Professional Documents
Culture Documents
FIGURE 2.1
FIGURE 2.2
Heger Dry Dock, Inc.
DOCKING PLANS
2005 Robert Heger
Page 2 - 1
DOCKING PLANS
2005 Robert Heger
Page 2 - 2
FIGURE 2.3
Heger Dry Dock, Inc.
DOCKING PLANS
2005 Robert Heger
Page 2 - 3
FIGURE 2.4
Interpolation can be used to obtain properties for drafts between the points in the table. For
example to get the displacement for the vessel with a 17.3 foot draft at the LCF you would
interpolate between the 17.0 and 18.0 values:
(17.3-17.0) x (6900-6320) + 6320 = 6494 LTs
Location of Stern Reference Point (SRP) the point at which all longitudinal
dimensions are referenced from.
Location of Aft Perpendicular (AP)
Location of stern draft marks
Location of end of skeg
Frame spacing
Clearance required for shaft removal
Clearance required for rudder removal
Location of Forward Perpendicular (FP)
Location of forward draft marks
Location of last block
Heger Dry Dock, Inc.
DOCKING PLANS
2005 Robert Heger
Page 2 - 4
DOCKING PLANS
2005 Robert Heger
FIGURE 2.5
Page 2 - 5
DOCKING PLANS
2005 Robert Heger
FIGURE 2.6
Page 2 - 6
FIGURE 2.7
Cross Section at Propellers - Use for docking clearance checks and removal clearances.
FIGURE 2.8
Heger Dry Dock, Inc.
DOCKING PLANS
2005 Robert Heger
Page 2 - 7
FIGURE 2.9
Blocking Position To facilitate the complete painting of the bottom, two or more different
positions for the vessel on the blocks may be indicated in the drawings and in the Table of
offsets. U.S. Navy vessels usually have 3 positions, Position 1, Position 2 and Position 3. Be
sure to obtain the correct docking position for this contract before proceeding with planning of
the docking.
FIGURE 2.10
Heger Dry Dock, Inc.
DOCKING PLANS
2005 Robert Heger
Page 2 - 8
FIGURE 2.11
Each block usually has three points, A, B, and C. These points are located on the aft side
of the block. The table gives the longitudinal dimension from the SRP to the aft side of the
block where these point are located. Each points height above base line and half breadth
distance from vessel centerline is given in the table. The base line is usually the bottom of keel
amidships extended.
FIGURE 2.12
Heger Dry Dock, Inc.
DOCKING PLANS
2005 Robert Heger
Page 2 - 9
FIGURE 2.13
If there is a bilge keel in the location of the side block the table will gives its position relative to
the ships baseline and centerline. This is important when determining clearances between
ship and blocks.
FIGURE 2.14
DOCKING PLANS
2005 Robert Heger
Page 2 - 10
FIGURE 2.15
CAUTION Average block pressure is just the weight of the vessel divided by the total
bearing area. It does not account for eccentrically loaded blocks and thus does not give
an indication of actual block pressures. Use the trapezoidal load equation (or other
more detailed methods) to determine more accurate block loads.
The U.S. Navy requires the average bearing stress to be less than 20.0 Long Tons per Foot2.
Trim Tables Trim tables are sometime provided to show the increase in draft at the sonar
dome or propellers caused when the vessel is floating at a trim. This data is helpful when
calculating clearances of these objects during docking, undocking and landing.
FIGURE 2.16
Heger Dry Dock, Inc.
DOCKING PLANS
2005 Robert Heger
Page 2 - 11
FIGURE 2.17
DOCKING PLANS
2005 Robert Heger
Page 2 - 12
Ship's Longitudinal
Ship's Hull Plate
Side Block
Pontoon Deck
Dock's Transverse Frame
FIGURE 2.18
You must insure the side blocks do not interfere with an underwater hull opening or
protrusion in their the new positions. The new position of the side block should be
cross checked with the List of Shell Openings Below The waterline.
The heights and offsets of the blocks for their new position must be determined by
interpolating between the two closest positions given in the table, one position either
side of the desired location. The docking plan usually gives multiple locations for
various blocks. (Positions 1, 2 and 3 for 8, 12 and 16 spacing for example.) Check
all tables for the closest block position just forward and just aft of the desired
position. Use these closest blocks for interpolating the new heights.
CAUTION When interpolating block heights, the position of the known
blocks used for interpolating should be within a reasonable distance of the
block being calculated. Also, be sure that the half breadths for all blocks used
in the interpolation are the same or nearly the same. Otherwise you run the
risk of using two blocks that are located on different longitudinals in the
vessel and the resulting location for the new block will fall between
longitudinals which is what you do not want. You must insure that the new
block position falls under structure in the vessel. (Usually a longitudinal
girder.)
DOCKING PLANS
2005 Robert Heger
Page 2 - 13
FIGURE 2.19
If all known points of side block heights and offsets are plotted, side block curves can
be developed. These can be used for interpolating heights and offsets graphically.
FIGURE 2.20
Heger Dry Dock, Inc.
DOCKING PLANS
2005 Robert Heger
Page 2 - 14
The first step is to try to get as much information as possible on the vessel. This can be done
by:
Contacting yard where ship was last dry docked. Talk to dockmaster
Consulting previous docking reports or docking plans of sister ships.
Contacting shipyard where ship was built.
Estimate Basic Vessel Characteristics
You can estimate the docking weight of the vessel by field measurement of drafts D), length @
waterline (L) and beam (B).
The estimated weight is =
L x B x D x Bcoef. / 35 (salt water)
L x B x D x Bcoef. / 36 (fresh water)
Where Bcoef is the block coefficient for this particular hull form. See Section 3 for more
information on how to estimate displacement using block coefficients.
Estimate Block Loading
Dividing the estimated weight by the keel block length results in the average load per foot on
the blocks. If this is near the docks limit you probably shouldnt dock the vessel as the
maximum load may be greater due to the eccentricity of the vessels LCG with the center of
blocking. If the average load per foot is well below the docks limit than you can calculate what
eccentricity the vessel COULD have before exceeding the docks limit. If this eccentricity is
very large and there seams to be no reason for the vessel to have a large eccentric loading
than the load per foot is probably acceptable.
See Section 4 for more information on block loading.
DOCKING PLANS
2005 Robert Heger
Page 2 - 15
FIGURE 2.21
DOCKING PLANS
2005 Robert Heger
Page 2 - 16
DOCKING PLANS
2005 Robert Heger
Page 2 - 17