MEASURING EQUIPMENT
2.5.1 Ballast Tanks

Ballast Tanks use a pressure sensor located low down in
the tanks. These pressure readings are converted to depth
of water and displayed on VDUs in the control house.
Page 6

The markings on the sighting board, also see figure 6,

have the following meaning
Red Band
White Band
Horizontal Black
Line
White Band
Red Band
(E) Non Return Valves (4 off)

These valves are located between the
discharge valves and the pump and are
provided to prevent backflow past the pump.
They also prevent flooding if the pump has
stopped whilst the discharge valve is being
closed.
DANGEROUS SAGGING: Deflection

exceeding maximum permissible.
Under no circumstances must the
sight line be allowed to go into the
red band. If it does, immediately halt
the docking operation and consider
carefully method of reducing
deflection.
Compartment valves are operated by an electro-pneumatic

system with air provided by a shore main. All other valves
use electric motor actuators.
Normal Operating Zone: To be

observed every 10 minutes during
operation. Dock Sagging
In the event of power failure, battery backup is provided to

operate the valves sufficient for at least 30 minutes of dock
operation. In addition, all valves have the facility for
manual operation. Valve actuators are located on the
safety deck above each of the four pump rooms.
Zero longitudinal Deflection

Normal Operating Zone: To be
observed every 10 minutes during
operation. Dock Hogging
DANGEROUS HOGGING: Deflection
exceeding maximum permissible.
Under no circumstances must the
sight line be allowed to go into the
red band. If it does, immediately halt
the docking operation and consider
carefully method of reducing
deflection.
2.8
The dock is controlled during docking evolutions from a

control console provided in the control house. From here,
the following are:
Push Button Controls:
Inlet Valves
Discharge Valves
Compartment Valves
Isolating Valves
Pump Motors
Contaminated Water Tank
Drain Valve
Emergency Stop
Berthing Trolley Winches
In no circumstances must the sight line be allowed to go

into the Red Band on the middle sighting board.
2.7
CONTROL HOUSE CONTROL CONSOLE
DEWATERING SYSTEM
The dock has 24 ballast tanks which are used to
Open/Intermediate/Close
Open/Intermediate/Close
Open/Close
Open Close
Stop / Start
Open/Close
Closes all valves
Fwd/Reverse/Stop
Monitoring: (VDUs)
(a) Raise or Sink the Dock

(b) Control Trim and Heel
(c) Control Longitudinal Deflections.
Inlet Valves
Discharge Valves
Compartment Valves
Isolating Valves
Pump Motors
Compressed Air System
Ballast Tanks
Contaminated Water Tanks
Freshwater Tanks
Dock Draught
Meteorology
Fire Main
Berthing Trollies
Boundary Bulkheads
The layout of these tanks is shown in figure 8 together with

the dewatering/flooding system. Sinking of the dock is by
free flooding the tanks, whereas raising is by pumping the
tanks. The dewatering system consists of:
(A) Inlet Valve (4 off)
These screw-down gate valves are operated
from the control house. They have variable
opening and use electric motor actuators.
(B) Discharge Valve (4 off)
Open/Close/Percentage Open
Open/Close/Percentage Open
Open/Close
Open/Close
Ammeter /Running/Stop/Fault/Live
Pressure
Tank Level Indication
Draft/Trim/Heel/Deflection
Wind/Pressure/Temperature
Pressure
Position, Ammeter
Hydrostatic Head on Ballast Tank
Boundaries
The control console also contains other features such as

communications, utility service pressures etc. but do not
form part of this operating manual.
These screw-down gate valves are operated

from the control house. They have variable
opening and use electric motor actuators.
The dock is provided with an automated docking control

system enabling the dock to be automatically pumped up
to user defined waterlines. The details for this system are
beyond the scope of this operating manual which defines
the manual operation of the dock, although the automated
system will follow similar procedures. For details of the use
of the automated docking system, the manufacturers
literature should be referred to.
(C) Compartment Valves (24 off)

These valves control the flooding/dewatering
of each ballast compartment and are
operated from the control house. They are
electro-pneumatically operated
(D) Isolating(Separation) Valves (4 off)
2.9
These valves connect the dewatering/flooding

system of one group of compartments with
neighbouring groups. Valves are normally
kept closed. Valves are operated by electric
motors. They are only opened in the event of
a pump failure to enable an adjacent pump to
undertake the duty of the failed pump.
LOSS OF POWER
The Dock is dependent on shore supplies for electrical and

compressed air services. The electrical services are
provided with an onshore emergency generator for supply
to the shipyard facility.
Page 7

a)
In the event of higher winds the dock should be lowered

and any docked vessel removed.
Loss of Electrical Power
In the unlikely event that there is a complete loss of

electrical power to the dock, the dock is provided with
battery backup for a minimum 30 minutes of dock
operation of the compartment valves and dock control
system. This will enable sufficient time to bring the dock to
a safe condition (i.e. level the dock up and remove
deflections, or if in the early stages of a lift, to refloat a
vessel being docked) after which all valves shall be closed.
Docking evolutions should be carried in wind speeds not

greater than 20mph.
The 100 year return significant wave height is 0.80m which
should not require any adjustment to the operational
freeboard of 450mm at dock centreline.
2.12
During a power failure, the dock will not be capable of

being pumped and all adjustment to the dock must be
made by free flooding of the tanks. If the power failure is
likely to be lengthy, the dock is provided with a shore
power connection for hooking up an emergency portable
generator to the port Switchboard for the purpose of
recovering the dock.
The dock has been designed to accommodate a full range

of draughts from dock lightship (with no ballast) to deep
sink draft for tidal conditions ranging from:
+0.13m CD Lowest Astronomical Tide
+1.86m CD Highest Astronomical Tide
+2.20m CD Future Design High Water Level
All dewatering system valves are capable of manual

operation.
b)
TIDAL RESTRICTIONS
There is no restriction on dock operation for any tide level

within the above range.
Loss of Compressed Air Services
Loss of compressed air services only affects the

compartment valves, as all other valves are operated by
electric motorised actuators. These valves are fail safe
(i.e. shut) on loss of compressed air, or loss of electric
control signal. However, these valves are provided with
manual backup.
3 PREPARATION OF SHIP FOR DOCKING

Before a vessel enters the dock the ship's officers and
dockyard personnel are to make the following
preparations:
(a) Clear all bollards and fairleads in the ship and lay out
numerous heaving-lines along the ship's side in
readiness to take dockyard wires.
2.10 CONTAMINATED WATER TANKS

To prevent pollution of the harbour water, the dock is
provided with a contaminated water collection facility. A
grated trough is provided at the forward end of the dock at
the side of the pontoon deck, one port and one starboard.
An upstand is provided running across the forward end of
the dock to prevent contaminated water running off the end
of the pontoon. The troughs drain to collection tanks in the
sidewall, one port and one starboard.
(b) Turn in or top up all derricks, davits, accommodation

ladder platforms, leadsmen's chains, deck cranes and
any other items which project beyond the ship's side
and are likely to foul dock cranes, dock wires, etc.
Close up anchors.
(c) "House" bottom logs, stabilizers, and sonar domes,
unrig bottom lines, and remove any other projections
under the bottom which are likely to foul the dock
blocks. Lock the rudder at zero helm, and turn and,
where propellers extend below the keel line, lock the
propellers so that maximum clearance is obtained
over dock blocks and other obstructions unless
instructions are received to the contrary.
The tanks are provided with an automatic pumping system

with hi-low switch to pump the contaminated water ashore.
When submerging the pontoon during docking evolutions,
it is necessary to prevent large amounts of seawater
entering the contaminated water tanks, or the drain pipes
between the troughs and the tanks. The drains from the
troughs are provided with a closing valve which should be
closed when submerging the dock to prevent water
entering the tanks. In addition, a cap is provided in way of
the drain hole in the troughs which should also be closed
during submergence to prevent large amounts of seawater
in the drain pipes..
(d) Bring ship to an upright position without undue trim

and to the draughts specified by dockyard personnel.
(e) Check the draughts immediately before the ship
enters the dock.
(f)
The tank structure has been designed for any accidental

flooding during docking operations.
Take steps to see that no weights are moved or water

taken in, transferred, or pumped overboard during the
docking operations.
For operation of the pontoon deck collection facility, it is

necessary to ensure that the dock is trimmed by the head.
(g) Close all side scuttles, square ports, etc., and furl
awnings.
The dock bilge system for pumping the cross dock duct
and pump rooms are designed to pump into the
contaminated water tanks.
(h) For naval ships, magazine and main service flooding

bonnets are held in readiness to be fitted if required.
(i)
2.11 WEATHER CONDITIONS

The dock has been designed to accommodate a wind
speed in any direction of 59mph (100 year return) with the
dock at an operational freeboard of 450mm.
Page 8
Positions of shores, if required, are marked on the

weather deck edges or hull and, where applicable, the
centreline of the ship is marked on the transom.

4 PREPARATION OF
RECEIVE A VESSEL
THE
DOCK
ships with abnormally long overhangs leading to high

loadings in the way of the cut-up, which make it necessary
to consider pitching the cut-up to minimise the longitudinal
dock stresses.
TO
4.1 DOCKING PLANS
In addition, bending moments and stresses can be better

reduced if the vessel is positioned so that the aftmost block
(or forward block if the distributed weight is higher at the
forward end) is placed over a transverse bulkhead.
Before commencing any docking operation it must be

established that the dock is capable of accommodating the
ship. Each ship usually has a set of drawings called the
DOCKING PLAN, a copy of which is held by the ship or
owners technical department. The docking plan consists of
a PROFILE and PLAN and a BODY PLAN. The following
information is contained:
4.2.2 Transverse Position

The ship should be placed with its keel over the middle line
of the dock. There is sufficient margin of lifting power to
balance the dock on a level keel.
(a) GENERAL
1. The position of all decks and bulkheads at ship's side
and principal longitudinals, stringers and WT frames.
For small vessels, offset docking i.e. where the ships

centreline and keel blocks are positioned 4200mm from
the dock centreline. Longitudinal under deck girders are
provided for this purpose. Care must be taken to avoid
twists developing in the dock structure as a result by the
use of differential ballasting transversely in way of the
vessel to minimise the torsional moments.
2. Draught marks as set off on the ship.

