A docking survey should be carried out twice within a 5 year period.

The intermediate survey must be completed within 3 years.

One of the two docking surveys within the 5 year period should coincide with aspecial survey. A Docking Survey is considered to
coincide with the Special Survey when held within the 15 months prior to the due date of the Special Survey.An in water survey
may be accepted in lieu of the intermediate survey For vessels operating in fresh water special consideration may be given.
Preparing the Ship for Dry Docking
1. Make a repair and maintenance list, create or obtain a dry-dock handbook if required, and assign responsible ship staff to their
duties on the list. Divide staff into groups to oversee the work carried out by yard gangs.
2. All spare parts must be checked and repair items kept ready for use.
3. Previous dry dock reports should be studied and previous clearance measures noted.
4. Clean engine room tank top and bilges.
5. Prepare sewage treatment tanks, dirty oil tanks and bilge tanks.
6. Flushing of bilge lines is to be carried out prior to dry dock.
7. The oil-water separator filter element should be renewed and the system checked for satisfactory operation.
8. For tankers, all cargo tanks are cleaned and gas freed.
9. Minimum bunkers (Fuel Oil and Fresh water) and ballast carried.
10. All heavy weights secured prior to dry dock.
11. All tanks and cofferdams must be sounded and recorded.
12. Fire fighting plans and safety measures discussed before dry dock
13. Fire fighting equipment on board should be checked and kept ready for use.
14. Emergency lighting and generator should be tested before entry.
15. Escape routes must be clearly marked.
16. All valves and chests to be overhauled must be clearly marked.
17. Shore connections for cooling water and fire line are to be readied.
18. Main engine, generators, and boiler are changed over to diesel oil.
19. CO2 total flooding systems are secured and locked before entry.
20. Vessel must approach dock with even keel.

Duties of ship's Chief Officer when entering dock

Sound round all internal tank soundings (wet soundings) before entering the dry dock
Communicate with the Dry Dock Manager regarding the vessels' draught and trim to suit the
dock construction
Prepare all necessary documenation which may be required to complete the docking
operation and the expected workload inside the dock
Calculate that the ship has adequate positive stability to withstand the expected 'P' force
that will affect the vessel when taking the keel blocks. The GM should be large enough to
compensate for a virtual rise in 'G' once the keel touches the blocks and the vessel enters
the critical period
To enhance the positive stability all slack tanks, and subsequent free surface effects should
either 'pressed up' or alternatively pumped out if possible
Any repair list should be completed and kept readily avialable to hand over to the dock
authorities
All utilities required should be ordered in ample time to be supplied to the ship on docking
All store rooms, toilets and ships cmopartments should be locked for the purpose of security
and any loose gear should be stowed away before entering the dock
Rig fenders around the vessel before entry into the dock
Plug and secure all upper deck scuppers to reduce the risk of pollution

Log Book Entries when entering dock

-Tugs engaged at rendezvous position
-Vessel proceeding towards open lock (usually under piolatage)
-Line ahore foward and aft
-Tugs dismissed
-Moorings carried up port/starboard
-Stern clears gates
-Vessel stopped making headway inside the dock
-Dock gates closed

-Moorings checked to hold vessel

-Moorings adjusted to align ship fore and aft
-Dock pumps commenced pumping out dock water
-Block contact made and vessel enters critical period
-Vessel sewed on blocks fore and aft
-Side shores passed to port and starboard
-Residual water cleared from dock
-Gangway access landed between shore and ships side
-Gangway walkable
-Pilot dismissed
-Pumping of the dock complete and dock floor walkable

