CHAPTER 13

LAUNCHING and DOCKING

13.1 Launching

13.1.1 Introduction

Large ships are built in docks and are launched down inclined and cambered ways one
end, usually the stern enters the sea first. Because, the stern of the ship is more buoyant. Sliding
ways are built around the ship, the gap seperating them from the fixed graund ways is filled by a
layer of grease to which the weight of the ship is transferred from the building blocks before the
launch. After the ship begins to enter the water, buoyancy builds up at the stern until it reaches a
value sufficient to pivot the entire ship about the fore poppet. At that point the force on the fore
poppet is very large and stability can be critical. The ship continues down the ways until it is
floating freely or dropped off the end of the ways. If launched in a restricted area, its progress
into the water is impeded by drags which are arranged so as gradually to bring the vessel to a
stop before it strikes the far bank.
In this procedure, what might go wrong? The grease might be too slippery or not
slippery enough. It might be squeezed out by the pressure. Instead of the stern lifting, the ship
might tip the wrong way about the end of the graundways and plunge. The fore foot might be
damaged by dropping off the end of the ways or it may dig into the slip when the stern has lifted.
The ship might be insufficiently strong locally or longitudinally or the ways may collapse. The
breaking effects of the drags might be too much or too little. The ship might be unstable at some
instant. Calculations are carried out before arranging the launch to investigate each one of these
anxieties.
An assessment must be made of the weight and center of gravity position at the time of
launch (see Figure 1). As the ship enters the water , the waterline at various distances down the
ways can be noted on the profile. The immersed sectional areas can be read off from the bon-
jean curves, and the buoyancy and its longitudinal center are computed (Figure 2). The ship will
continue until the moment of weight about the fore poppet equals to the moment of buoyancy
about the same point. The data are usually presented as a series of curves called the launching
curves (Figure 3). Thus, a set of six curves is prepared to predict the behaviour of the ship
during the launch in a safe condition.

d
a
Fore
c
poppet
b weight

Graund ways
G
buoyancy

The slope Sliding ways

Aft
poppet After end of ways

Figure 1. Ship and ways geometry.

 W
Bon-Jean
Curves

Figure 2. Bon-jean curves for the immersed sectional areas.

These curves plotted against distance of the travel down the slip and the important
features of these curves, are as folows:
 The weight (W) will be constant,
 The buoyancy (FB) which increases as the ship travels down the ways,
 The moment of weight about fore poppet (W.a) which is also constant,
 The moment of buoyancy about fore poppet (FB.d),
 The moment of weight about the after end of the ways (W.b),
 The moment of buoyancy about after end of the ways (FB.c)
 At the point at which the moment of buoyancy about the fore poppet equals the moment
of weight about the fore poppet, the stern lifts.
 The difference between the weight and buoyancy curves at the position of stern lift is the
maximum force on the fore poppet.
 The curve of moment of buoyancy about the after end of the ways must lie wholly above
the curve of moment of weight; the least distance between the two curves of moment
gives the least moment against tipping about the end of ways.
 Crossing of the weight and buoyancy curves before the after end of ways, indicates that
the fore poppet will not drop off the end of the ways.
 Moments
Moment of weight about f.p. Forces

Weight
Max. Force
Moment of buoyancy about f.p.

On f.p.
Buoyancy
Least moment
against tipping
Moment of buoyancy about AEW

Moment of weight about AEW

Ship floats Stern lifts C.G over Travel down slipway

AEW

Figure 3. Typical launching curves.

13.1.2 Construction of launching curves

Center of gravity position of the ship is estimated and then two moments of weight
curves produced, namely, moment of weight about fore poppet and moment of weight about after
end of ways. Buoyancy and center of buoyancy at any position of travel is determined by
placing the relevant waterline over profile of the ship with Bon-Jean curves drawn on and
integrating in the usual fashion.
 LBP e

h
α

k
y
x Sea level
f

β x
r

Figure 4. Construction of launching ways.

In the above picture, let:
α = The initial slope of the keel.
β = Declivity of the ground ways, ie, slope of chord.
LBP = Length between perpendicular.
e = Distance of the fore poppet abaft the forward perpendicular.
h = Initial height of the fore poppet above water.
f = Camber of ways of length k.
r = Radius of camber.

