nes 850 requirements for the dry docking slipping or lifting of mod vessels category 3

Ministry of Defence Defence Standard 02-850 (NES 850)

Issue 1 Publication Date 01 April 2000

Incorporating NES 850 Category 2

Issue 1 Publication Date October 1989

Requirements For The Dry Docking,Slipping Or Lifting Of MOD Vessels

DStanDStan is now the publishing authority for all Maritime Standards (formerly NESs). Any reference to any other publishing authority throughout this standard should be ignored.Any queries regarding this or any other Defence Standard should be referred to the DStan Helpdesk as detailed at the back of this document.

AMENDMENT RECORD

Amd No Date Text Affected Signature and Date

REVISION NOTE

This standard is raised to Issue 1 to update its content.

HISTORICAL RECORD

This standard supersedes the following:

Naval Engineering Standard (NES) 850 Issue 1 dated October 1989.

Ministry of Defence

Naval Engineering Standard

NES 850 Issue 1 (Reformatted) October 1989

REQUIREMENTS FOR THE DRY DOCKING, SLIPPING OR LIFTING OFMOD VESSELS

This NES Supersedes

Record of Amendments

AMDT INSERTED BY DATE

1 Incorporated

2

3

4

5

6

7

8

9

10

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NAVAL ENGINEERING STANDARD 850

ISSUE 1 (REFORMATTED)

REQUIREMENTS FOR THE DRY DOCKING, SLIPPING

OR LIFTING OF MOD VESSELS

The issue and use of this Standard

is authorized for use in MOD contracts

by MOD(PE) Sea Systems and

the Naval Support Command

ECROWN COPYRIGHT

Published by:

Director of Naval ArchitectureProcurement Executive, Ministry of DefenceFoxhill, Bath BA1 5AB

NES 850Issue 1 (Reformatted)

iii

SCOPE

1. This NES conveys to the Contractor the Ministry of Defence (MOD) requirements fordrydocking, slipping, synchro lifting, or lifting by crane of HM Ships, HM Submarines, RFAs,RMAS, RNXS, Air Force, Army and all other MOD owned ships, craft and vessels.

2. It does not apply to hovercraft or to small craft and boats of 15m (50!0I) overall length or less.

3. It does not apply to beaching or landing on mud berths.


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v

FOREWORD

Sponsorship

1. ThisNaval Engineering Standard (NES) is sponsored by theProcurement Executive, Ministryof Defence, Chief Above-water Systems Executive, Section TW113.

2. It is to be applied as required by anyMinistry of Defence contract for the docking of HMShips,HM Submarines, RFAs, RMAS, RNXS, Air Force, Army and all other MOD owned ships, craftand vessels. It does not apply to small craft and boats of 15m (50!0") or less length overall.

3. If this NES is found to be technically unsuitable for any particular requirement the Sponsoris to be informed in writing of the circumstances.

4. Any user of this NES, either within MOD or in industry, may propose an amendment to it.Proposals for amendments which are:

(a) not directly applicable to a particular contract are to be made to the Sponsor of the NES

(b) directly applicable to a particular contract are to be dealt with as specified in theContract. In the absence of a specific contract procedure proposals should be passed tothe MOD Overseer/Representative

5. No alteration is to be made to this NES except by the issue of a formal amendment.

6. Unless otherwise stated, reference in this NES to approval, approved, authorized or similarterms means by the Controllerate of the Navy, Ministry of Defence, or (in the case ofrepairs/refits) by the Directorate General of Ship Refitting (DGSR).

7. Any significant amendments that may be made to this NES at a later date will be indicatedby a vertical side line. Deletions will be indicated by 000 appearing at the end of the lineinterval.

Conditions of Release

General

8. This Naval Engineering Standard (NES) has been prepared for the use of the Crown and ofits contractors in the execution of contracts for the Crown. The Crown hereby excludes allliability (other than liability for death or personal injury) whatsoever and howsoever arising(including but without limitation, negligence on the part of the Crown, its servants or agents)for any loss or damage however caused where the NES is used for any other purpose.

9. This document is Crown Copyright and the information herein may be subject to Crown orthird party rights. It is not to be released, reproduced or published without written permissionof the MOD.

