Dry docking and shipboard maintenance  a guide for industry

Blocks – A general term to describe wooden blocks usually oak, set in a pattern on the floor of the dock intended to receive a ship for dry docking.. Caisson – i The name given to a hol

This book covers every aspect of the dry docking of seagoing vessels It provides a guide

to industry for the different dock types and docking procedures inclusive of material management, steelwork operations and dry dock legislation Docking a vessel successfully involves many skills and trades, requiring a teamwork operation between ship’s crews and the shoreside docking personnel This book describes dock types alongside the various methods of docking, stability concerns, repair activities, steelwork management, legislation and survey detail, as well as shipyard safety requirements

• Includes a new chapter on steelwork and material management of the shipyard complex

• Contains over a hundred photographs and illustrations, including a full colour plate section

• Full coverage of dry dock operations, handling facilities, main shipbuilding slips and shipyard repair activities

D.J House has now written and published nineteen marine titles, many of which are in

multiple editions After commencing his seagoing career in 1962, he was initially engaged

on general cargo vessels He later experienced worldwide trade with passenger, container, Ro-Ro, reefer ships and bulk cargoes He left the sea in 1978 with a Master Mariner’s quali-fication and commenced teaching at the Fleetwood Nautical College He retired in 2012 after thirty-three years of teaching in nautical education He continues to write and research maritime aspects for future works

Seamanship Techniques (4th Edition) (2014), Elsevier.

An Introduction to Helicopter Operations at Sea – A Guide for Industry (2nd Edition)

(1998), Witherby Publishing Group

The Ice Navigation Manual (2010), Witherby Seamanship International.

ISBN 9789053315989 (joint authorship)

Marine Emergencies (2014), Routledge.

Dry Docking and

Shipboard Maintenance

A Guide for Industry

Second Edition

D.J House

and by Routledge

711 Third Avenue, New York, NY 10017

Routledge is an imprint of the Taylor & Francis Group, an informa business

© 2016 D.J House

The right of D.J House to be identified as author of this work has been asserted by him in accordance with sections 77 and 78 of the Copyright, Designs and Patents Act 1988 All rights reserved No part of this book may be reprinted or reproduced or utilised in any form or by any electronic, mechanical, or other means, now known or hereafter invented, including photocopying and recording, or in any information storage or retrieval system, without permission in writing from the publishers.

First edition published 2003 by Witherby & Co Ltd

Trademark notice: Product or corporate names may be trademarks or registered

trademarks, and are used only for identification and explanation without intent to infringe.

British Library Cataloguing-in-Publication Data

A catalogue record for this book is available from the British Library

Library of Congress Cataloging in Publication Data

House, D J.

Dry docking and shipboard maintenance : a guide for industry / D.J House 2nd edition pages cm

Includes bibliographical references and index.

ISBN 978-1-138-90923-6 (hardback : alk paper) ISBN 978-1-138-90924-3 (pbk : alk paper) ISBN 978-1-315-69407-8 (ebook) 1 Dry docks Handbooks, manuals etc 2 Ships Maintenance and repair I Title.

Conversion equivalents of common units in use within the docking/shipbuilding

A Brief Anthology of Shipbuilding and the Dawn of Docking Ships xxxvii

Preface to 1st Edition

I have always felt that the skills of an individual are so easily lost when that man or woman leaves an industry or retires from a working life None more so than from the shipping industry, as that individual takes with him or her the experience and values of tried-and tested-practice The docking of ships is a skill in an industry that is an absolute crutch for shipping operations to continue in safe respectability It is worldwide and draws thousands

of people within its perimeter of operation, and yet little has been written about what must

be considered as the closest relation to the marine industry

This particular work has been compiled to hopefully provide an awareness of this very special relationship between the shipping and dry docking segments of the marine industry

It is meant to promote safe practice amongst mariners who, albeit briefly, become like the beached whale, as a ship out of water At the same time it is designed to appreciate the continuous efforts of dockyard personnel in their endeavours to tackle any and every task that tends to be landed into their dock operations

I strongly believe that both the mariner and the shoreside employee of the dockyard can learn from each other, and if this work can, in any way, cement the working environment

of the ship inside the dock it will have served its purpose

David John House, March 2002

Preface to 2nd Edition

The shipping and docking industries are comparable to two sides of the same coin, each side of the coin being dependent on the other for its very existence The seafarer, within the different sectors of the marine industry, always needs the experience and attributes of the shipyard and its docking facilities, while the docking fraternity provide the security and safety crutch to keep our ships well maintained and in Class

The need for safer ships and cleaner seas has never been greater than it is today

The need to maintain high standards in all aspects of trade is paramount to ensure our people are retained in what has historically been seen as a high-risk industry

To this end if we do not ‘police’ ourselves, governments will do it for us, and the docking

of ships provides a platform to survey, inspect and rectify potential hazards, before they occur

A level of mutual respect has to exist between the maritime and docking industries the world over Ship construction is producing larger and more innovative vessels and whatever

is being built must be maintained, while seafarers continue to be challenged by increased technology, new products, higher speeds, deeper draughts and a need to operate in a protected environment We all need that mutual respect, for the skills of the other, to operate

in a continued safe arena of ships and shipyards

David John House, 2015

About the Author

Following his seagoing career, David House commenced teaching as a lecturer in Nautical Studies over a thirty-year period His continued research across all maritime disciplines has generated twenty different publications on a variety of marine topics, including: Seamanship, Navigation, Ship Construction, Cargo Work, Helicopter Operations, Ship Handling, Anchor Work, Heavy Lift Operations, Marine Survival, Ferry Operations, and this second edition of Dry Docking Practice