The Docking Process

When it is decided that a ship is to enter the dry dock the first thing that is done is the keel
block arrangement. This is done by the Asst Dock Manager. The centre keel block arrangement is always
the same. However, the rest of the keel blocks are arranged according to the ships' structure. These are
based on the ships construction drawings.
Docking of any ship depends on the ship's draught. It is important to note the draught of the ship so as
to estimate the tide at which she should enter the dock. The draughts of container ships are usually 5-7m
and for tankers about 3m.
When the ship is near the entrance of the dock, a crane is used to lift wires to secure the whip to the
dock winches. Two winches are secured at the aft end and two at the forward end of the ship. These
winches are used to guide the ship into the dock and bring it to the exact spot at which it should be laid
on the keel blocks. A ship entering a dry dock is shown in the picture below:
Once the ship is braught directly above the keel blocks on which it will be laid on, divers are sent in
the dock to ensure the ship sits exactly on the keel blocks as the water is being pumped out of the dock.
The pump room located at the foward end of the dock controls the rate of water being pumped out of
the dock. This process can also be refered to as de-ballasting the dock. This is what a ship will look like
after the dock is fully de-ballasted.
Once the ship sits properly on the keel blocks, fire hydrants, safety signs and a shore gangway is
attached to it. Safety personnel then inspect the ship and mark dangerous areas on it with a Red tape.
This is done so that hot work can be carried out with care. An example of such an area would be the fuel
oil tanks.
Application for all the necessary permits are then made. These permits include hot work permit, cold
work and enclosed space permits. Gas checks are also carried out in enclosed spaces every day to ensure
maximum safety.

The Undocking Procedure

When the docking work is near completion, the ships personnel as well as the shipyard
personnel will need to carry out their respective checks on the vessel and around
the dock area. Once the ship has finished drydocking it may not be immediately ready for
normal trading. There are many tests which must be carried out first. These tests engine tests
and sea trials and will be explained further in this section. The dry dock is not the loading
port of the ship and hence the ship would leave the dock in the ballast condition on route to its
loading port.
There are various duties and logs that need to be taken before and when the ship is leaving
the dock. These are summarized in the topics descussed below:

Duties of the Chief Officer prior undocking

Ensure all the listed work is completed to a satisfactory standard. In particular that all
'survey work' is completed, prior to leaving the dock. To this end a final internal
inspection of the vessel would be the order ofthe day.
Carry out an external inspection of the hull and enter the Dry Dock. This final visit to
the dock floor would also encompass the replacing ofany tank plugs that have been drawn.
This task should not be deligated to a junior officer as the Chief Officer must sight all the tank
plugs being replaced.
The Dry Dock Manager would accompany the ship's Chief Officer on final inspections and
ensure that no vehicles, materials or personnel are remaining in the dock, prior to commencing
any flooding operation.
Inform the ship's Master of the expected departure time and the crew would be engaged in
activities to make the vessel ready for sailing. These activities would include odering the
Navigator to plan the ships movement from the dock, posting the sailing board and cancelling
shore leave, placing the engine room and respective personnel on standby, carrying out checks
on all navigation equipment and making relevant entries into the deck and offical log books.
Ensure that a full set of tank soundings have been taken and that adequate supplies of fresh
water, fuel and lubricating oil are on board to suit the ships movement needs. These tank
quantities would then be applied to a complete stability check to ensure that the vessel has an
acceptable GM once she floats clear of the keel blocks. Stability checks are the sole
responsibility of the ships personnel and comparison should be made between the entry
soundings when the vessel was last afloat.
All hatch covers would be closed up and the watertight integrity ofthe uppermost deck
assured. Anchors and cables would be heaved up and stowed correctly aboard the vessel. All
pipelines, power lines etc. would need to be disconnected and relavent manpower should be
made available both ashore and aboard the ship in order to release these safely and at the
appropriate time.
Tugs, the marine pilot and linesmen would need to be ordered to standby for the
time of departure. Ships crew would be placed on standby on the fore and aft ends to tend
moorings.
Finally, the chief officer would sign the Authority to Flood Certificate. This is provided that he
is satisfied that the Dry DockAuthority has completed the docking specification and that the
ship is in a seaworthy condition. This certificate should then be completed to allow the
flooding of the dock to commence.

The Undocking Process

Before water is pumped into the dock, there are a few checks that must be made. Bottom
plugs must be closed and sea chests should be in full working condition. Also, ballasting of the
ship must be done. This is to ensure that the ship does not have an even keel draught (the aft
draught is usually greater than the forward draught).
The pump room, which is usually located at the forward end of thedock controls the
amount of water being pumped out of the dock. This is also referred to as ballasting the dock.
The gangway is lifted sometimes by means of a crane once thedock personnel have cleared
the ship. Fire hydrants and all shore connections are disconnected.
The forward and aft ends of the ship are attached to shore based mooring lines which are
winch controlled. A crane lifts these lines and places them on the deck so that they can be
attached. These help to control the movement of the ship as it leaves the dock so as to ensure
it leaves smoothly.
When the level of seawater in the dry dock reaches the sea level, the dock gates are
opened.