10. The Crown reserves the right to amend or modify the contents of this NES without consultingor informing any holder.

MOD Tender or Contract Process

11. ThisNES is the property of the Crown and unless otherwise authorized in writing by theMODmust be returned on completion of the contract, or submission of the tender, in connectionwith which it is issued.


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12. When this NES is used in connection with aMOD tender or contract, the user is to ensure thathe is in possession of the appropriate version of each document, including related documents,relevant to each particular tender or contract. Enquiries in this connection may be made ofthe local MOD(PE) Quality Assurance Representative or the Authority named in the tenderor contract.

13. When NES are incorporated into MOD contracts, users are responsible for their correctapplication and for complying with contracts and any other statutory requirements.Compliance with an NES does not of itself confer immunity from legal obligations.

Related Documents

14. In the tender and procurement processes the related documents listed in each section andAnnex A can be obtained as follows:

(a) British Standards British Standards Institution,389 Chiswick High Road,London W4 4AL

(b) Defence Standards Directorate of Standardization and Safety Policy,Stan 1, Kentigern House, 65 Brown Street,Glasgow G2 8EX

(c) Naval Engineering Standards CSE3a, CSE Llangennech, Llanelli,Dyfed SA14 8YP

(d) Other documents Tender or Contract Sponsor to advise.

Note: Tender or Contract Sponsor can advise in cases of difficulty.

15. All applications to Ministry Establishments for related documents are to quote the relevantMOD Invitation to Tender or Contract Number and date, together with the sponsoringDirectorate and the Tender or Contract Sponsor.

16. Prime Contractors are responsible for supplying their subcontractors with relevantdocumentation, including specifications, standards and drawings.

Health and Safety

Warning

17. ThisNESmay call for the use of processes, substances and/or procedures thatmay be injuriousto health if adequate precautions are not taken. It refers only to technical suitability and inno way absolves either the supplier or the user from statutory obligations relating to healthand safety at any stage of manufacture or use. Where attention is drawn to hazards, thosequoted may not necessarily be exhaustive.


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CONTENTSPage No

TITLE PAGE i. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

SCOPE iii. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

FOREWORD v. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Sponsorship v. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Conditions of Release v. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

General v. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .MOD Tender or Contract Process v. . . . . . . . . . . . . . . . . . . . . . . . . .

Related Documents vi. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Health and Safety vi. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Warning vi. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

CONTENTS vii. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

SECTION 1. PRELIMINARY REQUIREMENTS 1.1. . . . . . . . . . . .1.1 Docking PlansThe Contract 1.1. . . . . . . . . . . . . . . . . .1.2 Written Procedures 1.1. . . . . . . . . . . . . . . . . . . . . . . . . . .1.3 Certification by the Contractor 1.1. . . . . . . . . . . . . . . . .1.4 Contractors Nominated Responsible

Representatives 1.1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1.5 Dock Integrity 1.2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1.6 Firefighting Arrangements and Services 1.2. . . . . . . . .1.7 Stabilized Electrical Power 1.3. . . . . . . . . . . . . . . . . . . .1.8 Retention of Records 1.3. . . . . . . . . . . . . . . . . . . . . . . . .1.9 Check that Vessel Fits 1.3. . . . . . . . . . . . . . . . . . . . . . . . .1.10 Stability Requirement 1.4. . . . . . . . . . . . . . . . . . . . . . . .1.11 Longitudinal Distribution of Weight 1.4. . . . . . . . . . . .1.12 Dry Docking a Structurally Damaged Ship 1.4. . . . . . .1.13 Dock Preparation 1.5. . . . . . . . . . . . . . . . . . . . . . . . . . . .

SECTION 2. DOCK BLOCKS 2.1. . . . . . . . . . . . . . . . . . . . . . . . . . . . .2.1 Minimum Recommended Height 2.1. . . . . . . . . . . . . . .2.2 Maximum Permissible Height

Risk of Tripping or Pillar Mode Failure 2.1. . . . . . . . .2.3 Dock Block Materials 2.2. . . . . . . . . . . . . . . . . . . . . . . . .2.4 Maximum Compressive Stresses 2.3. . . . . . . . . . . . . . . .2.5 Condition of Timber Stacks 2.3. . . . . . . . . . . . . . . . . . . .2.6 Composite Stacks 2.3. . . . . . . . . . . . . . . . . . . . . . . . . . . .2.7 Alignment of Dock Blocks 2.3. . . . . . . . . . . . . . . . . . . . .2.8 Pits and Plinths 2.4. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2.9 Side Blocks 2.4. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2.10 Removal of Dock Blocks 2.4. . . . . . . . . . . . . . . . . . . . . .