His experiences for this specific text have been gained in routine docking schedules, aboard ships, and including docking periods for major repairs following incidents at sea – notably, in the Quebec dry dock, Canada, the Belfast dry dock, Northern Ireland and the Govan Shipyard in Glasgow His research has also included laying vessels up, visiting shipyards extensively around the United Kingdom, to compile his maritime background Seagoing experience includes periods on a variety of ship types engaged in worldwide trading: General Cargo, Container vessels, Passenger Cruise liners, Dredgers, Refrigerated (reefer) vessels, Bulk Carriers and Roll On, Roll Off Ferries and with short periods aboard warships

The written works by D.J House have all been directed towards the professional seafarer, in the hope that they will place marine safety at the forefront of their seagoing duties, whether at sea, in port, or on board a vessel in dry dock

It is hoped this latest work will influence the many facets of the maritime industry and the associate sectors of fishing, offshore and construction, engaged around the marine fraternity

ADI Ltd., Garden Island, NSW, Australia

A&P Group Limited

Allied Shipbuilders Ltd., Vancouver, BC, Canada

Associated British Ports (ABP)

B & V Industrietechnik GmbH

Blastline Ltd, UK

Brown Son & Ferguson Ltd., Nautical Publishers

Dubai Dry Docks, UAE

Fleetwood Nautical Campus of Blackpool and the Fylde College

Lisnave Estaleiros Navais, S.A

Lloyd Werft Shipyard GmbH

The Maritime and Coastguard Agency for use of ‘M’ Notices Reproduced by permission of the Controller of Her Majesty’s Stationary Office

Mitsubishi Heavy Industries Ltd., Shimonoseki Shipyard & Machinery Works

NQEA Australia pty Ltd, Engineers and Shipbuilders

P&O European (Irish Sea) Ferries

Scheuerle Fahrzeugfabrik GmbH

Shimonoseki Shipyard, Japan

Verolme Botlek, Rotterdam, Netherlands

Witherby Publishing Group

Additional material supplied by

Capt K Millar, Master Mariner, Lecturer Nautical Studies, of Millar Marine Services

Mr A.P.G House Research Assistant

Mr C.D House IT Assistant

Additional photography

Capt P Southworth, Master Mariner (MN)

Capt D MacNamee, Master Mariner(MN), Lecturer Nautical Studies, FMNI

Mr J Wardle, Extra Master, Lecturer Nautical Studies

Mr J Bottomly, Master Mariner, B.A., Lecturer Nautical Studies

Mr M Gooderman, Master Mariner, B.A., Lecturer Nautical Studies

Mr G Edwards, Ch/Eng (MN) Rtd

Mr J Legge, Ch/Off (MN)

Mr J Roberts, Ch/Off (MN)

Mr P.J Fowler, Ch/Off (MN)

List of Abbreviations

AIS Automatic Identification Systems

Aux Auxiliary

CCTV Close Circuit Television

CML Centre of Maritime Leadership (USA)

CO (alt Ch.Off) Chief Officer

COI Certificate of Inspection (as issued by USCG)

CPP Controllable Pitch Propeller

CSWP Code of Safe Working Practice

EEBD Emergency Escape Breathing Apparatus (IMO shipping by July 2002)FMECA Failure Mode Effective Critical Analysis

foap Forward of Aft Perpendicular

F.Pk Fore Peak Tank

FPSO Floating Production Storage Offloading system

FPV Fisheries Protection Vessel

gals Gallons

GG1 That distance measured from the ship’s original C of G to a new

position of the ship’s C of G

g.r.t (GT) Gross Registered Tonnage

HEX Hexagonal

HIMP Hull Inspection & Maintenance Programme

HMAS Her Majesty’s Australian Ship

(ii) High Pressure

HPFWW High Pressure Fresh Water Wash

HSSC Harmonised System of Survey and Certification

IACS International Association of Classification Societies

IBC International Bulk Chemical (code)

IMDG International Maritime Dangerous Goods (code)

IMO International Maritime Organisation

IPS Integrated Power System (Controllable ‘Podded’ propulsion)

ISO International Organisation of Standardization

K Representative of the position of the ship’s keel

KG Distance measured from the keel to the ship’s C of G

LCF Longitudinal Centre of Flotation

LCG Longitudinal Centre of Gravity

LFL Lower Flammable Limit

MAIB Marine Accident Investigation Branch

MEPC Marine Environment Protection Committee

MEWP Mobile Elevator Work Platform (Cherry Picker)

MPCU Marine Pollution Control Unit

MSC Maritime Safety Committee (of IMO)

P Port

PRS Polish Register of Shipping

pts pints

RINA Registro Italiano Navale (Classification Society – Italy)

RMC Refrigerated Machinery Certificate

Ro-Pax Roll On, Roll Off Passenger Vessel

SCBA Self Contained Breathing Apparatus

SFP Structural Fire Protection

SMC Safety Management Certificate

SOLAS Safety of Life at Sea (Convention)

SPC Self-Polishing Copolymer (Anti-Fouling Paint)

SSA Ship Building & Ship Repair Association

SWATH Small Waterplane Area Twin Hull

TBT Tributyltin

t.e.u Twenty-foot Equivalent Unit

Tk Tank

TMCP Thermo-Mechanically Controlled Process

UNECE United Nations Economic Commission for Europe

W (i) Representative of Ship’s Displacement

Docking Terminology

Alters – The name given to the side stepping walls of a graving dock Not all docks are

side stepped with ‘alters’ Many of the smaller dry docks are fitted with timber cladding to provide separation between ship’s hulls and the dock sides

