DRY DOCKING OPERATIONS

STABILITY CONSIDERATIONS
STABILITY CONSIDERATIONS
When a ship is drydocked or aground, there is a profound effect on
stability. As the water level decreases, the keel will rest on the
blocks or sea floor. A percentage of the ships displacement is now
supported by these objects. Stability is affected as if removing
weight from that point of contact. When weight is removed from the
keel, there is a virtual rise in the ships center of gravity.

1. As the waterline moves down, the center of

buoyancy moves down.
2. As buoyancy moves down, the ships
metacenter moves up.
3. As the ships keel rests on the blocks (a weig
removal low), gravity moves up.

Since the center of gravity always rises faster than the

metacenter, the two stability points will eventually be in the
same position. This results in neutral stability, where no
righting arms are being produced. The draft where GM = 0 is called
the ship's critical draft.
Calculating the ships critical draft is very important. When in drydock,
dewatering of the dock stops just before critical draft is reached so it can be
verified that the ship is properly supported by the side blocks. When aground,
knowing the range of tide will determine if the ship might reach its critical
draft.
CALCULATING CRITICAL DRAFT
When aground or in drydock, contact pressure is applied at the
keel. This has the same effect as removing weight at the point of
contact. Looking at the KG1 equation:

Since weight is being removed at the keel, kg = 0 and (w x kg) =

0. The equation changes slightly:

Where, KGV = the new height of "G" after going aground

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1

W0 = ship's original displacement (before grounding)

KG0 = ship's KG before grounding
WA = apparent displacement after grounding (from draft
readings)Using the Stranding Calculation Sheet and the draft
diagram and functions of form, the ship's critical draft can be
calculated.
Choose the draft one foot below your aground draft.
Use draft diagram and functions of form to find:
a. Displacement
b. KM
3. Solve for KGV using the equation.
4. GM = KM - KGV
5. If GM > 0, choose a draft 3 inches below the last draft and complete steps 2
through 4 until GM < 0.
6. Plot GM values (top) for drafts (left) on graph. Curve will cross zero at critical
draft.
EXAMPLE: The ship is aground at high tide and the range of tide is
2 feet. Will the ship reach it's critical draft, and if so, at
what draft? Initial conditions: KG0 = 18.51 ft Draft = 15'3"
The Stranding Calculation Sheet will look something like this:
FT

IN

WA

KM

KGV

GVM

14

3400

22.35

20.42

1.93

14

3300

22.40

21.03

1.37

13

3200

22.45

21.69

0.76

13

3100

22.50

22.39

0.11

13

3000

22.60

23.14

-0.54

Using the graph to plot GVM values, critical draft is 13'5".

GROUNDING / STRANDING
In most stranding cases, the following considerations will
ordinarily constitute good procedure:
1. Attempts SHOULD NOT be made to refloat the ship under her own
power if wind and sea conditions indicate the possibility of the
ship working harder aground, pounding, or broaching to sea.
2. Anchors to seaward should be quickly laid if possible to
prevent the ship from working further ashore.
3. The ship should be weighted down, not lightened, in an effort
to help keep the ship from working harder on the beach, and
secondly, to prevent damage caused by working and pounding of the
ship on the bottom.
INITIAL ACTIONS
When a ship goes aground, the initial reaction on the bridge is to
back down using the engines. Before attempts are made,
consideration should be given to:
- Depth of Water
- Sea Floor Composition