A tug boat attaches a tug line to the aft end of the ship and begins to pull the ship backwards
(out of the dock). The shore based mooring lines help to guide the ship smoothly
out of the dock. Another two tugboats are on standby on either side of the ship.
Once the ship is halfway out of the dock, the aft shore based mooring lines are
disconnected and the standby two tugboats attach themselves to the ship by means of tug
lines.
When the ship has cleared the dock gates, the front shore based mooring lines are
detached and the tug boats turn the ship around.
Once the ship is some distance away from the dry dock, the tug lines from all three tug
boats are detached and the tug boats move away from the ship. The propeller is then started
and ship moves away on its own propulsion.

Dry Dock - Glossary

Keel Blocks
The term given to the center line blocks of the dry dock that the docked ships keel will come to rest on.
They are usually made of 'oak' wood and may not always be on the docks centre line, especially when
more than one vessel is being docked
Dry Dock Manager
A dockmaster who retains the ultimate responsibility for the complete working of the dry dock
Hot Work
Any work which involves a source of ignition or temperature sufficiently high enough to cause
ignition of a flammable gas mixture
Cold Work
Work which cannot create a source of ignition
Hot Work Permit
A document issued by the authorities permitting specific hot work to be carried out in a specific time
period in a deifned area
Critical Period
The period of time from the critical moment when the keel of the vessel first touches the line of blocks
and ommences to achieve the position of being 'sewn' on blocks.
Shores
Horizontal supports, usually timber employed between the stepped sides of a graving dock and the ships
side shell plating. Ideally shores would be positioned in way of deck stringers and framed intersections
of the ships steel work.
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. The Chief Officer would also take time to check that all plugs have been returned to any tanks
and that no personnel are still inside the docking area.
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Explain fully the procedure taken before dry-docking a vessel and the precautions
taken
before undocking.
In many companies it is the responsibility of the marine engineers to inspect the hull of the ship
on entering the graving dock. It is essential on such occasion to make a thorough examination to
ensure that all necessary work is carried out. The shell plating should be hosed with fresh water
and brushed down immediately to remove the salt before the sea water dries. The plating must
be carefully checked for distortion, birching, roughness, corrosion and slack rivets.
In the case of welded ships the buts and seams should be inspected for cracks. The side shell