Approved Equipment – Equipment of a design that has been tested and approved by an

appropriate authority, i.e Government Department or Classification Society

The authority would have certified the equipment as safe for use within specified atmospheres

Authority to Flood Certificate – A certificate which must be presented to the shipboard

representative for signature, usually the Chief Officer, prior to the action of re-flooding the dock space and returning the vessel to a floating condition

Chief Officers are advised to ensure all required work is completed to satisfaction prior

to signing such a certificate A prudent officer would also take time to check that all plugs have been returned to any tanks and that no personnel are still inside the dock area

Auto Ignition – The ignition of combustible material without the initiation from a spark

or flame, when the material has been raised to a temperature at which self-sustaining combustion occurs

Beaching – The deliberate act of driving the vessel onto the beach with the view to refloating

at a later time Two reasons are common for beaching:

(i) when the ship is about to be lost in deep water through hull damage

(ii) when minor repairs or hull work can be conducted once the tide has receded

(see ‘Careening’)

Bilge Crib – A strength support for holding the upper bearing surface of a docking block to

prevent movement of the landing surface

Blocks – A general term to describe wooden blocks (usually oak), set in a pattern on the

floor of the dock intended to receive a ship for dry docking The block pattern would be reflected on the ship’s dry dock plan and would include positions of ‘Keel Blocks’ and inter-mediate blocks with associated bilge shores/bilge blocks

Blocks are usually established at a height of between 1.25–1.5 metres off the dock floor

to provide a reasonable space for access

Bonding – The connecting together of metal parts to ensure electrical continuity.

Caisson – (i) The name given to a hollow structure used to prevent water from entering

a dry dock area (commonly referred to as Dock Gates) Mode of operation is by floating, sliding or double swinging closure method

(ii) A hollow structure which can be secured to a submerged object It is then pumped

full of air to recover the object at the surface Employed mainly in the marine salvage industry

(iii) Habitat Caisson – A temporary construction employed to effect repairs on the dock

caisson It forms a secondary barrier for the period of completing repairs on the gate

Careening – A term used to describe the turning of a ship for the purpose of hull cleaning

Usually associated with beaching, against a shelving beach, on the fall of the tide Repairs and caulking of smaller wooden boats was often achieved in this manner as opposed to formally entering a dry dock or running up on a slip

(Alternative term, ‘to bream’ [now obsolete] meaning to clean a ship’s bottom by burning off weed and barnacles.)

Cathodic Protection – The prevention of corrosion by electrochemical techniques.

Cold Work – Work which cannot create a source of ignition.

Cradle – The term given to a launching or slip docking mobile mount, used for riding up or

launching down a vessel to or from the water They are usually rail-tracked and sometimes referred to as a ‘bogey’ (Ref railway bogey, a platform on train-type wheels.) The cradle can be quite long, to accommodate the greater length of the vessel

Cribbing of Blocks – A turn of phrase which describes blocks being stapled and secured

together The procedure reduces crushing action and creep effects and provides greater block stability

Crippling Pressure – A term which describes the block loading and is given by the formula:

P = 11 40 – h²

a²  Displacement tonnes/m²where: h represents the height of the stack of blocks

a represents block width

MN represents mega Newtons

The value of crippling pressure will be influenced by the age, the grain, moisture content and surface condition of the block It is, however, not usual to allow the pressure to exceed approximately 0.4 MN (40 displacement tonnes), although the load intensity on a stack of oak blocks may be as high as 1 MN (100 displacement tonnes)

Critical Instant (Moment) – The time that the ship comes into contact with the blocks on

the floor of the dry dock

Critical period – The period of time from the critical moment when the keel of the vessel first

touches the line of blocks and commences to achieve the position of being ‘sewn’ on blocks

Crop – A shipyard term employed to describe the cutting away of damaged steelwork from

a ship’s hull or other part of the vessel

Declivity of the Dock – The angle of ‘fall’, from the horizontal of the dock floor The

inclined floor aids drainage once the dock has been pumped of the main water volume It also reduces the time of the critical period.

Docking Bobs – Alignment, pendulum weights which are suspended high over a dock’s

centre line to allow a sight vane operation to take place when lining up ships entering the docking space

Docking Survey – A ship is generally docked routinely at approximately 2-yearly intervals

and at such a time the Classification Society Surveyor would conduct a docking survey This particular inspection pays special attention to the condition of the shell plating, stern frame and rudder Anchors and cables are also assessed, where possible, together with the general condition of the ship

Draught Survey – A survey and calculation made to determine the ship’s true mean draught Dry Dock Manager – A dock master who retains the ultimate responsibility for the complete

working of the dry dock

Earthing (Alt Grounding/Bonding) – An electrical connection of equipment to the main

body of the earth, to ensure that it is at earth potential

Elevator Dry Dock – A descriptive term to describe a synchro-lift or a hydro-lift system of

docking vessels by a process of elevating them above the surface of the water

Entry Permit – A document issued by a responsible person permitting entry into a space or

compartment during a specified time interval

Fair – A shipyard term which describes the bending and shaping of damaged steelwork to

return its shape to the original build lines Often employed on damaged vessels in ation with ‘cropping’, as in ‘crop and fair’

associ-Floating Dock – A mobile dock space which is constructed extensively of watertight tanks

and a suitable pumping system The unit has the flexibility in that it can be towed to different locations to permit the docking of ships The principle of operation is that the tanks are flooded to submerge the dock area, which allows the vessel to float inwards Once correctly aligned, the dock’s tanks can be pumped out to cause the dock area with the ship to rise, thereby lifting the ship clear of the surface Floating docks have the benefit of being able to be listed or trimmed to suit the aspects of damaged vessels which are unable

to achieve an even keel status

Fore Poppet – A term which describes the foremost block support, set against the stem of

the ship in dry dock or on a docking slip

Gas Free – A term which describes a compartment or container to be gas free when sufficient

fresh air has been introduced into it, in order to lower the level of flammable, toxic or inert gas to that level deemed acceptable for the intended purpose

Graving Dock – A permanent, rigid structure used for docking ships.