3. The extent of docking keels, bilge keels and
stabilisers.
4. All projections on the outside of the ship such as
rudders, propellers, shaft brackets and shafting, sonar
domes, bilge keels and stabilisers.
4.3 PUMPING AND FLOODING PLANS

4.3.1 General
5. The positions most suitable for the heads of all shores

and also the positions where special shoring or
additional docking blocks are considered necessary.
The simplest and safest method of operating a Floating

Dock is to ensure that at all times the total weight (dock
and water and vessel) of any longitudinal section is equal
to the buoyancy of that section, see Figures 11. This
ensures that the longitudinal bending moment and so
deflection is kept to a minimum, not only avoiding undue
stresses in the dock bottom and side walls but also
deflections which can affect the shape of the docking
blocks. Docking blocks which do not match the shape of
the vessel can lead to very high local forces in the vessel,
dock blocks and dock structure in way. Particularly a sag
should be avoided as this overloads the blocks at the cutups which are already heavily loaded from the overhanging
structure at these points. The disposition of ballast water to
maintain the correct condition when raising a vessel is
given in Pumping and Flooding Plans.
6. The position and weight of any permanent ballast

fitted.
7. The position and size of principal holes or openings in
the bottom.
8. Information on shaped side blocks for docking in a
dock without breast shores.
9. Length of the ship overall and between perpendiculars.
(b) BODY PLAN
1. Midship section including projections and a section
drawn at each shore/bilge block position.
A plan can be prepared from the weight curves of ship and

dock and the hydrostatic particulars of the dock. In all
cases, great care must be taken to avoid under-pumping
or over-flooding the centre sections of the dock relative to
the end sections, as this will cause a sag/hog to occur. Any
departures from the plan are to be kept to a minimum
necessary to correct small amounts of heel and trim. Large
heels or trims can only develop if a vessel is docked in an
incorrect condition or there are defects in the flooding or
pumping arrangements. If these arise, the docking is to
stop and the cause of the discrepancy ascertained. On no
account in any operation of the dock is the differential head
on any tank to exceed the values given in section 6.1
see also figure 6.
2. Section in way of propellers showing sweep and

dimensions.
4.2 GENERAL PRINCIPLES TO BE OBSERVED IN

PLACING THE SHIP
4.2.1 Longitudinal Position
Vessels whose longitudinal position on the dock are not
pre-determined (by a cradle or other specific instructions)
are to be placed in the dock such that the meaned curve of
its weight over each discrete longitudinal section of the
dock gives the minimum variation of ballast water along
the length of the dock and in no case requires the
differential head in any tank to exceed the values given in
Section 6.1. If the length of the vessel allows, the end
tanks should be clear of the vessel so that they can be
retained for trim adjustments during the operation of the
dock.
4.3.2 Objectives
A pumping plan is to be provided for each ship to
demonstrate the following objectives:
a) Ensure that the dock has sufficient lifting capacity to lift
the ship in the desired longitudinal position on the
dock.
b) During the docking evolution, neither the ship nor the
combined dock and ship will become unstable
c) The longitudinal bending moments are within
acceptable range
d) The tank boundaries will not be overloaded due to
excessive differential ballast levels
Generally, the ship should be placed so that the common

centre of gravity of the dock and ship is over the centre of
buoyancy of the dock when level. When the weight of the
ship approaches the limit of the lifting power of the dock,
this is essential. There may however, be special cases of
Page 9

e) The blocks are not overloaded
Ws =
4.3.3 Ship Weight Distribution
Ts =
T=
The weight distribution of a vessel is required to prepare

the ballast distribution in the dock. See figure 8 and 9.
However, not all ships will have their weight distribution
available. Where the docking displacement, LCG, and
blocking length relative to the LCG are known then the
procedure in Appendix 1 can be used to provide a weight
curve.
3)
Each section (tank group) of the dock must provide

sufficient lift to support the net weight over the
section. The required ballast level to provide this lift
will depend on the dock waterline. Using the tank
group lift tables in Appendix 4, the required ballast
level can be determined for the water level
considered.
Note: Where there is no reliable information, a ship may be

docked subject to the vessel being of conventional form
and the minimum blocking length in figure 4 is complied
with. In such circumstances, a pumping plan cannot be
prepared and the dockmaster will require relying on
pumping the dock under the vessel with unloaded
compartments being kept approximately 1.200m below the
waterline.
Using Tank Group 3 as an example:

Dock Waterline, Td = 8.20m
Dock Waterline to top of blocks, h = 5.20m
Ship Waterline, T = Td h = 3.00m
Ship Docking draft (mean) = 4.40m
Weight of Ship Supported, Ws = 700 Tonnes
Net Weight of Ship Supported = Ws x T / Ts
= 700t x 3.00m / 4.20m = 500t
4.3.4 Preparation of Pumping Plan

The pumping plan will show the stability and ballast levels
at key stages of the docking evolution. Typically these will
cover the case for the dock waterline at:
a)
b)
c)
d)
e)
f)
Deep Sink
Ship Sued
Ship half Draft
Top of Blocks
Top of Pontoon
Working Freeboard
From Tank Group 3 Lift Tables the ballast level for a

lift of 500t at a dock waterline of 8.20m is 2.651m
In some circumstances, particularly when lifting short ships
near to the docks lift capacity, the weight supported by the
tank group may be greater than available. If this is the
case then, the deficiency shall be added to the required lift
of the adjacent tanks.
Note in cases where a ship with large trim sues at one end
first, the stability of the ship is to be checked just prior to
fully suing over the blocking length.
For each stage the amount of ballast is to be determined
for each section. The amount of ballast can typically be
calculated as follows:
1)
From the ships weight distribution curve, calculate

weight of vessel supported by each section of the
dock (Refer figures # & #). Using a typical trapezoidal
weight distribution as an example:
The values may require some adjustment to the end tank

groups for correction of trim.
The preparation of Longitudinal strength curves (shear
force and bending moments) for the condition is beyond
the scope of this manual. However, by matching the lift
with the weight of vessel on each tank group will minimise
the bending moments. However, there may be
circumstances where this is not achievable, in which case
the longitudinal bending moment at midships can be
approximated as follows:
LB
LC
=
Ws
dm
DISTRIBUTIO
d2
24.99m
dm = mean weight distribution (tonnes-metres)

= d1- (d1 d2) x LC / LB
Ws = weight of ship supported on section (tonnes)
= dm x 24.99m
2)
D = C-B
F = DxE
Tank
Gro up
Ship
Weight,
WNET
Lift
pro vided by
Tank
Lo ading
Lever
M o ment
=
SHIP WEI
GHT
d1
Weight of ship supported by a

dock section
Docking daft of Ship
Draft of ship at waterline being
considered.
Correct this weight, Ws, for contribution of ships

buoyancy, when the waterline is above the keel block
level. If the buoyancy is unknown, then the net weight
supported by a section can be approximated as
follows:
WNET = Ws x T / Ts
to nnes
to nnes
to nnes
metres
t-m
100
150
-50
62.475
-3124
200
150
50
37.485
1874
300
400
-100
12.495
-1250
500
400
100
12.495
1250
200
150
50
37.485
1874
100
150
-50
62.475
-3124
Total Moment =
-2499
Longitudinal Bending Moment = Total Moment / 2 =
-1250
If dock cranes are fitted then the value above must be

increased by weight of cranes (tonnes) x 37.485m to allow
for possibility of cranes being at midships during the
drydocking period.
The maximum Stillwater permissible longitudinal Bending
Moment is
43,015 tonne-metres (421,830kNm)
Where:
WNET = Net Weight supported by a dock

section
Page 10

The methods outlined should be sufficient for most

circumstances. Detailed assessments should be
performed when docking vessels of unusual form or weight
distribution or when the vessel is close to the limiting
criteria (load distribution, longitudinal strength, stability,
etc.) However, detailed assessments for example, the
provision of longitudinal and transverse strength curves
etc. are beyond the scope of this manual, requiring a more
detailed knowledge of Naval Architecture.
4.3.5 Knuckle Load
When a vessel is docked with a trim, measures should be
undertaken to minimise the trim of the vessel relative to the
dock. The required trim of the dock for a trimmed vessel
can be determined as follows (values in metres):
RKN =
Knuckle load from Block

(see 4.3.5 b) above )
For positive stability, GMT must be positive.

Recommended minimum allowable value for GMT is
0.15m
After the vessel fully sues, the stability is calculated for the
combined dock and ship.
Trim and Stability of the ship-dock combination becomes
critical when the outside water level is between the top of
the keel blocks and the top of pontoon deck. At this point
the ship provides little or no stabilising waterplane, the
stabilising waterplane is only that provided by the sidewalls
and the VCG of the ship-dock combination is almost at its
highest point. The minimum transitional stability occurs
during this period.
Trimdock = 149.94 x trimship / LBPship

The trim of the dock should not exceed 1.50m nor should
the freeboard of the sidewall be less than 2.00m at any
point.
However, once the pontoon deck emerges the stability

increases significantly. The minimum stability permissible
during the lifting operation is 1.50 metres.
a) The block on which the ship sues first (i.e. first

touches) should be well stabilised against lateral
movement.
To assist in readily determining the maximum permissible

vertical centre of gravity of a vessel for a given docking
weight a Weight to Centre of Gravity curve has been
prepared, Ref Figure 5 and section 2.4.6. This is based
upon a minimum GM of 1.50 metres occurring during a
docking evolution. (NB these are based on level ballasting,
however, differential ballasting does not significantly affect
the values typically 15mm for normal operation).
b) The load on the block during suing is to be checked.