The camber of an arc of a circle is given by,

f 
k2
; f y
 k  2x
2

8r 8r

k 2  k  2x
2
kx
y   x
8r 8r 2r

After travelling a distance ‘x’, the fore poppet is raised ‘y’ above the chord and the keel
has moved through an angle of ‘x/r’. The height of the fore poppet above the water is
approximately as follows:

kx
h  x y  h  x x
2r
On the other hand, the height of a point ‘t’ above water abaft the fore poppet is,
  x kx  x
h    x  y  t      h    x  x   t    
 r 2r  r
If there is no camber, ‘r’ is infinite. If ‘t’ is equal to (-e), it will give the height of the
keel at the fore poppet above water. If ‘t’ is equal to (L-e), it gives the negative draft at the after
perpendiculars. At all times, after stern lift, the moments of weight and buoyancy about the fore
poppet must be equal. Buoyancy and moment of buoyancy are then calculated for several trims
about the fore poppet ( see Figure 5). There is the correct trim where the curves of moment
about fore poppet cut.

Moment of W about f.p.

Correct
trim

Moment of FB about f.p.

Buoyancy

Figure 5. Trim calculation. %1 %2 %3 %4 %5 Trim

13.1.3 Pressure on the

ground ways

Typically, the declivity of the ground ways is 1 in 20 and the camber a half a metre in a
ground ways length of 300 m from fore poppet to after end. The radius correponding to this
camber is 22500 m. Originally, camber was probably meant to offset the sinkage of the slip as
the ship’s weight grew. It has another important effect in rotating the ship to dip the stern deeply
into the water. This increases the buoyancy force and causes an earlier stern lift than would be
the case without camber. Furthermore, it increases the moment against tipping but also inreases
the load on the fore poppet.
The total load on the ground ways is the difference between weight and buoyancy (W-
FB). Dividing by the length in contact gives a mean load per unit length and dividing by the
width of ways gives a mean pressure.

W  FB
The mean pressure, Pm  where, lW is the length of ways and bW is the width of ways.
lW  bW
W  FB
And, the mean pressure on the keel, Pm 
lW
The maximum load on the ground ways is the initial one ‘W’ before stern lift. On the
other hand, after stern lift, the total load on ways is (W-FB) and moment of ways load about fore
poppet is (W.a-FB.d).
 r

lW
α Pfp

Pap

Figure 6. Pressure distribution on the ground ways.

The curve of load per unit length is a trapezoid because of an uneven weight distribution
of the ship. If the length of ways in contact is ‘l W’ at any instant and the load per unit length at
the fore poppet and after end of ways are Pfp and Pap respectively. Pfp and Pap can be calculated
according to the center of gravity of ship as follows:

W  FB Pfp  Pap
The mean pressure on the keel, Pm  and also Pm 
lW 2

Then, W  FB  0.5  lW   Pfp  Pap 

The moment of way load about f.p., W  a  FB  d  lW  Pfp  lW   Pap  Pfp 

2 21 1
2 3

Solving the above equations for Pfp and Pap,

4 6
Pfp   W  FB   2  W  a  FB  d 
lW lW
6 2
Pap  2
 W  a  FB  d    W  FB 
lW lW

Or, let be ‘r’ the distance of the center of pressure distribution about fore poppet;

lW Pfp  2 Pap
r 
3 Pfp  Pap

And,
 3Pm   lW  2r 
Pfp  Pm  tons / m 2
lW
3Pm   2r  lW 
Pap  Pm  tons / m 2
lW

This is a satisfactory solution while Pfp and Pap are positive and the load per unit length
can be represented by a trapezium.
W  a  FB  d 2
When is greater than  lW , Pfp becomes negative and when
W  FB 3
W  a  FB  d 1
is less than  lW , Pap becomes negative. There can not be a negative load so far
W  FB 3
these conditions, the trapezoidal presumption is not permissible. It is assumed, instead, that the
distribution is triangular (Figure 7). Apart from the assumption of linear variation in pressure the
above method of calculation assumes the ship and slipway to be rigid. It has been suggested that
the simple method predicts ways end pressures which are unrealistically low and a more rigorous
treatment allowing for ship elasticity, flexibility of the ways and the effects of bottom panel
deflection may be wise. Pressure may be reduced by champfering the ends of the ways and may
be physically limited by using deformable packing or collapsible cushions.

2W  FB 
2
W  a  FB  d 2
lW  Pap 
Pap W  FB 3 3lW W  FB   3W  a  FB  d 

3 lW 
W  a  FB  d  
W  a  FB  d 1
W  FB Pfp
W  FB 3
lW 

2W  FB 
2

Pfp 
3W  a  FB  d  3W  a  FB  d 
W  FB

Figure 7. Pressure distribution in triangular form.