(Historical note: the name is derived from early times – when a ship was docked, it was said to be ‘graved’.)

Hot Work – Any work which involves a source of ignition or temperature sufficiently high

to cause the ignition of a flammable gas mixture

Hot Work Permit – A document issued by a responsible person permitting specific hot work

to be carried out in a specific time period in a defined area

Hydro Lift – A docking method which employs hydrostatic forces to allow a vessel to enter

a dry dock at a different water surface level

Inclining Experiment (Inclining Test) – A test method to ascertain the ship’s light KG at the

light ship displacement It is achieved by carrying out a controlled list and monitoring the results, usually conducted in dry dock

Keel Blocks – The term given to the centre line blocks of the dry dock on which the docked

ship’s keel will come to rest They are usually made of ‘oak’ wood and may not always be

on the dock’s centre line, especially when more than one vessel is being docked

Letter of Intent – A written instruction (usually from a ship owner) of his intention to place

an order for a new ship or commit an existing vessel to a dockyard to effect conversion or repairs

Nemoto’s Correction – The name given to a correction when averaging the ship’s mid

draught, when completing a ‘Draught Survey’

Packing – Additional support material found towards the upper surface of the block to build

up and support the block’s landing area (often soft pine timber)

Railway Slip – An old-fashioned method of docking a small vessel on an inclined slip The

system employs a cradle on wheels that moves into the water on rails

Once the vessel has landed on the cradle, a windlass arrangement and endless chain hauls the cradled vessel clear of the waterline

Ribband – A wood pressure pad found at the inner block side where supporting spur shores

and a spreader are used to interconnect blocks either side of the keel

Scantlings – A term which describes the dimensions of structural parts of the ship.

Sewn – An expression that describes that moment when the vessel is in contact with the

blocks along its total length and no longer afloat

Shores – Horizontal supports, usually timber, employed between the stepped sides of a

graving dock and the ship’s side shell plating Ideally shores would be positioned in way of deck stringers and framed intersections of the ship’s steel work Full term is ‘wale shores’, more commonly now used as ‘shores’

Sill – The lower limit barrier that a vessel’s keel must pass over prior to entering a dry dock

Clearly the depth of the ‘sill’ must be greater than the draught of the vessel

Naval shipyards generally have a greater depth than that required to accommodate the usual draught in the event that the vessel has associated battle damage and is lying low in the water

Slipway – A term which describes a long and inclined tracked area fitted with a mobile

platform The tracks extend from the shore dockyard area or from a large workshop space down into a position below the water surface The slipway is generally employed to dock the smaller type of vessel Docking is achieved by the ship being floated to land on the mobile platform, which is then heaved clear of the shoreline towards the dockyard Also used for launching a new ship following commissioning by the builders’ yard

Spreader – A spar support positioned between two docking blocks to prevent unwanted

sideways movement of the blocks Often employed in conjunction with ‘spur shores’

Spur Shore – A slanting side shore set against a support block to prevent sideways movement

of the block

Synchro-Lift – A mechanical lifting system which employs winches positioned either side

of a docking area for ships Numerous wires are secured to a railway bogey platform and are heaved up to bring the ship on the bogey to a ground level, clear of the waterline The vessel is then towed clear of the dock area by traction vehicles, freeing the dock space and allowing its continual use for other ships

Wale Shores – see ‘Shores’.

Wedges (Adjusting) – Wood or steel wedges used in conjunction with the keel and

interme-diate supporting blocks to allow block height adjustment to permit block removal

Wedge Rider – The portion of the built block between the packing and the upper surface

of the wedge

Conversion equivalents of

common units in use within the docking/shipbuilding and marine industries

1 tonne of sea water = 1m³ (approx)

1 Barrel (imperial) = 36,000 imp gallons

Conversion Table

Figure 0.1

Marine Measurement

Terminology

Aft Perpendicular (AP) – A vertical through the rudder axis It is more accurately described

by a vertical measured from the after end of the rudder post, if the vessel has a rudder post

Depth – (i) pertaining to a vessel: the vertical distance between the bottom of the keel and

the top of the deck plating measured at the side of the vessel

(ii) pertaining to a dry dock: the vertical distance from the floor of the dock, measured to the waterline It reflects the maximum size of vessel by draught that the dock can accept, having taken due allowance for the size of keel blocks

Displacement (W) – The weight of water that a vessel will displace while floating in either

Salt or Fresh water Hence, Salt Water Displacement (measured in tons):

(Displacement = Volume of water displaced × Water density)

Draught – The vertical distance from the bottom of the ship’s keel to the waterline.

Extreme Breadth – The maximum width of the vessel, measured from the outside of the

shell plating

Forward Perpendicular (FP) – A vertical at that point of intersection of the ship’s summer

loadline and the stem of the vessel

Freeboard – The vertical distance from the waterline of the vessel to the top of the uppermost

continuous deck plating (measured at the ship’s side)

Gross Tonnage – Defined by the measurement of the total internal volume of the ship It

is equal to the underdeck tonnage plus the tonnage of all other enclosed spaces It is a unit measurement of 100 cu ft (No metric equivalent.)