This can be done as follows:
For detailed assessment of stability, refer to the vessels

stability booklet Ref Doc. No. NSRY1-0-22-0001
Where the vessel has a trim relative to the dock, i.e. when
the vessel trim is greater than the dock, special care is
required involving:
Block Reaction, RKN =
Trim x MCT
X
Where Trim = Trimship -
Trimdock x MCT
149.94m
4.4 DOCK BLOCKS AND CAPPERS

4.4.1 The Datum Plane
MCT =
X
Moment to change trim from

Ships hydrostatic particulars
= distance from suing block to
LCF (longitudinal centre of
floatation
from
ships
hydrostatic particulars). In
the absence of the LCF it
can
be
taken
as
approximately at midships
for the ship.
The Datum Plane to which the shape of docking block

heights and other key dimensions are related is set to the
shape of the dock when in an unloaded and unstrained
condition. It should be noted that this plane will move
slightly during changes of temperature and variations in
the distribution of water in the ballast tanks as the dock is
an elastic structure. However, the Datum Plane will
recover its planarity when the dock is sunk and ready to
receive a vessel if the ballast water is spread evenly
throughout the dock in accordance with the Pumping and
Flooding plan.
4.4.2 Arrangement of Blocks
4.3.6 Stability
Where the vessel experiences a knuckle load the stability
of the ship will be reduced until the vessel has fully sued
on all blocks, at which point the vessels stability becomes
part of the docks stability. The reduced stability of the
vessel due to a knuckle load can be determined as follows:
GMT = KMT -
D x KG
D RKN
Where: KMT = Transverse metacentric Height

above keel for afloat vessel
in docking condition.
D=
Displacement
of
afloat
vessel in docking condition.
KG =
Vessels vertical centre of
gravity (corrected for free
surface effects) in docking
condition.
The dock is provided with 173 standard blocks used for

keel, side and bilge blocks and is illustrated in figure 14.
These are composite blocks consisting of a reinforced
concrete base with hardwood timber with a sandbox
mounted on top which supports hardwood timber blocks
and softwood capper.
Placement of blocks should be arranged to pickup both the
dock structure (transverse and longitudinal bulkheads) and
ship structure. For allowable arrangement of blocks see
figure 15 & 16
The dimensional tolerances for the vessel's docking plan
shall be the following:
Page 11
a)
b)
c)
The height of the vessel's keel and bilge

side/blocks are within 5mm.
The distances in the longitudinal direction are
within 25mm.
The distances of the half breadths (transverse)
for side/bilge blocks are within 15mm.

When arranging the blocks, the dock personnel shall

ensure that no obstructions exist between the pontoon
deck and hull openings or fittings. Also, ensuring horizontal
and vertical clearance to remove and replace appendages,
including but not limited to rudders, shafts, fin stabilizers,
transducers, sonar domes, and retractable bow thrusters,
as applicable. This clearance shall be considered whether
or not removals are specified in the work package.
4.4.3 Keel (Centre Line) Blocks
The dock is designed for keel blocks spaced longitudinally
at 1190mm centres. The blocks must be positioned so that
they are spaced either on a transverse or 1190mm either
side of a transverse in order to align with the breathing
plates fitted under the deck.
650
650
1190
650
1190
650
1190
650
When docking ships with double vertical keels, the blocks

should be long enough to permit a good bearing over both
keels.
Dock block stacks with different crushing potentialities
should not be intermixed, i.e. Depth and type of timber
should be the same throughout.
To enable intermediate blocks to be released whilst under
load, all blocks are provided with both a sand box and
wedged timber blocks, either of which can be used.
The soft caps shall be made of Douglas Fir or Pine, on
both keel and side/bilge blocks with a thickness minimum
of 50mm and a maximum of 150mm. The keel line soft
caps shall not be thicker than those on the bilge blocks.
Reused soft caps shall be free from any permanent
deformations, i.e. crushing, cracking or other material
defects.
The docking blocks shall be made of homogeneous
materials. Every block in the keel line shall be fabricated of
the same materials. Every block used for bilge/side
support shall all be fabricated of uniform structure and
materials. The bilge blocks shall not be fabricated with
stiffer construction material than the keel blocks. Block
material below the soft cap, shall be constructed of one of
the following materials: concrete, hard wood or steel.
1190
3570
TRV
TRV
The maximum allowable load on each block is 200 tonnes.

Note When the keel blocks are uniformly spaced at
1190mm the keel blocks will experience a load of 119
tonnes when subject to the maximum distributed load of
100 tonne/metre.
The standard keel block height is 1.800m. Alternative block
heights can be used subject to the following:
a)
b)
Block Stability Criteria are met(see Cl. 4.4.8)

For increase in height, the maximum weight of
vessel that can be lifted may reduce depending
on the vessels draft and weight to avoid
exceeding hydrostatic loadings on the ballast
tanks.
4.4.4 Bilge Blocks

The dock is provided with bilge blocks which are the same
design as the keel blocks. They may be positioned
transversely over any transverse girder as shown in Figure
15. The bilge blocks may not be placed at intermediate
positions between transverse frames unless they are
4200mm off the dock centreline where the deck is
supported by longitudinal girders for this purpose.
All blocks shall be securely dogged to prevent wood from

floating out of the dock during the docking/undocking
evolution
4.4.6 Dock Block Loading
The width and spacing of dock blocks and their capping
pieces should ensure that mean bearing loads do not
exceed values given in section 4.4.7. The maximum
allowable load on the standard block base is 200 tonnes
when used as a keel block on dock centreline and 150
tonne when used as a bilge block on the pontoon
transverse frames.
The widths and spacings depend upon the type of ships
usually accommodated in the dock. Keel Blocks are
normally 1190mm apart. In regions of very heavy loading,
solid blocking should be used. In the case of vessels with
bar keels, in order to cause minimum damage to the
blocks, the preparation of the blocks is to include the fitting
of a 20mm thick M.S. plate the same length and width as
the capping piece and secured by four coach screws to the
top of each capping piece.
4.4.7 Timber
The maximum allowable load on each block is 150t when

directly over a transverse or 200t at the dock centreline.
All timber used for the construction of blocks shall be

sound structural grade timber and should not have
excessive side checks or shakes.
The maximum load 4200mm off the dock centreline

between transverses is 47.6 tonnes per block at 1190mm
spacing. I.e. 40t/m
Loadings on timber blocks:

Permitted Compressive Stress
4.4.5 Miscellaneous
Material
When it is possible that sonar domes, rudders, tailshafts,

etc., will have to be unshipped, care should be taken to
ensure that the height of the blocks and clearances around
the ship are adequate to permit these operations. The
installation specifications for certain sonar hull outfits
require the height of blocks to be increased by plinths.
Perpendicular
to Grain
Parallel to
Grain
Proportional
Limit
Perpendicular
to Grain
Douglas Fir
Yellow Pine
SOFTWOOD
28 kgf/cm2
98 kgf/cm2
21 kgf/cm2
63 kgf/cm2
HARDWOOD
56 kgf/cm2
49 kgf/cm2
Red & White

Oak
42 kgf/cm2
91 kgf/cm2
91 kgf/cm2
Dock block stacks should be solid, with well faying

surfaces, and should not contain gaps, packing pieces or
Page 12

slivers of softwood. Softwood cappings are generally of fir,

and care is to be taken that capping pieces are not split
when they are secured in place.
tug(s) assisting in keeping the vessel centred, the berthing

trolleys are hauled towards the forward end of the dock.
Just before the stern of the ship passes the dock entrance,
after wire/ropes are passed to the stern and secured.
External means of positioning the ship, e.g. tugs, are now
cast off.
4.4.8 Dock Block Stability

Regular inspections should be made to ensure that all
dock blocks are vertical and true. Timber stacks should be
constructed of blocks of the largest practical size so that
the crush on the blocks is uniform and hard spots are
avoided.
For block stability, the height of the block should not
exceed 2 x the minimum width of the block base. The
standard blocks for this dock have a base width of 900mm
for a block height of 1800mm. Where this is exceeded, the
stability against tripping/crippling as a pillar must be
avoided by such methods as:
(1) Fully cribbed blocks throughout, i.e. alternate layers
placed longitudinally.
(2) Double spur shoring between the stacks.
(3) Multiple stacks, through bolted.
Note: Dagger planks fixed to the ends of blocks and the
iron dogs used to connect blocks, do not provide adequate
insurance against tripping.
The berthing trollies continue to be hauled until the ship is

in line with the position marks prepared for the purpose on
the docksides and is finally positioned using the docks
capstans or alternatively using guys and jiggers. The
plumb bobs and tallied wires are rigged across the dock at
the bow and stern to give a visual check on the alignment
of the centreline of the ship with that of the dock.
Under certain circumstances, for example naval vessels, a
diver may be in attendance. In this situation, the dock is
raised until the clearance between the underside of the
keel and the top of blocks is 500mm at which time raising
is temporarily stopped. The diver is sent down to ensure
that blocks are clear and still secure (e.g. have not
tripped). Pumping is then resumed.
Divers should generally be used to check clearances
when:
a)
The line of normal force for all blocking shall pass through
the middle one-third of the block base as shown below:
b)
When hauling bilge blocks to verify the success

of hauling operations.
When cradles are used for docking.
After the vessel has sued at one end, pumping should not
be stopped for any reason other than an emergency until
she is fully sued i.e. when the water level is seen to leave
the forward suing marks indicating that the whole of the
keel is resting on the blocks, and particular attention
should be paid to guys and tackles during the intervening
period.
If an emergency necessitates stopping the pumps during
this time, the ships position should be checked before
recommencing pumping to ensure that leakages have not
caused the ship to float up and change her position.
Bilge blocks higher than 1.80m, as measured from the
bottom of the block to the highest point of the soft cap,
shall be tied together in pairs by means of cribbing or
bracing. If the side blocks are hauled into position during
the docking evolution while tied together, then they shall
be hauled simultaneously.
After the dock has been raised 500mm after fully suing,
pumping is temporarily halted whilst the vessel position is
checked and that the blocks fit the vessel (when a diver is
present).
Pumping is then resumed and the dock raised.
Keel blocks higher than 1.80m shall be cribbed together in

the both forward and after one third of the keel block line.
The cribbing shall be a minimum of 300mm thick when
used with timber blocks
4.4.9 Hull Preservation
Arrangement should be made to allow for inspection and
preservation of the underwater hull, including parts
obscured by dock blocks. This may be achieved by regular
variation of the position of the vessel at dockings, or by
systematic removal of blocks. If blocks are removed care is
to be taken to provide compensating support.
If bilge shores, bottom shores and cut-up shores are

required, they shall be erected as required. The shores
should be cut about 150mm short to allow for packing and
wedging. Shores should be positioned at hull (dock and
ship) strong points, e.g. bulkheads, frames and decks.
Normally, ships rely on bilge/side blocks for stability, in
which case breast shore may be dispensed with.
At this stage, responsible personnel should inspect the
ship and blocks to ensure that the vessel is resting in the
correct position and the blocks are secure and intact as
follows:
a)
5 DOCKING/UNDOCKING
b)
5.1 DOCKING DOWN