maybe slightly damaged due to rubbing against stays. After inspection and repairs the plating
should be wired brush and painted. Any sacrificial anodes must be checked and replaced if
necessary, taking care not to paint over the surface.
The ship side valve and cocks are examined, glands repacked and greased. All external grids are
examined for corrosion and freed from any blockage. If service wastage has occurred the grid
maybe built up with welding. The shell boxes are wire brushed and painted with an anti-fouling
composition. If the double bottom tanks are to be cleaned, the tanks are drained by unscrewing
the plugs fitted at the after end of the tank. This allows for complete drainage since the ship lies
at a slight trim by the stern. It is essential that these plugs should be replaced before undocking
new gunmetal always is fitted.
The after end must be examined with particular care. The propeller shaft is measured by
inserting a wedge between the shaft and the packing. If this wear down exceeds about 8mm the
bearing material should be renewed, 10mm being regarded as an absolute maximum. There
should be little or no wear down on an oil lubrication stern tube. The wear down in this type is
usually measured by means of a special gauge as the sealing ring is not allowing the insertion of
a wear down wedge. The efficiency and safety of the ship depends to a great extent on the case
taken in carrying out such an inspection. The anchor chain should be flashed out on the dock
floor and inspected. The chain should then be sand blasted and the ends changed over before
being pick up.
DRYDOCKING OF A VESSEL
REASONS:
1) periodical docking for CSI and classification survey to assess and ascertain the extent of wear
and type of the underwater parts of the hull-shell, plating, welded seams, rudder, rudder pintle
clearances, propeller, tail shaft wear down, sacrificial anodes, sea chest, sea suction and
overboard discharge valves, sanitary discharges, storm valves and anchor chains.
2) occasional docking when it is not possible to inspect or repair a suspected damage to any
underwater part with the vessel afloat. PREPARATIONS:
1) A detailed repair specification covering docking survey or inspections and accepted repair
pertaining to these items.
2) A repair and survey specification covering overhaul of deck, engine, electrical, navigation,
communications and accommodation equipment, repairs to hull plating hatch covers, cargo
gear, cleaning and painting approved alternations or additions to vessels equipment etc. This
specification is for items that would-be dealt with concurrently with docking surveys and
repairs.
3) all repair items to be marked out physically and spares stores required to be arranged for.
4) Ballast condition to comply with the dockyard.
5)cleaning and gas freeing of tanks for possible manning
PRECAUTIONS:
1) Fire lines tested before docking and line pressure ensured during the entire docking period
2) Potable fire extinguisher checked and ready at the area of any hot work. To confirm with the
yard that they would be providing fire watch and extinguishers for any hot work undertaken by
then.
3) Tanks and enclosed spaces to be checked for gas free certificate obtained for man entry and
hot work from approved government chemist.
DOCKING:
1) The yard prepares the block for the vessel to rest on, from the docking plans of the ship. The
docking plan shows strengthened areas on hull for supporting the vessel in dock with minimum
stress, location of sea openings and double bottom tank plugs. Arrangement is made to ensure
none of the blocks would cover sea openings, bottom plugs, etc.
2) Vessel enters dock with draft and trims conditions acceptable to the yard under the pilot age
of a dock master.
3) The dock gates are closed and water is pumped out. The ship hull aft first touches the blocks,
the keel forward following. Trim is therefore an important factor as the pumping of the water
must be rapid to allow minimum time between the stern resting and the keel.......
4) When water level in the dock lowers to sea suction draft, the ships power is switched off and
ensuring air bottles are pressed up, and shore power and fire lines are connected promptly.
5) All sea water lines are allowed to drain into the dock to prevent ingress of water while
removing any connection.
6) Cooling water connection for domestic fridge and air conditioning plants cooling are

connected
7) Sewage plant to be in operation where applicable or facilities made available ashore and
toilets locked out.
DOCKING INSPECTION WITH CSI AND CLASSIFICATION SURVEYORS:
1. Ships hull to be inspected for any damage like indentations in way of strakes and frames
2. Inspect ship hull for corrosion and wastage. An ultrasonic gauging of the hull may be
necessary depending on the extent of corrosion and/or age of vessel. Specification for gauging
would be as CSI classification unless generally in way of wind and weather strakes-two below
about a quarter from either end of vessel.
3. Inspect welded seams for corrosion
4. Inspect sacrificial anodes for wastage
5 Rudder should be drained and air pressure tested for leaks
6. Rudder pintle bush clearances taken, recorded and compared with last readings for extent
and rate of wear
7. Inspect propeller blades for physical damage and cavitation corrosion
8. Propeller wear down should be recorded and compared with previous readings
9. inspect sea chest grating and chambers for any damage and wastage of anodes of fitted
10. Check sea suction/discharge and storm/sanitary valves for wear and tear.
SAFETY PRECAUTIONS:
1. Fire main pressure and fire watches maintained at all times
2. Supervision to ensure personal and fire safety practices adhered to
3. Warning to be posted on electrical starter or breakers for equipment under repair, tank valve
locked up and notices displayed as necessary. proper lock out procedures followed, checklist
4. make sure lifting gear like wire slings, chain blocks have proper certification before being
taken into service.
5. A check list should be made and verified before flooding the dock for undocking the vessel.
list to include fit of bottom plugs, sea gratings, propeller ropes guard, rudder, anodes, sea
suction and discharges
6. Tank conditions checked and stability worked out for undocking draft and trim, and to verify
conditioned with dock master, the same condition as the vessel went up on dock
7. After flooding dock to sea chest level, open and check sea suction valves for any abnormality
like leaky joints or packing
8. Main engine crankshaft deflections are taken before and after docking to check out any
deviations from standard readings.
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Dry-Docks
Dry Dock Periods
A docking survey should be carried out twice within a 5 year period. The intermediate survey must be completed
within 3 years. One of the two docking surveys within the 5 year period should coincide with a special survey. A
Docking Survey is considered to coincide with the Special Survey when held within the 15 months prior to the due
date of the Special Survey
An in water survey may be accepted in lieu of the intermediate survey
For vessels operating in fresh water special consideration may be given.
In-water Surveys
An In-water Survey may be accepted in lieu of the intermediate docking between Special Surveys, an *IWS notation
is assigned. This requires suitable underwater protection for the hull in part taking the form of high resistance paint.
This survey is to provide information normally obtained from a docking survey.
The In-water Survey is to be carried out at agreed geographical locations under the surveillance of a Surveyor to LR,
with the ship at a suitable draught in sheltered waters; the in-water visibility is to be good and the hull below the
waterline is to be clean. The Surveyor is to be satisfied that the method of pictorial presentation is satisfactory. There