13.1.4 Dynamics of launching

The force accelerating the ship down the groundways is, at any instant, approximately in
the following form:
W  FB  sin   way friction  water resis tan ce  drag forces  net force
W  FB  sin    W  FB  cos   KFB 2 / 3V 2   w  net force
 (W-FB)sinα Ff

(W-FB)cosα
(W-FB)
α Fs

Figure 8. Forces acting on the ship and ground ways

In the Figure 8, ‘α’ is the slope of the ways at the center of gravity of the ship. The
coefficient of friction ‘µ’ is usually less than 0.02 although, at the commencement, it can be
slightly higher according to the temperature. The slope of the ways for small angles may be
taken as sinα = tanα = α and cosα = 1.
Water resistance is due to the hull friction, the creation of the stern wave and to the
resistance of locked propellers, water brakes or masks etc. where fitted. In the above equation,
the part of the water resistance, V is the velocity of travel and K is a constant determined from
similar water breaking devices. In the term of drag forces due to the chain drags, w is the
weight of the chains and   is 0.40-0.80 depending upon the state of the slipways.
For a particular ship, the effects of entrained water can be expressed as a fraction ‘z’ of
the buoyancy. The equation of motion of the ship, before it floats, is then :

W  zFB   dV
W  FB  sin    W  FB  cos   KFB 2 / 3V 2   w  net force 
g dt

This differential equation can not be solved mathematically because of the presence of
FB. A component force diagram is shown in Figure 9. taking into account each of the factors at
intervals of travel down the slip and a distance-time relationship estimated from it, by equating
the net force to the mass times acceleration.
 Ship of Ship Stern

W  FB 
rest floats lifts

 W  F B 

KFB 2 / 3V 2 Force
 w
Net force

Distance
Travelled

Figure 9. Diagram of force components.

After the ship has become waterborne, the first two components of the expression
become zero. Integration of each component force-distance curve gives the work-done in
overcoming that resistance. Velocity at any point of travel may therefore be checked by relating
the kinetic energy at that point to the loss of potential energy minus work done in overcoming
friction and resistance.

13.1.4.1 Dynamic calculations

The force accelerating the ship down the groundways till entering the water is as follows:
Fs  W sin     W cos 
where W is the weight of the ship and  is the coefficient of friction.
As the slope of the ways is small, sin=tan and cos=1 may be taken. Then, movement
is possible not until tan   .

Fs  W tan     W  W  tan    

The equation of motion of the ship ignoring the water resistance and drag forces, before it
is waterborn, is then; accelerating of the ship,

dV d 2 S F
a  2  g s or a  g   sin    cos  m / s
dt dt W for small angles of slope
a  g   tan    
The velocity of the ship after ‘t’ seconds is then;
dS dV
V  and a 
dt dt
V  a  t  g  t   tan     m/ s

and, V  2a  S  V  2 a  dS  C
2

0
Here, for S=0, V=0 and the constant C=0
S
1 1
And, for ‘t’, dt  dS  t   dS  C
V 0
V

13.1.5 Sideway launching

When the ship is small or water front space is not a great premium, ships may be built on
an even keel broadside on to the water and consigned to the water sideways. There are three
common methods of sideways launching:
i. The ship slides down the ways which are built well down under the water.

ii. The ship tips or drops off the end of the ways into the water.

iii. The ship is built on piles which are made to collapse by a sideways push to allow the ship
to fall into the water.
 In all of these methods, the ship takes to the water violently and may roll heavily-on
entry, the ship may roll thirty degrees or more. Stability at large angles and watertightness are
therefore important considerations. Waves may cause damage on adjacent shares. Conventional
calculations are not performed. Declivity of ways is usually of the water of 1 in 8 in order to
give a high speed of launch to clear the end of the ways.

13.2 Docking

The repair and maintenance of the underwater hull, openings and sea connected systems
of ships are often necessary to perform in drydock. The object of dry docking is to properly
support the ship while it is out of the water. When a ship enters a drydock, it must have a
positive initial GM. On entering the drydock the ship is lined up with its centerline vertically
over the centerline of the keel blocks.
As the water level falls after pumping out commences in the drydock, there is no effect on
the ship`s stability so long as the ship is completely waterborne, but after the stern lands on the
blocks the draft aft will decrease. This will continue until the ship takes the blocks overall
throughout its length. The interval of time between the stern landing on the blocks and the ship
taking the blocks overall is referred to as the `critical period`. During this period, part of the
weight of the ship is being borne by the blocks, and this creates an upthrust at the stern. The
upthrust causes a virtual lose of metacentric height and it is essential that positive effective
metacentric height be maintained during the critical period.
There are three distinct phases to drydocking: preperation, docking and undocking. An
error during any phase may lead to catostrophe: ship tilting, hull structural damage etc.