The ship is to be brought to the dock entrance with her
bow just inside the entrance and pointing along the dock
centreline. Lines are attached from the ships forecastle to
the berthing trolleys which will have been hauled into
position at the aft end (entrance) of the dock. With the
Page 13
c)
Examine all blocks for total contact. Shim the

blocks as necessary to provide total block
contact with the vessel's hull.
Install any supplemental blocking or shoring for
the bow and/or stern overhanging structure as
specified in the ships docking plan.
Refloat the vessel and take corrective action if
any tendency to strain or injure the vessel is
observed, or if the vessel is more than 150mm
off the centre of the keel blocks.

5.2 PRECAUTIONS IN DOCK

Immediately after the ship is docked she is to be
electrically "earthed" to safeguard men working on and
around her. It is most important that no shifting of weight
on board should take place whilst the ship is in dock as, in
addition to the effect on stability, the conditions of
undocking are thereby altered. If a shift of weight is
absolutely necessary the change in horizontal and vertical
movement should be calculated and allowed for when
undocking. Drainage of water from the bilged compartment
in a damaged ship should be treated as a shift of weight.
If the trim is not more than 1% of the ship length (ie1.5m

over the length of the dock), it is unnecessary to bring the
ship to a level keel; the dock can be trimmed to suit
providing the freeboard of the sidewall top deck is nowhere
less than 2.00m. Precautions must be taken to see that all
loose gear has been properly secured. In pumping up, no
attempt should be made to level up the dock until the ship
touches the blocks all along.(See figure 13)
When using plumb-bobs for positioning the vessel, ensure
that effect of trim angle on the plumb-bob indicating the
fore and aft position of the vessel has been allowed for.
5.3 UNDOCKING
6 DOCK OPERATION
Before sinking the dock all scaffolding and loose

equipment should be removed. A check should be made to
ensure that all anodes are properly secured, that all valves
are closed and that the indicating gear, which shows
whether a valve is open or shut, is registering correctly.
The rudder and propellers are to be locked in position if
there is likely to be a tidal current passing through the
dockwell. Bilge shores and cut up shores, if fitted are
removed about an hour before flooding, except in some
cases where the bilge shores are lashed to the dockside
so that they can be hauled clear when the ship floats off
the blocks.
6.1
In all cases, any shores under the cut up forward and aft
must be removed before flooding the dock to avoid the risk
of crushing the bottom plating. For instance, if the vessel
when rising from the blocks trims by the stern, a
considerable pressure would be exerted on the shores
under the after cut up, and as this pressure would be
localised over the area of the heads of the shores,
crushing of the bottom plating would result.
Whilst the vessel is in dock a careful record is to be kept of
all weights removed, shifted or placed aboard in order to
estimate the draughts at undocking. As a result of the
calculations involved, it may be found necessary to load
the vessel to prevent any appreciable trim or heel that
would otherwise occur on undocking.
Before undocking, the 'Undocking Certificate', prepared by
dockyard personnel and checked by the dockmaster and
ships master, must be signed. This states that:
(a) All openings in the ship's bottom are shut, and any
valves worked on by ship's staff are in good order.
(b) All details of any weights added, removed or
moved in the ship since entering dock have been
listed on the certificate.
5.4 CORRECTION OF LIST AND TRIM IN THE SHIP
When docking a ship of normal form on middle line blocks
only, care must be taken to see that the ship is upright, as
if docking in a graving dock. When docking a ship on three
or more lines of blocks, provided that the angle of the heel
does not exceed 3 degrees, it is not so important to take
measures to upright the ship, as the dock may be laid over
to suit.
Great care must be taken, however, that the ship is well
centred on the blocks, proper allowance having been
made for the heel; also that the dock has been heeled over
to exactly the same angle as the ship. It is most important
that the ship is upright when the dock is levelled up.(See
figure 12).
PRECAUTIONS
The dock is designed for longitudinal differential ballasting

to control longitudinal bending moments, trim and heel. For
each transverse group of tanks the ballast should be kept
approximately level i.e. transverse differential ballasting is
not required to control transverse bending moments. In
the case of offset and if operated normally will lift any
vessel up to the limits of the docks capacity - without the
differential pressure heads exceeding the following limits:
Maximum Permissible Differential Pressure Heads
Height of Dock Waterline wrt Ballast Level
6.7m
Ballast Levels Between Adjacent Tanks
4.3m
See also Figure 6 for more details

The dock should never be sunk with a dry ballast
compartment, as the differential heads will exceed the
maximum permissible. All manhole covers in the pontoon
deck are to be properly bolted down in place.
The cranes, if and when fitted, are to be at their hold down
locations, jibs facing fore and aft and secured by clips.
Cranes are not to be unclipped and moved whilst the dock
is being pumped or flooded.
Electric power and air are to be available to the dewatering
pumps, valves and valve control table. All valves, valve
operating gear and depth indicators are to be checked as
in an operable condition and valve positions set and
recorded for the operation.
Isolating (Separation valves) valves in the dewatering
system are to be SHUT unless a defect to an inlet valve
occurs. In this case tanks can be flooded or pumped from
an adjacent section by opening the appropriate isolating
valve. Care is to be taken that, when an isolating valve is
open, siphoning or levelling between tanks does not occur.
Control is to be maintained by use of the tank valves, and
not more than one pair of sections, made common by the
open isolating valves.
The stability, both longitudinal and transverse, is at a
minimum during the period between when the blocks and
the pontoon deck become awash. During this part of the lift
or sink, particular care must be taken to keep the dock on
an even keel.
All four dewatering pumps should be available together
with the necessary electrical supplies.
Page 14

PREPARATION
6.3.2 Sinking
Prior to sinking the dock, the following prechecks should

be made:
a)
Check functionality of all compartment valves by

cycling once. Any sticky valves to be attended
to. (To be carried out with main inlet, discharge
and isolating valves closed).
b)
Check functionality of inlet and discharge valves

by cycling once.
c)
Run pumps for 5 minutes by opening both inlet

and discharge valves. All four dewatering pumps
should be available together with the necessary
electrical supplies.
d)
Check functionality of isolation

opening and closing once.
valves
by
e)
Check all pontoon deck manholes are closed
f)
Check Contaminated Water Tank valves are

closed and that the drain covers (under the
pontoon deck grilles over the troughs) are
closed.
g)
Check all gauges and indicators relating to the

dewatering system in the control house are
functional.
h)
Check that battery backup for valve control and

actuators are fully charged.
Sounding pipe caps are closed.
j)
Compressed Air System from shore supply is

not less than 10 Bar (NB this will lower during
operation of valves)
k)
Watertight doors in Safety Deck are closed.
l)
Check all winches and capstans are functional
The main drain isolating valves are to be kept closed

throughout the sinking operation. Tanks are to be flooded
uniformly except insofar as adjustments are required to
correct departures from level heel and trim. This procedure
will ensure that the planarity of the pontoon deck is
maintained and the longitudinal bending moments on the
dock are kept to a minimum.
As deep sink is approached care is to be taken that the
freeboard is never less than 2000mm corresponding to a
draught of 8.80m over the pontoon deck, indicated by a
white line on the inner walls at each end and midships. As
a precaution the optical sight should be monitored at
intervals of not more than 10 minutes; if the reading
changes by more than 15mm from that recorded at the
start of the operation, the sinking is to be stopped and the
disposition of ballast water checked. Sinking is not to
recommence until the cause of the anomaly has been
cleared. Should, in an emergency, it be necessary to sink
the dock with a defective tank which precludes its correct
flooding or subsequent pumping, this is permitted providing
only one tank in the dock is so affected and that during the
subsequent operations the differential head on the tank
does not exceed the values specified in Section 6.1.
21
22
23
24
17
18
19
20
port
13
9
14
10
15
11
16
12
starbord
Quayside
5
6
7
8
1
2
3
4
bow
i)
Tanks are flooded through the inlet valves, dewatering

main and compartment valves. To sink, open the inlet
valves. Regulate by means of the compartment valves. To
reduce the sink rate, throttle the inlet valves.
stern
6.2
During sinking of the dock the following effects can be

controlled by regulating the compartment valves:Stern Trim:
Close Compartments 21,22,23, and 24 until

dock is level.(i.e. aftermost compartments)
Bow Trim:
Close Compartments 1,2,3 and 4 until dock

level.(i.e. forwardmost compartments)
Heel to Port:
Close one or two side Compartments on Port

side until dock is level.
Ensure that all material within the dockwell is secured

against floatation, where applicable. This includes block
timbers etc. The pontoon deck should be clear of all
contaminants/pollutants.
Heel to Stbd:
Close one or two side compartments on

Starboard side until dock is level.
Hog:
Close Compartments at the ends of the dock

until zero deflection.
6.3
Sag:
Close Compartments over the mid body of the

dock until zero deflection.
Opening and closing valves to check functionality shall be

sequenced to ensure no change to the ballast levels. For
example, two compartments valves from the same main
drain (manifold) are not open at the same time, to prevent
transfer of ballast from one to the other.
DOCKING
6.3.1 General
Prior to sinking ensure that:
a)
b)
c)
d)
e)
Docking plan has been prepared