is to be good two-way communication between the Surveyor and the appropriately qualified diver.
Should damage be found a dry dock may be required for better inspection
Dry Dock file
Preparation for dry dock begins after the ship sails from its previous one. A dry-dock list of new items is created with
specification sheets describing individual jobs. These sheets are compiled into a dry dock file which some time before
the due date of the docking is submitted to several dry docks for pricing.
The jobs are priced individually and as a whole. This allows the ship managers to streamline the jobs to provide
maximum value for money.
Preparation
The vessel must be prepared before entering the dry dock. Structural loading must be taken into account as the vessel
is to be point supported on blocks. A docking plan of the ships which shows such things as drain plugs, sea boxes,
underwater attachments etc is sent to the dry dock. Added to this are indications where hull repairs are required. This
allows the drydock ship managers to place the blocks on which the vessel will sit.
The vessel must be trimmed so as to be equal draught with zero list. Special attention should be made when planning
this for any tanks whose contents may be varied due to repair or housekeeping requirements.
In dock
The safety and fire fighting responsibilities of the vessel are handed over to the dry dock safety department for the
duration of the dry and wet dock period. All hot work, tank entry or jobs requiring special safety measures carried out
by ships crew must be first agreed with the dry dock safety department. A daily meeting is held to discuss forth
coming jobs and any special requirements. This also allows the vessels staff and company representatives to monitor
the progress of the dock.
Inspections & Measurements
o

o
o
o
o
o

Where a ship is in dry-dock or on a slipway it is to be placed on blocks of sufficient height, and proper
staging is to be erected as may be necessary, for the examination of the shell including bottom and bow
plating, keel, stern, sternframe and rudder. The rudder is to be lifted for examination of the pintles if
considered necessary by the Surveyor.
Attention is to be given to parts of the structure particularly liable to excessive corrosion or to
deterioration from causes, such as chafing and lying on the ground, and to any undue unfairness of the
plating of the bottom.
The clearances in the rudder bearings are to be measured.
The sea connections and overboard discharge valves and their attachments to the hull are to be
examined.
The propeller, sternbush and sea connection fastenings and the gratings at the sea inlets are to be
examined.
The clearance in the sternbush or the efficiency of the oil glands is to be ascertained.
When chain cables are ranged, the anchors and cables are to be examined by the Surveyor

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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.Asthewaterlinemoves
down,thecenterofbuoyancy
movesdown.
2.Asbuoyancymovesdown,
theshipsmetacentermoves
up.
3.Astheships keelrests
ontheblocks(aweight
removallow),gravitymoves
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'scritical draft.
Calculatingtheshipscriticaldraftisveryimportant.Whenin
drydock,dewateringofthedockstopsjustbeforecriticaldraftis
reachedsoitcanbeverifiedthattheshipisproperlysupportedby
thesideblocks.Whenaground,knowingtherangeoftidewill
determineiftheshipmightreachitscriticaldraft.

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
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.

1. Choosethedraftonefootbelowyouraground
draft.
2. Usedraftdiagramandfunctionsofformtofind:

a.Displacement
b.KM
3.SolveforKGVusingtheequation.
4.GM=KMKGV
5.IfGM>0,chooseadraft3inchesbelowthe
lastdraftandcompletesteps2through4until
GM<0.
6.PlotGMvalues(top)fordrafts(left)on
graph.Curvewillcrosszeroatcriticaldraft.

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 = 153"
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 135".

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 TONS AGROUND

Determine displacement prior to grounding using daily draft report and
Draft Diagram and Functions of Form. Read drafts after grounding and
determine new displacement. The difference is the amount of 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