SECTION 3. DOCKING DOWN 3.1. . . . . . . . . . . . . . . . . . . . . . . . . . .3.1 Tidal Docks 3.1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3.2 Dry Docking Vessels with External Tile Fits 3.1. . . . . .3.3 Heel and Trim 3.1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .


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3.4 Turning Propellers 3.1. . . . . . . . . . . . . . . . . . . . . . . . . . .3.5 Positioning of Vessel 3.2. . . . . . . . . . . . . . . . . . . . . . . . . .3.6 Sueing 3.2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3.7 Temporary Steadying Shores for Docking

Conventional Submarines 3.2. . . . . . . . . . . . . . . . . . . . .3.8 Breast Shores 3.3. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3.9 Bilge and Cut-Up Shores 3.3. . . . . . . . . . . . . . . . . . . . . .3.10 Putting more than one Vessel into Dry Dock 3.3. . . . . .3.11 Washing Down 3.3. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3.12 D495 ReportFouling and Condition of Paintwork 3.33.13 Responsibility for the Vessel 3.3. . . . . . . . . . . . . . . . . . .3.14 Additional Requirements when Dry

Docking Submarines 3.4. . . . . . . . . . . . . . . . . . . . . . . . .

SECTION 4. UNDOCKING 4.1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4.1 Pre-checks and Certification 4.1. . . . . . . . . . . . . . . . . . .4.2 Undocking Vessels with Sonar Domes 4.1. . . . . . . . . . .4.3 D495 ReportsOn Completion of Docking 4.1. . . . . . .

SECTION 5. UNDOCKING O&P CLASS AND UPHOLDERCLASS SUBMARINES 5.1. . . . . . . . . . . . . . . . . . . . . . .

5.1 Guidance List of Conditions When UndockingPatrol/Conventional Submarines (where relevant) 5.1.

SECTION 6. NUCLEAR POWERED SUBMARINES 6.1. . . . . . . . .6.1 General 6.1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6.2 Dock Integrity 6.1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6.3 Cradles 6.1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6.4 Services 6.2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

SECTION 7. ROYAL FLEET AUXILIARIES 7.1. . . . . . . . . . . . . . . .7.1 General 7.1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

SECTION 8. SLIPS 8.1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8.1 General 8.1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8.2 Restraint against Tipping 8.1. . . . . . . . . . . . . . . . . . . . .8.3 Keel Clearance 8.1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8.4 Slipping 8.1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8.5 Unslipping 8.2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

SECTION 9. SHIPLIFTS AND SYNCROLIFTS 9.1. . . . . . . . . . . . .9.1 General 9.1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9.2 Written Procedures 9.1. . . . . . . . . . . . . . . . . . . . . . . . . . .

SECTION 10. FLOATING DOCKS 10.1. . . . . . . . . . . . . . . . . . . . . . . . .10.1 General 10.1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10.2 Additional Requirements 10.1. . . . . . . . . . . . . . . . . . . . . .

SECTION 11. LIFTING BY CRANE 11.1. . . . . . . . . . . . . . . . . . . . . . . .11.1 Agreement of MOD 11.1. . . . . . . . . . . . . . . . . . . . . . . . . .11.2 Verification of Structural Strength 11.1. . . . . . . . . . . . . .


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11.3 Lifting Gear 11.1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .11.4 Weight of Craft 11.1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .11.5 Support on Blocks 11.1. . . . . . . . . . . . . . . . . . . . . . . . . . . .11.6 Replacing in Water 11.1. . . . . . . . . . . . . . . . . . . . . . . . . . .

SECTION 12. CRAFT OF HARD CHINE CONSTRUCTION 12.1. . .12.1 General 12.1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .12.2 Additional Requirements 12.1. . . . . . . . . . . . . . . . . . . . . .

ANNEX A. RELATED AND INFORMATION DOCUMENTS A.1A.1 RELATED DOCUMENTS A.1. . . . . . . . . . . . . . . . . . . .A.2 INFORMATION DOCUMENTS

(Not for Contractors Use) A.1. . . . . . . . . . . . . . . . . . . . .