Docking Blocks have been checked and are
properly levelled to sit the vessel.
Dock Checks have been carried out in
accordance with clause 6.2
All personnel are clear of the pontoon deck
24hour weather window forecasts wind speeds
not greater than 20mph.
Docking should not be undertaken if any valve or pump is

not functioning correctly.
Unless there are very special reasons, trims exceeding

1.5m in the overall length of the dock should be avoided.
Large trims may cause problems with dock sensors, outfit
and access.
Always close the compartment valves and inlet valves
immediately after sinking. In case of emergency during
sinking, at once close all valves.
Should it be necessary to keep the dock lowered for a long
time, the pumps are to be kept in readiness so that water
may be pumped out should the dock be damaged by
collision whilst in this condition. Regular checks of the dock
draughts should be made to ensure no leakage is
occurring.
Page 15

halted after the vessel has sued 500mm to check the

blocking with the vessel correctly positioned. To
ensure that the longitudinal bending moments and
deflections are kept to a minimum, ballast water
removed from the tanks should be appropriate to the
weight distributions of the vessel and dock. The final
disposition of ballast water is given in the Pumping
Plan for the particular vessel. At all times tanks beyond
the bearing length of the keel of the vessel should be
pumped only to the levels necessary to support the
weight of the dock and correct trim.
6.3.3 Deep Sink

The maximum depth to which the dock can be sunk is
controlled by an air cushion in the sidewall tanks. The size
of the air cushion, Y, is set by the extent, X, the ballast
tank air vents protrude into the tanks and is pre-set from
the commissioning trials. Therefore with all valves open it
should not be possible to sink the dock below the
maximum deep sink waterline.
(d) Particular care is to be taken to avoid lagging in the

removal of water from the tanks near midships as this
will cause a sag to develop in the dock.
(e) As a precaution the optical sight should be monitored
at intervals of not more than 10 minutes; if the
readings change by more than 15mm from that
recorded at the start of the operation, the pumping is to
be stopped and the disposition of ballast water
checked. Pumping is not to recommence until the
cause of the anomaly has been cleared.
If the weight or horizontal centre of gravity of the dock

lightship is changed, for example by the provision of
additional blocks, the air vents will require readjustment.
As a precaution, when the dock reaches deep sink, or the
intended dock draft for the docking operation, all valves
should be closed.
There are no tidal restrictions for the deep sink draft.
Whilst at deep sink, the dock drafts should be monitored
for change. If changes occur, the cause shall be cleared,
failing which, the dock shall be raised. On no account must
the dock waterline exceed the deep sink waterline at any
position along the sidewalls.
6.3.4 Pumping Out the Dock
Tanks are pumped using the 4 dewatering pumps through
the main discharge valve and the compartment valves.
When ready to pump, the main Discharge valves are
opened and the pumps started. The pumping rate can be
controlled by throttling the main discharge valve. Regulate
using the compartment valves.
During pumping, the main inlet valve and isolating valve
shall remain shut.
When stopping at intermediate levels, for example when
undertaking block inspection by diver, the compartment
valves shall be shut, although it is unnecessary to close
the main discharge valve. If the stoppage is of short
duration (less than 5 minutes the pumps may be kept
running) whilst for longer periods the pumps shall be
temporarily stopped.
(a) At all times whilst pumping, the differential pressure
head on any tank is never to be allowed to exceed
values in Section 6.1.
(b) Up to the time the ship sues, the dock should be
pumped uniformly by pumping on all tanks. Trim and
heel can be controlled as necessary by regulation of
the compartment valves.
(f) Loss of dewatering pump suction can be expected to

occur when the depth of the water in the ballast tanks
approaches 300mm. To reduce this tendency, the
pumping rate is to be slowed down (by throttling the
discharge valve) as this depth is approached, i.e. at
about 600mm. Should a pump loose suction at this
depth it is to be shut down together with the relevant
tank valves. If it is essential to recommence pumping
with the dewatering pumps the main should then be
refilled from an adjacent transverse tank or from sea
by opening the inlet valve of the section. When the
dewatering main is full, the system valves are to be
reset for pumping and the pumping rate kept low by
throttling the discharge valve..
(g) If a pump breaks down, an adjacent pump can be used
by opening the appropriate isolating (Separation) valve
on the dewatering main. This should be done with
care. The tanks are to be isolated by appropriately
setting the tank valves to avoid siphoning between
them, only one transverse pair of tanks being pumped
at a time.
(h) Always close the screw-down discharge valves and
compartment valves immediately after pumping up.
6.3.5 General Considerations
From ammeter readings during pumping, determine that
each pump is doing its work. Watch the deflection
indication, and adjust the valves so that the deflection is
reduced to a minimum.
When the dock is submerged, the internal water will not
only fill the pontoon compartments, but will stand up in the
sidewalls. When the dock is raised and carrying the ship,
the proper distribution of internal water is such that as
much water as possible has been removed from the
compartments immediately below the central bearing
length, and the remainder of the ballast water has been left
in the end compartments. To effect this, in the first stages
of the pumping, all the compartment valves should be
opened. When the internal water has levelled up across
the dock at the level of the pontoon deck, continue to
pump all the compartments directly beneath the bearing
length right across the dock, but only take enough water
from the compartment at each end to:
(c) Pumping should be slowed whilst the ship touches

down and any initial trim is corrected by throttling the
main discharge valve. Pumping should be temporarily
Page 16
(a) support the weight of the dock itself.

(b) obtain longitudinal balance.

A difference of about 1200mm between the inside and the

outside water lines of the end compartments is required to
support the weight of the dock.
6.5
Longitudinal balance can be obtained by regulating

compartments 1, 2, 3, 4, 29, 30, 31, 32; transverse
balance by shutting one or two wall compartments as may
be required; otherwise the water can be kept level across
the dock.
Preparations as directed in section 6.3 are to be taken. In

addition, a careful check is to be maintained during the
docking period on the condition of the vessel and any
changes of weight and position of items. No changes are
to be permitted which would prejudice the lifting capacity of
the dock or the strength of the dock blocks without the
prior approval of the operators technical department.
Changes within the capacity of the dock can be permitted
at the discretion of the Dockmaster. Should changes have
occurred which result in a shift of the longitudinal centre of
gravity of the ship, a change of trim of the dock will have
occurred. This will be magnified when the pontoon deck of
the Dock is submerged. This trim can be corrected by
appropriate redistribution of ballast water in the dock tanks
under the vessel to obtain a level trim on the dock before
sinking. The dock is then sunk in the normal way. In case
of doubt the dock should be sunk until the pontoon deck is
about to go under and then taken through this phase
slowly using the tanks under the ends of the vessel to
retain control over the trim. When the ship is within 300mm
of the light draught, the dock can be allowed to take on the
original trim to avoid excess pressure on the blocks at the
Forward or Aft cut-up.
Throughout the operation of pumping, the isolation valves

in the main pump line are to be kept shut and each section
of the dock pumped by its own pump.
When, during the lift of a short ship, the desired height of
water is reached in the end compartments, the valves of
these compartments must be closed, and pumping
continued from the compartments under the keel of the
ship. Towards the end of the lift, it may be necessary to
take more water from the end compartments.
In pumping up the dock when trimmed to suit the ship,
keep the isolating valves closed and open up all the
compartments. Pump slowly until the ship touches the
keel-blocks all along, and then so regulate the pumping as
to bring the dock on an even keel. When the dock levels
up, the lift follows its normal course.
In no case must more water be taken from the end
compartments than is necessary to satisfy the conditions in
this paragraph under (a) and (b) above.
During the pumping operation the dock is to be kept as
free as possible from longitudinal deflection. Any deflection
observed is to be corrected by appropriate pumping. The
dock must be brought level as soon as possible after the
ship is fully in contact with the blocks, and this level
condition is to be maintained during the remainder of the
operation.
Particular care is to be taken to avoid a sag in the dock, as
sagging causes a large increase of block pressure towards
the ends of the ship, particularly at the after cut up, which
can cause damaging stresses in the adjoining structure.
6.4
RAISED
Should access to pontoon tanks be required when the

dock is raised and carrying a ship, not more than 2
pontoon deck manholes should be open at any one time in
the dockwell. If pontoon deck manholes are open then the
Dockmaster should ensure that there is sufficient
freeboard that in the event of compartment damage
flooding through the open manhole will not occur. When
the dock is not carrying a ship and has considerable
freeboard no restrictions are applicable on the number of
manholes permitted to be open.
When the dock is raised a daily log of the dock condition
giving draughts and tank depth readings should be kept. If
either draughts or tank gauges are found steadily
increasing, i.e. indicating leakage, then the cause is to be
ascertained and remedied.
If shores are fitted, they are to be "hardened up" each day,
particularly the day after docking in hot, dry climates.
When it is desired to rotate the shafting and propellers
whilst the ship is on the blocks, the personnel responsible
should first verify that this can be done safely.
UNDOCKING
6.5.1 Preparation
6.5.2 Sinking
Prior to sinking the dock, the pre-checks given in section
6.2 shall be carried out.
As during the docking process great care must be taken to
reduce longitudinal and transverse stresses. Tanks should
therefore be flooded in the same sequence as they were
pumped, keeping end tanks for balance of dock weight.
These will, therefore, not be opened up until the later
stages of the sinking and it should be noted that at the
start of the operation the water levels in them will be higher
than that in the tanks under the vessel, thus indiscriminate
opening up would lead to rapid siphoning and high
stresses. Pumps are always to be kept in readiness to
correct any abnormal condition.
When undocking short ships, where most of the water from
the pontoon has been taken from the compartments
immediately beneath the ship, a considerable difference in
the height of internal water may exist between the middle
and end compartments. In such cases, only the valves of
the compartments under the ship should be opened at the
beginning of the sinking until the water in the pontoon
begins to level up, then all valves may be opened and the
sinking may proceed normally.
If material alterations have been made to the ship while in
dock, likely to alter her trim when afloat, sink with only one
of the two inlets valves per section open until a significant
portion of the vessels weight is being supported by its own
buoyancy, the remainder still being on the blocks.
Throughout the sinking, the dock must be kept as free as
possible from longitudinal deflection and the admission of
water must be regulated accordingly. Any deflection
observed must be corrected immediately by appropriate
flooding or pumping. Pumps are to be kept ready for
immediate use if required to assist in correcting any
abnormal condition caused by temporary loss of control,
damage etc.
Page 17

may be so great as to cause the vessel to list, and on the

blocks as to cause them to crush. As a safeguard against
these eventualities, the following precautions should be
taken:
7 SPECIAL PRECAUTIONS
7.1
DOCKING OF DAMAGED VESSELS
7.1.1 Position In The Dock