It is determined by the formula:

GT = K1V

When K1 = 0.2 + 0.02 Log10V

V = Total volume of all enclosed spaces measured in cubic metres

Length Between Perpendiculars (LBP) – Defined by the horizontal distance between the

forward and the aft perpendiculars

Length Overall (LOA) – The maximum length of the vessel.

Light Displacement – Defined as the weight of the basic vessel, i.e the hull, machinery,

spares and boilers with water to a working level (measured in tons)

Load Deadweight (d.w.t.) – The total weight of cargo, stores, bunkers, etc when the vessel

is at her loaded draught (summer loadline) It is equivalent to the difference between her load displacement and her light displacement

Moulded Breadth – The amidships beam of the vessel measured from the inside of the shell

plating

Net Tonnage – Defined by the remaining tonnage value after allowing for machinery,

accommodation and working spaces being deducted from the gross tonnage

Ship’s Beam – Defined as the widest part of the ship in the transverse, athwartships direction Ullage – The height measurement from the surface level of a liquid, in a tank, to the

underside top of the containment tank

Underdeck Tonnage – Based on the internal measurement of all the space between the tank

tops to the underside of the tonnage deck

Waterline Length (LwL) – The length of the vessel as measured at the summer loadline mark.

Shipboard Plate and

Construction Terms

‘A’ Frame – A support structure to provide rigidity to the shaft of a twin propeller

construction It is shaped like a turned-over ‘A’, hence its name, where the propeller shaft is supported at the apex of the structure

Aft Peak Tank – A water tank set right aft of the vessel It will either be a designated fresh

water tank or a ballast water tank used for adjusting the ship’s trim

Beam Knees – Triangular steel plates secured between beams or half-beams and the side

frames They tend to compensate for racking stresses and localised stresses from heavy weights

Beams – These are usually in the form of ‘T’ bulb bars, ‘H’ girders or channel bars, which

are designed to stiffen and support throughout the vessel’s length They compensate for water pressure, panting, dry docking and racking stresses

Bearing Pintle – Described by being the lowest bearing point of the ship’s rudder, when the

rudder is of a type which is supported within the structure of a stern frame arrangement

Bitter End – The term given to the end of the ship’s anchor cable It is often slipped in dry

dock for the purpose of ranging cables on the floor of the dock for inspection

Boss Plate – The shell plate in a position either side of the propeller boss.

Bulkhead Deck – Defined as the deck up to which all the main watertight transverse

bulkheads extend

Bulkheads – The steel vertical partitions found between compartments They compensate

for racking, water pressure, dry docking and heavy weight stresses They also combat hogging, sagging and shear forces

Ceiling – A protective cover, usually of wood, which is set over the tank tops in way of the

hatchway of a cargo hold aboard a general cargo vessel

Chain Locker – A compartment usually positioned forward of the collision bulkhead which

is used to accommodate the volume of chain cable attached to each of the ship’s anchors Locker maintenance is usually carried out when the vessel is dry docked because the cables are normally ranged on the dock floor, freeing up the space to allow inspection, cleaning and painting to take place

Coffin Plate – A ‘U’-shaped plate found between the end of the keel and the bottom of the

stern frame

Collision Bulkhead – An athwartships bulkhead positioned at the forepart of the vessel As

the name suggests, it is meant to sustain the rest of the ship’s length following an impact such as when in collision The bulkhead is stiffened and considered watertight, although it

is pierced by a single pipe usually to accommodate the fore peak pumping arrangement It would be one of the structural members that would be visually sighted when carrying out

a damage assessment following a collision, to detect cracks or similar damage which might lead to consecutive flooding of the vessel

Decks – Horizontal steel plates providing deck flooring throughout the ship’s length.

Decks compensate for all longitudinal and athwartships stresses and reduce the hogging, sagging, shearing and bending forces affecting the vessel

Deep Tank – A steel tank arrangement generally used for the carriage of liquid/bulk cargoes

or ballast water They are often found beneath a lower tween deck of a general cargo vessel

or set either side of a shaft tunnel

Double Bottom Tanks – The internal tanking system found at the bottom of a ship,

positioned either side of the keel Usually employed for the carriage of fuel oil, ballast water

or diesel oil

Duct Keel – The name given to a tunnel structure which tends to run from the fore end of

the engine room to the collision bulkhead It is usually large enough to accommodate an upright walking man Access is normally gained through a manhole cover situated at the bottom of the engine room near the fore and aft line and close to the forward engine room bulkhead Its function is to carry pipelines through the forward length of the vessel There

is no need for an aft ‘duct keel’ because the same function is available with the shaft tunnel arrangement

Floor – An athwartships steel member which can be either a ‘watertight floor’, ‘solid floor’,

or a ‘bracket floor’ They act in way of the ship’s frames in the double bottom structure of the vessel and interconnect the ‘intercostal’ and ‘longitudinal’ members Solid plate floors have lightening holes cut in and these serve to reduce the overall weight of the ship (and subsequent tonnage dues) as well as providing access for tank inspection personnel

Fore Foot – The area of the shell plating where the stem of a ship is joined to the keel Fore Peak Tank – A water tank set under the fo’c’sle head It is usually a designated Water

Ballast Tank, used for trimming the vessel

Frames – Probably best described as the steel ribs of the ship They act to stiffen the shell

plating of the ship’s hull and resist the stresses caused by water pressure when the vessel is

at sea They also resist dry docking stresses and racking stresses

Ships are built either transversely or longitudinally framed

Ganger Length – A short length of the ship’s anchor cable which is found between the

‘Anchor Crown ‘D’ Shackle’ and the first joining shackle of the cable It may contain a swivel fitment and usually is made up of only a few links.