ANNEX B. DEFINITIONS AND ABBREVIATIONS B.1. . . . . . . .

ANNEX C. DOCKING CERTIFICATE C.1. . . . . . . . . . . . . . . . . . . .

ANNEX D. UNDOCKING CERTIFICATE D.1. . . . . . . . . . . . . . . . .

ANNEX E. AMMUNITION CERTIFICATE E.1. . . . . . . . . . . . . . .

ALPHABETICAL INDEX


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1.1

1. PRELIMINARY REQUIREMENTS

1.1 Docking PlansThe Contract

a. Drawings of the arrangements for docking individual ships are known asDocking Plans. Whenmaking arrangements to dock a vessel the requirementsshown on the Docking Plan are to be fully met. When there is conflict betweena Docking Plan and this NES then the Docking Plan is to take precedence.Similarly if there is conflict between the Contract and this NES (or the DockingPlan) then the Contract is to take precedence. Any such conflict is to be drawnto the attention of the MOD Overseer/Representative.

b. The Contractor is to take all reasonable actions with the MOD to ensure he isinpossession of the latest issue of theDocking Planwhich is specific to the vessel(not class).

c. For initial drydocking/undocking of 1st of class new construction ships andsubmarines breakage is to be taken and recorded. The requirements of NES 145apply.

d. During the build the contractor must assess the weight distribution before eachdrydocking/undocking.

1.2 Written Procedures

a. Contractors are to produce written procedures of their arrangements for thesafe drydocking and undocking of MOD vessels. These procedures are to coverall relevant requirements of this NES or as defined in the Contract and are toallocate specific responsibilities to specific company representatives. Theprocedures are to be produced before a dock preparation takes place and are tobe made available to theMODOverseer/Representative at least 24 hours beforethe drydocking is scheduled to commence. The responsibility for the correctnessand adequacy of the written procedures rests with the main contractor who isto take due account of any comment made by the MOD Overseer. Formalapproval byMOD is not necessary (except as inClauses 6.1.a., 6.1.b., 10.2.a. and11.1.a.). The MOD Overseer/Representative has the authority to waive thisrequirement in an emergency.

1.3 Certification by the Contractor

a. Annexes C., D. and E. show sample certificates that are to be completed asappropriate before drydocking or undocking a MOD vessel. Contractors mayuse alternative certificates but as a minimum they are to cover the applicablerequirements of Annexes C., D. or E. Annexes C., D. and E. are not applicableto new vessels that are being fitted out prior to MOD acceptance into service.

b. The Contractor is also to certify before a drydocking or undocking iscommenced, that all the appropriate requirements of this NES, the DockingPlan and the Contract have been met.

1.4 Contractors Nominated Responsible Representatives

a. Before any preparations or detail planning for a dry docking, lifting or slippingtakes place the Contractor is to nominate in writing to the MODOverseer/Representative the responsible persons in Clauses 1.4.b. and 1.4.c.Their qualifications and experience are to be acceptable to the MOD Overseer/Representative.


1.2

b. The Contractors nominated Docking Officer to be fully responsible for:

(1) the dock/shiplift/slipway being properly prepared;

(2) the drydocking/lifting/slipping and the undocking/lowering/unslippingoperations;

(3) communications and liaison with the MOD Overseer/Representative, theCommanding Officer/Master and ships staff on matters concerning thedrydocking/lifting/slipping and undocking/lowering/unslipping;

(4) ensuring that all items in the vessel which have been maintained orrepaired by the Contractor are in a state acceptable for undocking.

c. The Contractors nominated representative(s), suitably qualified andexperienced in Naval Architecture, to be fully responsible for:

(1) stability calculations regarding drydocking and undocking includingtaking account of changes of weights whilst in dock;

(2) advising with respect to drydocking, lifting or slipping on matters ofstrength, stability, maintenance of form, watertight integrity etc;

(3) identifying those areas in which comprehensive instructions for the safeand efficient operation of docks, shiplifts and slipways need to be writtenor updated;

(4) carrying out audits to establish whether the instructions on docking,lifting and slipping are understood and being implemented (AQAP 1, 4 or9 refer).

(5) Participating in the investigation of any occurrences during drydocking,lifting or slipping in which the safety of the ship has been prejudiced.Participating in the formulation of remedial actions to be implemented bythe Contractor.