 Preperation is critical to the success of all phases. The dock master must carefully
evaluate the type of ship to be docked and where to place the support on the ship.
 Docking is a slow evaluation. The ship is carefully pushed or pulled into the dock by
tugs, workboats and dockside lines. Once the ship is in the correct position over the
blocks, pumping of the drydock can commence. Landing the ship on the blocks is a
critical step and its carefully approached. As the ship lands(usually stern first), part of
the ship is supported by the blocks(P) and part of the ship is supported by the buoyant
force. This causes a virtual rise in the center of gravity and a decreased metacentric
height.

 
W P M

φ
W1L1
 Gv
W
x G0

B0 B1

P   
FB  W  P

The main purpose is to calculate the effective metacentric height for any instant during
the drydocking process. Now consider a transverse section of the ship which has been inclined
to a small angle by an external force. The weight of the ship (W) acts downwards through the
center of gravity (G0). The force `P` acts upwards through the keel (K) and is equal to the weight

being borne by the blocks. For equilibrium the force of buoyancy must now be (W P ) and
will act upwards through the initial metacenter `M`. Their resultant force (W  P ) acting
downwards through the virtual center of gravity `Gv` such that,
 
W  y  P x or ,
 
W  G0 Gv  sin   P  KGv  sin 

  
W  G0 Gv  P  KGv  P   KG0  G0 Gv 


P  KG 0
G0 G v   
W P

The virtual height of the center of gravity of the ship is then,

  
KG 0  P KG0  W
KG v  KG0      
W P W P

The virtual metacentric height of the grounded ship is,


KG 0  W
Gv M  KM   
W P

The upward force at the keel due to docking or grounding causes a loss 
of stability.
Therefore, the righting moment at inclination ‘’ before the application of ‘P’ is ( W  G 0 M  sin 

). After application, the righting moment is, W  P   Gv M  sin 

 

 Undocking can be just a precarious as the docking phase if not done carefully.
Additionally, the hull and its openings must be tested for watertight integrity before the
ship is floated and leaves the dock. Undocking follows the some basic procedures as
docking, but in reverse.

13.2.1 Features of floating docks

Features of principal concern of floating docks are,

 Load distribution between dock and ship
 Behaviour of blocks
 Strength of floating docks
 Stability

Basically, docking is the placing of an elastic ship with an uneven weight distribution on to
an elastic set of blocks supported in turn by an elastic floating dock or a relatively rigid graving
dock. Blocks will not be of an even height and are subject to crush, creep and instability.

i) Load distribution: It is assumed that the load distribution along the blocks follows the weight
distribuiton of the ship except at the after cut up and at any other gap. In a floating dock, the
load distribution is further affected by the buoyancy distribution along the dock. The difference
between the total buoyancy and ship’s weight plus weight of dock and contained water gives the
net loading. Shearing force on a girder is obtained by integrating the shearing force along the
length.
ii) Block behaviour: It is not surprising to find wide variation in the behaviour of a stack of
wooden dock blocks, depending on defects, age, grain, moisture content and surface condition.
Measurements of the loads in dock blocks have shown that a stack will take many times the load
of its neighbour by being only a little higher. Great care is needed to ensure that blocks are all of
even stiffness. The number of blocks to ensure a mean deflection of stacks of x is given as:
Number of blocks=2*ship’s weight / x*block stiffness
In general, the larger the ship, the closer the blocks are together and side blocks intruduced.
iii) Strength of floating docks: Dock behaviour longitudinally, if the dock is made of steel, is
checked continuously during lift by measuring the breakage. Reinforced concrete docks do not
suffer much elastic distortion and breakage is not used as a measure of behaviour; instead, strict
pumping patterns are imposed. The problem is analysed as an unevenly loaded beam on an
elastic foundation for which programs are available.
iv) Stability: Since a list developing before the ship is in contact with the blocks completely
along the keel can be extremely dangerous and can dislodge the blocks. A floating dock is
trimmed approximately to the trim of the ship. There is a critical stability condition when the
ship is just clear of the water and the restoring waterplane for both ship and dock is provided
only by the dock walls. In this conditions, it is normally demanded a minimum GM of 1.6 m.
When the pontoon is lifted clear, the waterplane is much larger. Free surface effects in a floating
dock are also large.