Garboard Strake – The first strake of the shell plate, either side and next to the keel plate Gusset Plates – Triangular plates often used for joining angle bar to plate steel.

Hat Box – A term given to a suction or filling well found in deep tank construction.

It can operate as a bilge suction or allow filling operations for water ballast The line can also be blanked off

Hawse Pipes – The usual position for the stowage of the ship’s anchors The hawse pipes

facilitate the run of chain cable when letting go the anchor

Hopper Tanks – Side wing tanks found in the region of the lower cargo holds of a Bulk

Carrier vessel

Intercostals – A longitudinal strength member of the ship’s bottom structure They tend to

tie together the athwartships floors It is first and foremost a steel girder used in way of the plate keel as a centre line intercostal, running from forward to aft

Side intercostals positioned either side of the centre line are aligned at a suitable distance apart to afford continuity of strength Centre line and side intercostals are generally inter-spersed with secondary longitudinals but of a smaller depth size and are considered to be a lesser strength member

Keel Rake – The inclination of the line of the keel to the horizontal.

Keel (Plate) – The centre line plate at the bottom of the ship Not all keels are plate keels Lightening Holes – These are round or oval holes punched into floors and intercostals to

lighten the structure and allow access into tank areas

Limbers – Coverings over the bilge bays at the bottom of the cargo compartments.

Old tonnage usually had portable ‘limber boards’ manufactured in timber More modern tonnage usually has hinged steel plates which can be lifted to permit inspection of bilge areas

Longitudinals – see Intercostals.

Margin Line (Margin of Safety Line) – Established by the Bulkheads Committee of 1914,

which recommended a 3-inch line of safety below the top of the ‘bulkhead deck’, measured

at the ship’s side As agreed by the SOLAS convention 1929

Margin Plate – A longitudinal plate which passes alongside the extreme ends of the floors

in way of the ‘turn of the bilge’ The construction provides an end plate, situated either side

of the vessel, to the ‘Double Bottom’ tank system

Mud Box – The space contained at the bottom of the anchor chain locker It is usually

covered by wooden gratings and accommodates mud and waste residues from the anchor cable following the anchor being heaved in The mud box is rarely accessible except in a dry dock situation when cables have been ranged on the floor of the dock and this presents an ideal opportunity to clean and paint the space.

Oxter Plate – An ‘S’-shaped shell plate, found around the stern quarters of the vessel at the

point where the body of the ship falls away towards the boss plate

Panting Beams – Athwartships steel members found in the forepart of the vessel, abaft the

stem, and forward of the collision bulkhead They are intended to brace the ship’s side plating in the area of the bow to reduce the in/out movement of the plates as increased pressure is brought to bear, by the depth of sea water affecting the hull, when the ship is pitching

Panting Stringers – Horizontal steel plates which interconnect the panting beams found at

the ship’s sides, in the fore part of the vessel

Pillars – Found extensively in general cargo vessels for upper and intermediate deck support

They compensate for stresses caused by heavy weights, racking, dry docking and water pressure stresses

Propeller Hub – A central covering that is found in the middle of the propeller designed to

cover the locking propeller nut securing

Propeller Shaft – A rotational shaft, driven from a main engine source, which generates

propeller movement Multiple screw vessels will have a multiple propeller shaft arrangement With the advent of ‘pod propulsion units’ many ships have been able to dispense with propeller shafts

Reaction Fins – Steel plates set in ‘ducting’ in a position forward of the propeller in order

to deflect water flow more favourably to the propeller blades

Rise of Floor – An angular measurement taken next to the keel which indicates the angle

between the base line of the top edge of the keel and the bottom shell plating

Rudder Carrier – Internal support set about the rudder post for accommodating the weight

of the rudder construction Often incorporates a stuffing box arrangement with a rudder post guide to prevent water ingress as the post passes through the hull

Rudder Post – The member that supports the position and weight of the rudder.

The post passes through the hull via a watertight gland arrangement and is allowed to rotate in order to angle the rudder

Rudder Trunk – The compartment that the rudder post passes through the ship’s hull, from

the steering arrangement to the rudder itself

Sacrificial Anodes – A method of corrosion reduction employed for many years on steel

hulled vessels where dissimilar metals or different grades of steel are employed, e.g around

the stern plates and the propeller The use of sacrificial anodes served to reduce corrosive activity on the hull, impressing a current flow to cause direct corrosion towards resistant anodes They were usually made of zinc or other similar metal.

Scantlings – A term used to describe the measurements of steel sections used in ship

construction

NB This term was originally applied to the size of lintels in wood-built ships.

Shaft Tunnel – The space which lies in the fore and aft line which accommodates the

propeller shaft This space is usually fitted with a side walkway to allow inspection of the propeller shaft, bearings, and any stuffing box or watertight glands where the shaft passes through the hull

Sheer Strake – This is the uppermost strake of ship’s plate beneath the ship’s gunwhale and

in a position which is usually adjacent to the uppermost continuous deck

Shell Plating – The steel sides of the vessel are constructed from a series of steel plates

referred to as the ‘shell plating’ The shell plates compensate for all stresses incurred by the vessel, including localised stresses, e.g shell doors

Sole Piece – The name given to the lowest part of the stern frame which extends from

right aft to the keel plate When a vessel grounds, because more often than not the vessel is trimmed by the stern, the sole piece is most likely to make first contact with the ground, resulting in a broken sole piece When the vessel dry docks, it is one of the rare occasions that the vessel might be docked stern first as opposed to bow first, which is the norm

Spar Ceiling – Wooden cargo battens which cover the steel frames of a general cargo vessel

to prevent cargo coming into contact with the steelwork and so preventing cargo sweat

Spectacle Frame – A special support frame set in way of the twin propeller shafts of a twin

screw vessel The frame is found at the after part of the vessel in way of the fine lines of the ship

Spurling Pipes – Vertical tubes designed to carry the anchor cable from the upper deck down

to the lower chain locker (Warships: Navel Pipes.)