(6) Monitoring loading during lift/lower on ship lift and during any transferoperation and ensuring that block loadings and imposed bendingmomentare within safe working limits.

1.5 Dock Integrity

a. The Contractor is responsible for the sound condition and correct operation ofthe dock/shiplift and all of its associated equipment and machinery (egcaisson/dock gate and pumping machinery and culverts). The MODOverseer/Representative is to be afforded all necessary assistance to satisfyhimself regarding these matters and any other regarding the integrity of thedock. See also Clause 6.2.a.

1.6 Firefighting Arrangements and Services

a. Arrangements are to bemade to provide to the vessel, once docked, all necessaryservices in accordance with the Contract. If specific requirements are not statedin the Contract then the Contractor is to provide a shore hydrant connection tothe ships firemain and to the ships spraying/flooding arrangements. Thisconnection is to provide water in sufficient volume and at sufficient pressure toactivate the ships systems, in addition an adequate, fully operative alternativestandby supply is to be available. If the ships systems are under construction,dismantled or under repair then alternative arrangements are to be made.


1.3

b. BR 8647Chapter 6 is to apply except asmodified by the contract. The contractoris to afford all necessary assistance to the RNFire Prevention officers acting onbehalf of the MOD Overseer/Representative.

c. Earthing of lightning conductors on surface ships is to be in accordance withNES 516 Section 6 or 7.

1.7 Stabilized Electrical Power

a. Most warships require a continuous supply of stabilized electrical power. Whenthe ships generators cannot be run (eg because of lack of cooling water) thepower has to be supplied from ashore. The requirements are usually containedin the Contract. Alternatively the MOD Overseer/Representatives will advise.

1.8 Retention of Records

a. The certificates and records required by this NES are to be retained by theContractor for the duration of the Contract and until the guarantee expires oras required by the contract. Upon request they are to be made available to theMOD.

1.9 Check that Vessel Fits

a. A documented record is to be made by the Contractor of a check that the shipis physically able to enter the dock. The check is to bemade well before the vesselis moved into the dock. Matters to be checked are to include:

Length

Beam

Draught (see also Clause 3.1.b. for additional requirements for tidaldocks)

Overhang of angled flight deck

Projecting sponsons

Underwater projections such as

Sonar Domes

Propellers

Voith Schneider Units

Stabilizers

Paravane shoe

Hydroplanes

Submarine lower rudder and speed distance probes (2 off)

Height of dock blocks above sill, taking account of run of dock.

Interference with objects in dock bottom, eg high cradle blocks, dockingtowers

Clearance to remove propellers, shafts, rudders, sonars etc.


1.4

In covered docksclearance above the vessel including removal of masts,periscopes etc

Depth of top of blocks below surface with shiplift fully lowered

Depth of water in non tidal basin

Tidal constraints in tidal basin

1.10 Stability Requirement

a. The minimum stability requirements for the vessel while afloat may be laiddown elsewhere in Contract documents. Prior to dry docking a checkcalculation is to bemade that the vessels stabilitywill remain positive just priorto grounding along the full length of keel. A record is to be retained of thiscalculation. See Clause 1.4.c.

b. For nuclear submarines the nuclear safety authorities may impose additionalconstraints which would require calculations etc to demonstrate that stabilityis maintained throughout the docked period.

c. Drydocking arrangements must always be made for the vessel to sue aft witha trim less than 0.5m (1!8") relative to the dock block declivity unless specificagreement in writing has been given by the MOD Overseer/Representative toan alternative arrangement (except as allowed by Clause 8.3.a.

d. A lesser trim by the stern could be required to ensure positive stability ongrounding on the dock blocks. These requirements of trim do not apply tonuclear powered submarines or other submarines docking in a cradle.

e. T2400 (UPHOLDER class) should be at a minimum draft and have anapproximate trim of 0.3m (1!0") by the stern relative to dock block declivityunless specific agreement in writing has been given by the MODOverseer/Representative to an alternative arrangement.

f. In the case of ships fitted with passive stabilizer systems the stabilizer tanks areto be emptied.