When docking a damaged vessel which has compartments
open to the sea allowance must be made, in the
calculation for the longitudinal position of the centre of
gravity of the vessel, for the fact that the bilged
compartments will empty themselves when the vessel is
lifted. The ship should therefore be regarded as having the
displacement, trim and heel that existed before the
compartments were bilged.
7.1.2 Vessels With Heel Or Trim
When sinking the dock to receive a damaged vessel
having a heel or trim, the dock may be inclined to some
extent to suit the inclination of the vessel, see section 5.4
herein. For ships to be docked on middle line blocks only,
requiring fairly long shores, listing of the dock must not be
undertaken. The ship must be brought upright before
docking down.
7.1.3 Vessels Seriously Damaged
If a ship proposed for docking is so seriously damaged that
attempted docking would prejudice the safety of the dock,
the operation is not be undertaken.
The guiding principle is always not to take such a risk with
a badly damaged ship as to jeopardise the use of the dock
for other ships. The operators technical department must
decide this.
Ships which are so seriously damaged that their
longitudinal strength is considerably reduced at any
transverse section should not be completely docked down
without detailed technical appraisal. The dock should be
pumped out sufficiently to take the weight of the ship on
the blocks and prevent any movement of the ship by the
tide. A report should be made to the appropriate technical
department of the extent of damage and docking should
not be completed until instructions are received. If the
circumstances do not permit this action, the responsible
personnel should satisfy themselves that completely
raising the dock will not endanger the ship or dock. Care
must be taken when pumping up the dock to allow any
compensating water on the undamaged side of the ship to
escape as the dock rises, otherwise the permissible
displacement of ship for block length may be exceeded.
(1) The trim of the ship should be reduced as much as is

practical, and if possible the ship should be docked so
that her trim is assisted by the trim of the dock.
(2) Side scuttles and other openings in the ship's side are
to be kept closed during docking and undocking.
(3) The ship should be ballasted as necessary to ensure
adequate stability and care should be taken to reduce
the free surface of liquids in oil and water tanks to a
practical minimum.
(4) The blocks in the vicinity of the "suing" position should
be reinforced and well spur-shored or cribbed.
(5) As soon as the keel touches the blocks, one "pinning"
shore on each side as near as possible to the "suing"
position is to be set up "hand-tight", and kept so until
the ship sues all along, when all the breast shores can
be set up. During undocking, the "pinning" shores are
to be kept "hand-tight" until the vessel is fully afloat.
If it is necessary to provide trims higher than 1.5m then
cranes etc. should be fully secured and the keel blocks
sufficiently secured to prevent tripping should the vessel
attempt to slide off the blocks. At no time must the
maximum permissible differential pressure heads given in
6.1 be exceeded, the freeboard of the dock is nowhere
less than 2.00m , or the longitudinal deflection exceeds the
limits given in 2.6. The trim should be reduced as soon as
practical during the lift. However, with large trims, the dock
machinery may not function to the same level of efficiency.
8 CAREENING OF DOCK
8.1 METHOD TO BE ADOPTED
The maximum possible angle of heel can be obtained only
by first sinking the dock to the fullest permissible extent,
and then pumping out the tanks on the side that it is
desired to raise. During these operations constant
attention should be directed towards ensuring that the
longitudinal deflection does not become excessive (see
section 2.6)
7.1.4 Vessels With Damaged Bottom Plating
8.2 CRANES
Prior to the ship being brought into the dock, the position of
the damage is to be ascertained by a diver, and the dock
blocks removed in the vicinity. When the ship is in position
in the dock a diver is to be sent down again to examine the
bottom to see that all jagged or loose plating is clear of the
blocks. It may be necessary to cut away some of the
damaged structure if this is liable to touch the bottom of
the dock or the top of the blocks.
Before the dock is careened, care is to be taken that all

anchoring chains and rail clips are made fast and slewing
lock bolts inserted. The jibs are to be derricked in to the
minimum radius and slewed athwartships to port when
careening the dock to port, and vice versa.
7.2
8.3 MISCELLANEOUS
Ensure that all cargo and sizeable pieces of equipment are
properly stowed or lashed so as to minimise the possibility
of shifting as the dock heels.
DOCKING SHIPS WITH CONSIDERABLE TRIM
For a vessel with considerable trim the period between

initial and full suing is very dangerous, as the stability of
the ship decreases and the pressure on the "suing" blocks
increases as the water level falls. The effect on the stability
Page 18

9 FIGURES
Figure 1
Dock Profile
Figure 2
Forward End Elevation Looking Aft
Figure 3
Dockwell Dimensions and Blocking
Figure 4
Weight to Block Length Curve
Figure 5
Ship Weight Centre of Gravity Curve
Figure 6
Maximum Allowable Hydrostatic Heads
Figure 7
Optical Deflection Sight
Figure 8
Dewatering System
Figure 9
Vessel Distributed Load on Compartments Weight Curve Available
Figure 10
Vessel Distributed Load on Compartments Weight Curve Unknown
Figure 11
Dock Ballasting to Match Ship Distributed Load
Figure 12
Docking a Vessel with Heel
Figure 13
Docking a Vessel with Trim
Figure 14
Standard Dock Block
Figure 15
Dock Block Arrangement
Figure 16
Examples of Block Placement
Page 19
Page 20
AFT
150 DOUBLE BOLLARD

AFT END - 2 OFF
3500
10000
26000 CLEAR WIDTH OF ENTRANCE
3500
35000
DB
FL
RL
LP
DB
RL
18
24990
DB
CP
ANCHOR LIGHT (P&S)
12
FL
CP
DB
30
36
48
LP
ES
SB
ES
STORE ROOM
& WORKSHOP
WTD
SEAT FOR SNATCH BLOCK (P&S)
SHIP SEAWATER COOLING

DISCHARGES (P&S)
54
24990
5
66
78
LP
LP
V
V
96
SB
ES
ES
SB
4
108
114
WTD
RL
DB
LP
V
ES
10000 x 800 BROW

(STOWED ABOVE
VENTS ON CRADLE)
LP
132
138
144
24990
CROSS DOCK TRUNK
WTD
50Hz
2000kVA
HT SWITCHGEAR &
TRANSFORMER ROOM
V
LP
ES
V
FL
CP
WTD
CP
V
WTD
LP
2000kVA
50Hz
168
WT BHD
ES
ES
WTD
LP
DN
800 x 500
LP
198
WASHROOM
210
WT BHD
MEETING ROOM
OFFICE
WTD
216
SB
SB
MEZZANINE DECK 700 ABV

SAFETY DECK
WTD
CHILLED WATER FOUNTAINS
LP
KN
KN
M/H
ACCOMMODATION (INSULATED)
1600 x 1600 PUMP ROOM

MAINTENANCE HATCH - FLUSH
LP
DOLPHIN No. 1
FWD DOLPHIN - DOCK RESTRAINED
TRANSVERSELY AND LONGITUDINALLY
1600 x 1600 MAINTENANCE

HATCH - FLUSH
204
ACCOMMODATION (INSULATED)
VERTICAL ACCESS TO PUMP ROOM
ACCESS TO PUMP ROOM
192
LIGHTING POLE
MEZZANINE DECK 1400 ABV SAFETY DECK (P&S)
24990
STAIRS TO PUMP ROOM
186
DOCKWELL LIGHTING
1507
1600 x 1600 PUMP ROOM

MAINTENANCE HATCH - FLUSH
PUMP ROOM UNDER

10710
SB
SB
8000 x 800 BROW

(STOWED ABOVE
VENTS ON CRADLE)
180
PUMP ROOM UNDER

10710
174
FWD PUMP ROOM

(P&S)
CRANE TRAILING CABLE TRACK
WTD
162
STBD SWITCHBOARD
LP
6000 x 800 BROW
(STOWED ABOVE
VENTS ON CRADLE)
156
PORT SWITCHBOARD
150

DISCHARGES (P&S)
CROSS DOCK TRUNK ACCESS

HT SWITCHGEAR &
TRANSFORMER ROOM
DB
DB
PLAN VIEW
SAFETY DECK STBD SIDE
FRESHWATER TK
DB
FL
90000
PLAN VIEW
RL
PORTABLE RAILS & STANCHIONS (DOCKWELL SIDE)
DISCHARGE VALVE ACTUATOR
INLET VALVE ACTUATOR
WTD
126
WT BHD
DROP CHUTES IWO SERVICE STATIONS
SAFETY DECK
PLAN VIEW
SAFETY DECK PORT SIDE
FRESHWATER TK
COMPARTMENT VALVES ELECTRO-PNEUMATIC PRESS ACTUATORS TYP.