Stealer Plate – An ‘L’-shaped plate found generally at the extremities of the vessel where

deck stringers or hull plates are reduced from a triple width to a double width

Stem Rake – The inclination of the stem line to the vertical.

Stern Frame – A supporting structure at the after end of the ship, which provides rigidity

and strength to the rotating propeller and the rudder stock

Strake – A term which describes a continuous row of steel plate, e.g Garboard Strake Struts – Supporting steel work positioned to provide securing between the propeller shafts

and the stern quarters of the outer hull

Stuffing Box – The term is given to a gland connection where the tail shaft or rudder post

pass through the hull The packing inside the gland can be compressed tight, to ensure a watertight seal It is a common task when in dry dock for the packing to be renewed

Tail End Shaft – The part of the propeller shaft which is positioned most aft and

accom-modates the ship’s propeller It is usually tapered and the propeller is ‘keyed’ into position The propeller hub would be turned onto the shaft end This is an important inspection area when in dry dock because it is piercing the watertight integrity of the hull As such,

it is often fitted with a stuffing box or an alternative watertight lining system to reduce the possibility of water ingress It would be usual practice to renew packing or lining of the arrangement once the shaft has been removed in dock

Tank Side Bracket – An interconnecting plate found between the margin plate and the

frames Its function is to strengthen the connection at the turn of the bilge in way of the double bottom construction

Tank Tops – Tank tops are the covering deck plates over the double bottom structure and

are found at the bottom of the ship’s holds They are often covered by a protective wood shield known as the ‘ceiling’ which has a tendency to protect the plates from heavy duty cargoes being landed either intentionally or accidentally

Windlass – A mooring winch used extensively for heaving in and lowering the ship’s anchor

cable It may be centre line fitted or operated as a split windlass to accommodate port and starboard anchors

Windlass Bed – Steel bed plate secured to the fore mooring deck of a vessel to accommodate

the windlass

Windlass Brakes – Band or disc brakes designed to control the movement of the anchor

chain cable These would normally be thoroughly inspected during the period of dry docking and brake linings would be renewed if required

Collision bulkhead

Double bottom tanks

locker

Bow thrust room

Fore peak tank

Foc’stle deck Spurling pipe

Tween decks Hatch tops

Hatch coaming

Tween deck space

Shell plate Frame

Margin plate Intercostals Tank top

Floor

Keel

Pillar Lower cargo hold space Tank top ceiling Tank side bracket,

(turn of bilge)

Gusset plate

Figure 0.2 Conventional Ship Design – General Cargo Vessel.

Figure 0.3 Athwartships – Half Profile.

Figure 0.4 Modern construction of roll on, roll off vehicle ferry, in way of double bottom and tanked sides The prefabricated section is seen in the enclosed confines of a covered building yard of a shipyard complex.

New Build – Prefabricated Section

A Brief Anthology of

Shipbuilding and the

Dawn of Docking Ships

As far back as 6000 bc it is known that small traffic was active on the River Nile, while the larger ‘galleys’, initially with a single tier of oars, seem to have appeared from 3000 bc and continued into the eighteenth century ad Such evidence supports the very beginnings of the shipbuilding industry in its infancy

One of the most prominent features of the galley was the ‘ram’ feature for which warlike function the ship was intentionally built These early ‘war galleys’ must have sustained damage through various campaigns and have required running repairs in order to keep them active To this end some form of docking, beaching or slip operations must have been available to early civilisations

6000 bc Maritime traffic and trade is known to exist on the River Nile

3900 bc Oared propelled funeral ship for the pharaoh Cheops was discovered

alongside his tomb The ship was 133 feet long with a beam of 26 feet

2500 bc Egypt is assumed to be the first Mediterranean country to acquire the skills

of shipbuilding, with the first voyages being made into the Mediterranean sea at about this period

1450 bc Egyptian traffic propelled by oars and sail in movements up and down the

Nile and into the waters of the Mediterranean Ships were constructed to a length of about 25m and 5m in beam Usually fitted with a mast and square sail

1200–1000 bc The Phoenicians, probably based in the region of present-day Lebanon,

dominate trading over all the Mediterranean Sea

(It is probable that the Cretans were influential in trading even before the Phoenicians, but little is known about their marine activities.)

1100 bc The Viking longships are known to be active in Northern European and

Baltic waters Clinker-built with overlapping planks, these ships were constructed on the banks of the Scandinavian fjords, wherever a ready supply of timber was available

700 bc The Bible, in Ezekiel XXVII, gives an account of the citizens of Tyre who

‘have made all thy shipboards of fir trees of Senir, they have taken cedars from Lebanon to make masts for thee Of the oaks of Bashan have made thine oars Fine linen with broidered work from Egypt was that which thou spreadest forth to be thy sail.’