- Possible Damage to Propellers and Hull

Surface Ship Survivability, NWP 3-20.31, paragraph 5.5.1 states,
"If propellers are reversed and there is no tendency of the ship
to back away, no further attempts to move the ship by means of the
screws should be made."
The primary reasons we do not continue to use propulsion in a
grounding situation:
1. The ship's screws become less effective in shallow water and
the ship may squat. Propellers may also be damaged due to contact
with the sea floor.
2. Propeller wash will drive silt and/or bottom aggregate in and
around the hull, possibly causing a suction when the ship is
pulled from its location.
3. This silt and aggregate can be sucked into sea chests, fouling
necessary cooling equipment required to maintain the ship's
propulsion systems.
WEIGHT DOWN THE SHIP
If attempts at backing down fail, the ship should be weighted down
to firmly fix the hull in position. This is especially important
if the tide is expected to rise and adverse sea conditions exist;
tides or heavy surf may drive the ship further aground or cause it
to broach. Weighting down is accomplished by ballasting tanks and
if necessary, flooding low compartments.
INVESTIGATE FOR DAMAGE
After the ship has been weighed down, a careful investigation
should be made to sound all voids, check fuel tanks for leakage
and examine the interior of the hull for signs of structural
damage.
DETERMINE
Determine
and Draft
grounding
amount of

TONS AGROUND
displacement prior to grounding using daily draft report
Diagram and Functions of Form. Read drafts after
and determine new displacement. The difference is the
tons aground.

CRITICAL DRAFT CALCULATIONS

Use the Stranding Calculation Sheet to calculate critical draft.
If the tide is receding, determine whether or not stability will
become critical. If so, lower the ships center of gravity by
adding more weight low, jettisoning weight high, or shifting
weight down.
BROACHING
Ground tackle should be rigged and kedge anchors laid seaward as
quickly as possible. This will help to keep the ship from
broaching. When a ship is broached, scouring occurs. Sand and
gravel under the hull is washed away by the action of the surf.
Currents produced by the swells breaking against the ship sweep
around the bow and stern with great velocity. These currents
remove sea floor material from under the ship and build them up in

a sand spit amidships on the inboard side. As the material is cut

away from under the ship, an extreme hogging condition results
that will eventually cause failure of the hull.
TAKE SOUNDINGS
The ship's boat should be launched to take soundings around the
hull, determining the slope and nature of the bottom. These
soundings should be continued in the direction toward which the
ship is to be hauled off, in order to locate rock formations,
coral ledges, or other under water obstructions. Currents which
may effect the ship as she comes off should be noted.

CHECK FOR HOGGING/SAGGING STRESSES

The drafts are also checked to ensure that the ship is neither
hogging nor sagging. If the ship is aground at one end, sagging
stresses are increased, resulting in the need to remove weight
amidships and relocate it at the bow and stern. If aground on a
ledge or pinnacle amidships, hogging stresses are increased.
Weight should be removed from the bow/stern and relocated
amidships. Irregular rock or coral formations or sharp changes in
gradient produce concentrated pressures that can crush hull
plating and result in flooding. This damage can be intensified if
the hull works or shifts position.

Hogging Situation
Main deck: In Tension
Keel: In Compression
To relieve these stresses:
- Jettison FWD and AFT- Ballast
Amidships

Sagging Situation
Main deck: In Compression
Keel: In Tension
To relieve these stresses:
- Ballast FWD and AFT
- Jettison Amidships

SALVAGE ASSISTANCE
A request for salvage assistance should be made immediately, not
delayed while refloating attempts are made. Early mobilization and
dispatch of salvage assistance might mean the difference between
success and failure of the salvage operation. When a request for
salvage assistance is made, the following information should be
provided:
- An accurate position of the grounding site, including latitude
and longitude, applicable chart numbers, and means of fixing the
position.
- Ships draft at last port and estimated time of stranding.
- Drafts forward, amidships, and aft, following stranding with
time taken and the state of tide.
- Soundings along the ship from bow to stern, corrected to the
datum of the chart area.- Course and speed at the time of
grounding.
- Ship's heading after grounding with details of changes.
- Liveliness of the ship.
- Weather conditions, to include: wind direction and velocity,
current weather at the grounding site, and any weather forecasts.
- Sea and ocean current conditions, to include: direction and
height of seas and swells.- Extent and type of damage to the ship.
- Location of grounding points and estimated ground reaction.
- Type of sea floor at the grounding site.
- Status of ship's machinery.
- Ship's cargo list or manifest.
- Amount and location of known hazardous materials.
- Help available at the scene or in the area, such as tugs, large
boats, bulldozers, cranes, etc.