ISOLATING VALVE
6
4
2
6M
8
6
4
2
5M
8
6
4
2
4M
8
6
4
2
3M
8
6
4
2
2M
6
4
2
7M
8
8
6
4
2
9M
8
6
4
6
4
2
6M
8
6
4
2
5M
8
6
4
2
4M
8
6
4
2
3M
8
6
4
2
2M
6
4
2
7M
8
LENGTH OVER PONTOON = 149940
120
DRAUGHT BOARD
7000
ELEVATION ON CENTRELINE
24990
3570 TYP.
102

DISCHARGES (P&S)
LP
CHILLED WATER FOUNTAINS
WTD
1600 x 1600 PUMP ROOM MAINTENANCE HATCH
PUMP ROOM ACCESS
90
1190 TYP.
SERVICE GALLERY
DISCHARGE VALVE ACTUATOR
84
WT BHD
COMPARTMENT VALVE
ELECTRO-PNEUMATIC ACTUATOR
PUMP ROOM UNDER

10710
72
INLET VALVE ACTUATOR
PUMP ROOM AND SEWAGE

COLLECTION TANK UNDER
10710
60
AFT PUMP ROOM

(P&S)
DOLPHIN No. 2
AFT DOLPHIN - DOCK RESTRAINED
TRANSVERSELY ONLY
KEEL BLOCKS (MAX 100T/M)
SB
WTD
STORE ROOM
& WORKSHOP
42
WT BHD
LP
LOCATION OF PROPELLER WINCH
SEATINGS (P&S)
STORE ROOMS
LP
LP
STORE ROOMS
24
DRAUGHT BOARDS (P&S)
PORTABLE RAILS & STANCHIONS
LP
6
4
2
6M
8
6
4
2
5M
8
6
4
2
4M
8
6
4
2
3M
8
6
4
2
2M
8
6
4
2
9M
8
6
4
2
8M
8
6
4
2
7M
8
6
4
2
6M
8
6
4
2
5M
8
6
4
2
4M
8
6
4
2
3M
8
6
4
2
2M
8
6
4
2
9M
8
6
4
2
8M
8
6
4
2
7M
8
1140
RECESS FOR UTILITIES
ES
ES
24990
228
234
240
25000
DN
252
V
DB
DB
FL
CP
DB
FL
CP
RL
DB
RL
LP
UTILITY ROOM
WASHROOM
BERTHING TROLLEY HAULING WINCH
LP
DOCKMASTER'S OFFICE
LP
DN
246
6
4
2
6M
8
6
4
2
5M
8
6
4
2
4M
8
6
4
2
3M
8
6
4
2
LP
PLAN VIEW
CONTROL DECK
CON TR OL D ESK
BERTHING TROLLEY HAULING WINCH
222
RECESS FOR UTILITIES
8
6
4
2
9M
8
6
4
2
8M
8
6
4
2
7M
8
6
4
2
6M
8
6
4
2
5M
8
6
4
2
4M
8
6
4
2
3M
8
6
4
2
2M
8
8
6
4
2
9M
8
6
4
2
8M
8
6
4
2
7M
8
WINDSOCK
MAST
2950
BEAR IN G HOUSI NG
60000
35235
L.A.T.
PEDESTRIAN & SERVICE GANGWAY
UTILITY PLATFORM 9500 A.B.
6705
ROLLER FENDER (P&S)
1000
3500
1000
27955
VEHICLE & PEDESTRIAN
RAMP (DESIGNED BY
OTHERS
17500
FWD
3895
13500
163130 LENGTH OVERALL

FIGURE 1: DOCK PROFILE
Page 21
OPERATING DRAFT
2950
3500
3500
5300
2000
12200
17500
7000
7000
VARIABLE (P&S)
4000
DEEP SINK WL
26000 CLEAR WIDTH
28575 BTWN SIDEWALLS
1800
7000
3400
17500
7000
2000
2500
4700
1750
9500
38751 OVERALL WIDTH

FIGURE 2: FORWARD END ELEVATION LOOKING AFT
14200
3250
7000
PORT SIDEWALL
12000 CAMBERED 150
28000 WIDTH (MLD)
2000
4000 FLAT
DEEP SINK
MAXIMUM SHIP WIDTH = 25000
25996 CLEAR WIDTH OF ENTRANCE
26525 BETWEN FENDERS
HEIGHT OF RAILINGS
AT AFT END OF APRON
(PORTABLE)
STBD SIDEWALL

FIGURE 3: DOCKWELL DIMENSIONS AND BLOCKING
1120
7000
1800
6500 MAX SHIP DRAFT
8950
10950
Page 22

FIGURE 4: WEIGHT TO BLOCK LENGTH CURVE
Page 23

FIGURE 5: SHIP WEIGHT AND CENTRE OF GRAVITY CURVE
Page 24

FIGURE 6: MAXIMUM ALLOWABLE HYDROSTATIC HEADS

The diagram shows the maximum allowable height of the dock for given ballast level. The dock is
designed such that in normal operation these values need never be exceeded.
6700
4300
13
12
11
10
DOCK WATERLINE
9
BALLAST WATERLINE
12200
Hmax
5
7900
BALLAST WATERLINE
BALLAST WATER
3250
0
0
3
6
1
2
4
5
MAXIMUM ALLOWABLE HYRDOSTATIC HEAD
HYDROSTATIC HEAD CRITERIA: H < Hmax
The maximum allowable difference in ballast levels between adjacent tanks is 4.30m. This value takes
account of a puncture condition when an accidental loss of air pressure occurs at deep sink without
any change in ballast level
Page 25

FIGURE 7: OPTICAL DEFLECTION SIGHT
Page 26
TANK GROUP NUMBER
INLET VALVE
BELLMOUTH
MOTOR DRIVEN PUMP
12
30
36
NON RETURN VALVE
ISOLATING VALVE
COMPARTMENT VALVE
DISCHARGE VALVE
24
60
B
E
E
B
66
72
84
WT BHD
90
96
AFT PUMP ROOM (S)
BALLAST TANK 18
CC CCCCD
78
AFT PUMP ROOM (P)
BALLAST TANK 17
BALLAST TANK 20
CCCCC CD
54
BALLAST TANK 24
48
BALLAST TANK 19
42
WT BHD
BALLAST TANK 23
BALLAST TANK 22
BALLAST TANK 21
18
108
114
120
WT BHD
126
WT BHD
138
144
CROSS DOCK TRUNK
132
BALLAST TANK 16
BALLAST TANK 15
BALLAST TANK 14
BALLAST TANK 9
150
PLAN VIEW
PONTOON BOTTOM
INTER CONNECT PIPE (STBD)
BALLAST TANK 12
BALLAST TANK 11
BALLAST TANK 10
BALLAST TANK 9
INTER CONNECT PIPE (PORT)
ELEVATION ON CENTRELINE
102
CROSS DOCK DUCT
Page 27
CROSS CONNECT PIPE
AFT PUMP ROOM

(P&S)
156
162
174
E
B
DCCCC CC
168
WT BHD
186
192
198
204
210
WT BHD
216
222
228
1
234
FWD PUMP ROOM (S)
BALLAST TANK 8
BALLAST TANK 7
BALLAST TANK 6
BALLAST TANK 4
BALLAST TANK 3
BALLAST TANK 2
BALLAST TANK 1
CONTAMINATED WATER TANK (P&S)
FWD PUMP ROOM (P)
BALLAST TANK 5
DC CCCCC
B
E
180
FWD PUMP ROOM

(P&S)
240
246
252

FIGURE 8: DEWATERING SYSTEM & BALLAST COMPARTMENTS

FIGURE 9: VESSEL DISTRIBUTED LOAD ON COMPARTMENTS WEIGHT CURVE AVAILABLE
Page 28

FIGURE 10: VESSEL DISTRIBUTED LOAD ON COMPARTMENTS WEIGHT CURVE UNKNOWN
Page 29
RESIDUAL
BALLAST
70'-0"
(21.336m)
B1
70'-0"
(21.336m)
W1
B2
70'-0"
(21.336m)
W2
B3
70'-0"
(21.336m)
W3
B4
70'-0"
(21.336m)
W4
B5
WEIGHT OF BALLAST IN EACH TANK GROUP = B1, B2, ....... B8

WEIGHT OF SHIP SUPPORTED ON EACH TANK GROUP = W1, W2, ....... W6
70'-0"
(21.336m)
W5
B6
70'-0"
(21.336m)
W6
B7
70'-0"
(21.336m)
B8

FIGURE 11: DOCK BALLASTING TO MATCH SHIP DISTRIBUTED LOAD

AVAILABLE LIFT
DOCK LIGHTSHIP
WEIGHT
BALLAST
DISPLACEMENT
Page 30

FIGURE 12: DOCKING A VESSEL WITH HEEL
STEP 1: VESSEL WITH HEEL ENTERING THE DOCK
STEP 2: DOCK HEELED TO SAME ANGLE AS VESSEL
STEP 3: MAINTAINING SAME HEEL, DOCK RAISED

UNTIL VESSEL SUES.
STEP 4: MAINTAINING SAME HEEL, DOCK RAISED

ANOTHER 300MM.
STEP 5: AFTER RAISING 300MM DOCK CAN NOW BE

BROUGHT UPRIGHT
STEP 6: MAINTAINING DOCK UPRIGHT, RAISING

CONTINUED UNTIL A PONTOON DECK
FREEBOARD OF 300mm OR GREATER IS
ACHIEVED
Page 31

FIGURE 13: DOCKING A VESSEL WITH TRIM
STEP 1: DOCK TRIMMED TO MATCH VESSEL
STEP 2: DOCK RAISED WHILST MAINTAINING TRIM UNTIL VESSEL SUES
STEP 3: DOCK RAISED 300MM AFTER VESSEL SUES STILL MAINTAINING TRIM
STEP 4: DOCK LEVELLED WHILST RAISING
STEP 5: DOCK RAISED TO OPERATIONAL PONTOON FREEBOARD
Page 32
Page 33
250 x 150
RECTANGULAR
HOLES FOR
FORKLIFTS
300
375
1850
1800
375
305
900
300
1250
NUMBER REQUIRED : 200 BLOCKS (173 FOR STANDARD OUTFIT AND 27 EXTRA)
THE STANDARD OUTFIT FOR THE FLOATING DOCK CONSISTS OF 173 BLOCKS.
WHERE ADDITIONAL BLOCKS ARE USED, THEIR WEIGHT MUST BE ADDED TO THE
VESSEL BEING DOCKED.
IMPORTANT NOTE :-
980
HARDWOOD
BEARING
BLOCKS
300
WEIGHT PER BLOCK APPROX 3.5 TONNE
4.
SAND BOX
BILGE BLOCKS SIMILAR EXCEPT HEIGHT TO BE ADJUSTED TO SUIT