Clear references to the supply of materials for the beginnings of the shipbuilding industry of the early civilizations The Phoenicians were the main traders of the day with their ‘Hippos’ ships – slender craft using oars

and sail that were probably equally useful as fighting vessels as they were

commercial traders

700 bc The Assyrians and Phoenicians were operating war galleys (biremes)

around the Mediterranean Sea and associated waters, They were propelled

by two tiers of oars and a mast, usually fitted with a square sail, which was lowered with the mast when engaging in battle

600 bc The Greeks became the dominant colonisers and traders in the North and

Eastern Mediterranean Sea Thales of Miletus compiled a manual on nomical navigation at this time

astro-650 bc Maritime trade is recorded in the Black Sea regions and carvel-built hulls

began to appear (Carvel planks give a smooth finish to ships’ hulls.)

500 bc Piraeus, the port of Athens in Greece, is known to have contained three

docks and/or slips accommodating 196, 94 and 82 galleys, respectively

280 bc Roman fleets controlled all the ports and harbours of the Mediterranean

Sea

100 ad Roman merchant ships, known as ‘corbitas’, were engaged on voyages

between Red Sea ports, the West Coast of India and Mediterranean lines The corbita was a large full-bodied built vessel carrying up to 400 tons of cargo They were propelled by a square set sail and sometimes engaged topsails and a bow sail

coast-200 ad Roman architects introduce an additional top-mast sail and the bow spit

square sail, called an ‘artemon’, to their merchant vessels for stability and easier steering

500 ad A new type of Greek galley became operational, known as a ‘dromon’,

from the Greek word ‘dromos’ meaning runner These ships put a greater emphasis on sail and had three lateen rigged sails in addition to a double bank of oars The complement was between 150–200 men, reflecting a distinctive change in size towards larger and faster ships

450–600 ad Greek ‘trireme’ ships propelled by three tiers of oars operated around the

Mediterranean Sea

625 ad Evidence from pottery fragments would indicate that one of the earliest

slipways was constructed on an isthmus between the Adriatic and Aegean Seas, to encourage trade to flourish from the East It is unclear whether the slip had the capability to accommodate merchant vessels or only the smaller warships of the day

900 ad Broad beam ‘karv’ ships of the Vikings engaged in coastal trading They

were propelled by oars and carried a mast and a square sail

1000 ad Sails start to dominate over the use of oars

1066 The Norman invasion of England depicted in the Bayeux Tapestry shows

‘long-ships’ similar to the Viking longships ferrying men, horses and supplies They were steered by a sweep board rigged on the starboard side, hence the term ‘star’ – or steer board

1100 c The Venetians established a complex for building galleys to enhance their

sea power This ‘arsenal’, as it was called, must be considered as one of the first major shipbuilding operations of this time Initially it extended to

a mere 8 acres but by 1470 it had increased to a 60-acre site of open air docks and covered shed operations

The complex included all aspects of shipbuilding and fitting out and had

manufacturing for ropes, sails and munitions Vettor Fausto, a lecturer and

professor, designed the construction of the ‘quinquireme’ with nearly twice

as many oars as the standard Venetian war galley

Although this design subsequently failed, he was still a recognised shipwright and was given several docks to manage in the ‘arsenal’, up to his death in the late 1540s

1200 c Straight sternposts started to evolve and the steering oar was being

mounted on the sternpost Gudgeons and pintle connections developed and the ‘rudder’ began to steer the ship

1271 The journals of Marco Pole reveal that 200,000 vessels a year were plying

their trade upstream on the Yangtze River, China

(The larger modern-day ‘junk’ is between 3,000–4,000 tons in size)

1472 Handguns are known to have been used on board ships by this time

1497 Vasco da Gama discovered a route around the Cape of Good Hope and

opened up trade to the East

1500 c The first Royal Naval Dockyards (initially Royal Dockyards, under the

reign of Henry VII, 1485–1509) for laying down, building and repair of ships was established at Deptford, near London This ‘dockyard’ is said to have become operational some years before the Portsmouth Naval Dock

1514 Henry VIII launched his flag ship the Henri Grâce à Dieu and the so-called

first ‘Man of War’ carrying 186 cannon and a complement of over 700 men (400 infantry)

1540 The recognised first Naval Dock in Britain was commissioned at Portsmouth

The dockyard was expanded many times during the seventeenth, eighteenth and nineteenth centuries, building and repairing many British warships The Deptford dock was not constructed until 1542

1560 Matthew Baker was the first Elizabethan shipbuilder to be awarded the

title of ‘Master Shipwright’ (Baker was also an artist) and was the first person to set his detailed ship plans down on paper

1570–1647 Phineas Pett, a British Master Shipwright, achieved a great reputation as a

shipbuilder Later he became the Master Shipwright and a Commissioner

of the British Navy

1580 Francis Drake completed his voyage around the world in the 100-ton ship

Pelican (re-named Golden Hind when in the Pacific Ocean) When he

returned his ship was berthed at the Deptford Dockyard

1583 Following the early voyages of Columbus, Sir Humphrey Gilbert and

John Cabot, colonists soon started building ships in the ‘New World’ By

1676 some 730 craft had been constructed in Massachusetts alone With

a plentiful supply of timber (Virginia pine), trading vessels were being constructed more cheaply by the colonists than could be constructed back

in England

1592 A Portuguese ‘carrack’ of 1,600 tons was captured by the English and

anchored off Dartmouth Harbour At the time, she was three times larger than any English vessel, having seven decks and fitted with 32 guns

1600 Amsterdam shipyard was engaged in building heavy ships (four-masted

galleys) The Dutch East India Company was also expanding its fleet through the shipyards of this port