PONTOON DECK CAMBER AND SHIP'S HULL.
3.
730
HARDWOOD
TIMBER BLOCKS
100 SOFTWOOD CAPPER
STANDARD BLOCK SPACING FOR THE DOCK IS 1190MM AND THE

MAXIMUM LOAD DISTRIBUTION IS 100 TONNE/METRE GIVING A
MAXIMUM BLOCK LOAD OF 119TONNE PER BLOCK
2.
650
FOR SOFTWOOD CAPPER OF DOUGLAS FIR THE MAXIMUM LOAD

FOR NORMAL LOAD DISTRIBUTIONS IS 200 TONNE PER BLOCK.
150
SAND DEPTH
50
225
720
REINFORCED
CONCRETE BLOCK
200
980
1.
NOTES

FIGURE 14: STANDARD DOCK BLOCK
1800
820
425
100
305

FIGURE 15: DOCK BLOCK ARRANGEMENT
Page 34
SHIP'S FLAT OF BOTTOM
THESE EXAMPLES ARE FOR ILLUSTRATION ONLY. EACH VESSEL

MUST BE INDIVIDUALLY CONSIDERED.
SHIP'S HULL
SHIP'S HULL
GAPS LEFT IN WAY OF TRANSDUCERS, DRAIN PLUGS ETC
Page 35
4200
4200
LGTL BULKHEAD
SIDELINE GIRDER
CL BULKHEAD
SIDELINE GIRDER
LGTL BULKHEAD
SHIP'S HULL
LGTL BULKHEAD
SIDELINE GIRDER
CL BULKHEAD (UNDER)
SIDELINE GIRDER
LGTL BULKHEAD

FIGURE 16: EXAMPLES OF BLOCK PLACEMENT

10 Appendices
APPENDIX 1: Standard Ship Weight Distribution
APPENDIX 2: Ballast Tank Air Pipes
APPENDIX 3: Pumping Plan
APPENDIX 4: Tank Group Lift Tables
Page 36

APPENDIX 1 Standard Ship Weight Distribution

Due to the complexity of ship structures and the
innumerable variations of block fit, it is usually
sufficient to treat the load distribution as a trapezoid
where the LCG of the trapezoid is coincident with
the vessels LCG.
LBP
LCG
A P
F P
This weight curve should be used when examining

individual cases for known vessels.
L2
The following equations are applicable:

W
LCG
L1
L2
A
= Docking Weight of Vessel

= Longitudinal Centre of Gravity of W
measured from the AP
= Blocking Length
= Distance forward of AP to Start of
Blocking Length
= Distance from Start of Blocking
length to LCG, A = LCG L2
BLOCK LENGTH, L1
Case 1
d1
d2
BLOCK LENGTH, L1
Case 1
Case 2
When the LCG falls within the middle third of the

blocking length, case 1 applies. I.e. L1/3 < A < 2 L1/3
d1 = W
d2 = W
d1
4L 1 6 A
EFFECTIVE BLOCK LENGTH, L3
L2
BLOCK LENGTH, L1
6 A 2L 1
L2
Case 3
d1
Case 2
When the LCG falls aft of the middle third, case 2
applies, and the weight distribution becomes
triangular. The effective blocking length, L3, is less
than the actual blocking length, L1.
d1 =
2W
3A
L3 = 3 A
Case 3
When the LCG falls forward of the middle third, case
3 applies, and the weight distribution becomes
triangular. The effective blocking length, L3, is less
than the actual blocking length, L1.
L3 = 3(L1 A)
d1 =
2W
3(L 1 A )
Page 37
EFFECTIVE BLOCK LENGTH, L3

BLOCK LENGTH, L1

APPENDIX 2: Ballast Tank Air Pipes

Note: Value of Y is determined from deep sink trials
Ballast Tank
Frs
Sidewall
Ballast Tank No. 1
210-252
Port
2.060
1.525
Ballast Tank No. 4
210-252
Stbd
2.060
1.525
Ballast Tank No. 5
168-210
Port
2.060
1.525
Ballast Tank No. 8
168-210
Stbd
2.060
1.525
Ballast Tank No. 9
126-168
Port
2.060
1.525
Ballast Tank No. 12
126-168
Stbd
2.060
1.525
Ballast Tank No. 13
84 - 120
Port
2.060
1.525
Ballast Tank No. 16
84 - 120
Stbd
2.060
1.525
Ballast Tank No. 17
42 - 84
Port (F)
2.060
1.525
Ballast Tank No. 17
42 - 84
Port (A)
2.060
1.525
Ballast Tank No. 20
42 - 84
Stbd (F)
2.060
1.525
Ballast Tank No. 20
0 - 42
Stbd (A)
2.060
1.525
Ballast Tank No. 21
0 - 24
Port
2.060
1.525
Ballast Tank No. 24
0 - 24
Stbd
2.060
1.525
These values are provisional and should be replaced with

values determined from deep sink trials.
The above values were determined from a deep sink trial
carried out on ( TBA )
The lightweight of the dock associated with this condition
(ie dock with 95% FW tanks, and supported gangways
were:
Lightweight
KG
LCG
TCG
6573
6.817
tonnes
m a/b
m fwd of frame AP
m from CL (stbd +ve)
Ballast tank air pipe notes

The holes cut into the air pipes are designed to permit the dock to reach but not exceed the maximum
deep sink waterline with level floatation.
The depth below the safety deck that the holes in the air pipes are cut ensure a quantity of air (air
cushion) is trapped in the tank thus limiting the amount of ballast and hence depth to which the dock
can be sunk. The distance Y is established by deep sink trials. Whenever a significant weight change
is made to the dock lightweight, whether in weight, centre of gravity, or both, that will affect the deep
sink condition, new positions for the air holes will require to be established by undertaking further deep
sink trials.
Centre tanks vent through air holes at the top of the intermediate longitudinal bulkheads into the side
tanks. Side tanks vent through air pipe.
One off air pipe per side tank except side tanks iwo tank group 5 which shall have two air pipes each,
one each side of the pump room
Page 38

APPENDIX 3: Pumping Plan
Page 39

APPENDIX 4: Tank Group Lift Tables
The Group Lift Tables have been prepared to enable the approximate determination of the ballast
levels within tanks to provide lift to match the load of the vessel carried by a transverse group of tanks.
Transverse ballasting of tanks are generally level.
To use the tables, carry out the following steps

1) For the dock draft, T, being considered, determine the portion of ship weight carried by the
tank group.
2) Correct the weight for any buoyancy to give the lift, P, required.
3) From the table read of the tank level for the draft, T and lift P.
For dock waterlines above the pontoon, the values obtained become increasingly less usable,
particularly above about a dock draught of 9m due to the small sidewall waterplane coupled with
sloping end bulkheads etc. However, values should be sufficient for determining values for ships at half
ship draught and less. For values above, it would be normally sufficient to rely on the deep sink values.
Intermediate values, if required, should be determined using a more detailed assessment.
Page 40

Page 41

Page 42

Page 43

Page 44

Page 45

Page 46

Operating Instruction 6250T Floating Dock

Uploaded by

Document Information

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Operating Instruction 6250T Floating Dock

Uploaded by

Copyright:

Available Formats

Operating Instructions: 6,250 TLC Floating Dock

Doc No. NSRY1-0-22-0002 Rev A

ERHAMA BIN JABER

Clark & Standfield

PORT OF RAS LAFFAN, QATAR

Document No: NSRY1-0-22-0002

ERHAMA BIN JABER

Operating Instructions: 6,250 TLC Floating Dock

The information in this manual has been supplied by:

Operating Instructions: 6,250 TLC Floating Dock

PARTICULARS OF THE DOCK ...................................... 4

SPECIAL PRECAUTIONS ........................................

Dock Type ............................................................

Docking of Damaged Vessels ..............................

CAREENING THE DOCK .

Method to be Adopted ...................................

PREPARATION OF THE SHIP FOR DOCKING ....................

PREPARATION OF THE DOCK TO RECEIVE

Docking Plans ............................................

Docking Down ...........................................

DOCKING OPERATION ............................................

Operating Instructions: 6,250 TLC Floating Dock

Before attempting to operate this dock, it is essential that

GENERAL DIMENSIONS OF THE DOCK

Table 1 Dock Particulars

Overall length of dock (including end platform) ...........................................................................

The Dockmaster is to have a competent deputy to assist

The company responsible for the dock is to see that the

Width of sidewalls (mld)

Draught of water over keel blocks ..

The company responsible for the dock, the Dockmaster,

* Projection of mooring column support structure

Lightweight (incl 95% FW Tanks, gangways)

Longitudinal deflections, large trims, lists and twists are not

See also Figures 1 & 2

PORT AND STARBOARD SIDES OF THE DOCK

The Dockmaster is to ensure that when ships are docked

The side of the dock on which the control house is situated

PARTICULARS OF THE DOCK

CAPACITY OF THE DOCK

The capacity of the floating dock is limited by the following

The dock is subdivided by six watertight bulkheads

Before a vessel can be considered for docking the

The dock was designed by Clark & Standfield in

Operating Instructions: 6,250 TLC Floating Dock

Typically, the maximum ship particulars that can be

accommodate the 100yr maximum significant wave height,

Table 2 Maximum Allowable Dimensions of Vessel

The minimum permissible freeboard is 300mm at

Maximum Length (see note #1)

#1 Length over pontoon and Aft end apron. However, may

The minimum allowable freeboard in the submerged

#2 determined using 500mm clearance iwo entrance fenders

2.4.2 Dockwell Dimensions

There is no length restriction, as the dockwell is open

Consideration should be given to increasing freeboard in

Minimum stability occurs during the raising of the dock, the

2.4.3 Deep Sink Draught

Table 3 Maximum Allowable KG of Vessel

The dock is designed for a deep sink of:

The maximum lifting capacity of the floating dock, with a

When a vessel is docked in a floating dock the disposition

Draught (mld) at Deep Sink

When the vessel enters the dock the minimum clearance