1.11 Longitudinal Distribution of Weight

a. The curve of longitudinal distribution of weight for the vessel, obtained fromthe Docking Plan, is to be used to ascertain the dock block pressures over thebearing width and length of the keel. These pressures are not to exceed themaximum allowable compressive stresses for the dock block timber shown inClause 2.3.a. A record of the calculated maximum pressures is to be retained bythe Contractor.

1.12 Dry Docking a Structurally Damaged Ship

a. A vessel which has underwater damage is to be surveyed by diver(s) (providedthere is no imminent danger of sinking) to ascertain how the damage may affectthe drydocking. Particularly pertinent will be damage to the keel and anyprojecting steelwork. In preparing the dock, additional keel support blocksand/or side blocks may be needed before and abaft the damage to prevent thebearing pressures exceeding themaximum allowable compressive stresses giveninClause 2.2.c. Conversely blocksmayneed to be removed inwayof keel damageor projections. If compartments are flooded and cannot be emptied beforedrydocking the vessel, precautions must be taken to support theweight of water


1.5

by additional keel blocks or side blocks to prevent serious distortion or failureof the ships structure. Removal of the water from the flooded compartmentmust be a priority. Consideration is to be given to reducing the speed of pumpingout the dock if this will allow flooded compartments to drain (or be pumped out)with a consequent reduction in structural strain. Siphoning is to be consideredto accelerate draining.

b. When there is damage above thewaterline caremust be taken to place the breastshores on structure of sufficient strength. When the vessels structure has beenseriously weakened consideration is to be given to emptying fuel and ballasttanks before docking the ship, provided this does not cause the ship to beunstable as she grounds on the blocks.

c. When it is intended to drydock a damaged ship with excessive trim in a gravingdock (because no other course of action is possible) or drydock a damaged shipin floating dock or heavy lift ship, where trim is adjusted tomatch the damagedship, the Design Authority is to be consulted.

1.13 Dock Preparation

a. The dock is to be prepared in accordance with the requirements of the DockingPlan and of this NES. In addition the position of the fore end and of the afterend of the vessel is to be marked on the coping (or other suitable part) of thedock. Alternatively, for those submarines where the ends are below thewaterline, the dockside is to be given marks to align with datums on thesubmarine.

b. After preparation the dock is to be inspected by the Contractors nominatedDocking Officer to ensure correct dock preparation and to ensure that the dockis clear of all rubbish and debris before the dock is flooded. Additionally, theMODOverseer/Representative is to be afforded an opportunity to also carry outsuch an inspection. A MOD inspection does not however, relieve the Contractorof his full responsibility for the drydocking. The time of flooding is to be notifiedin advance to the MOD Overseer/Representative.


1.6


2.1

2. DOCK BLOCKS

2.1 Minimum Recommended Height

a. Dock Blocks are to be of sufficient height to allow survey of and work on theentire outer bottom of the vessel. In general it is recommended that blocksshould not be less than 1.2m (4!0") high, a more usual and convenient heightbeing 1.5m (5!0").

2.2 Maximum Permissible HeightRisk of Tripping or Pillar Mode Failure

a. Hardwood blocksmay be stacked up to 1.5m (5!0") highmade ofmaterial at least350mm (14") wide. The blocks are to be cribbed or double spurred shored, orsimilarly prevented from tripping for a length from the point of sueing, whichis not less than one sixth of the flat keel when hardwood caps are fitted or onethird of the length of the flat keel when softwood caps are fitted. It is to be notedthat dagger planks are not acceptable alternatives to cribs or spur shores sincethey do not provide adequate block stability. This requirement includes thecomposite stacks referred to in Clause 2.6.a.

b. Hardwood stacks up to 1.5m (5!0") highmade ofmaterial less than 350mm (14")but not less than 250mm (10") wide (NB. Stacks less than 250mm must not beused) require the following precautions to be taken:

(1) The hardwood blocks are to be built to aminimum height of 600mm (24")and maximum height of 1m (3!4") on either concrete plinths of minimumlength 3m (10!0") or steel bases, or

(2) Blocks can be fully cribbed ie alternative layers placed longitudinally, or

(3) Double spur shoring (timber or steel) between the stacks. Shores are to benot less than 65mm (2.5") square in section. The vertical supports are tobe firmly secured to each block in the stack 450mm (18") either side of theML of the stack, and notched to take the top end of the diagonal shoreapproximately 150mm (6") from the top of the stack. A horizontal shoreis required to be wedged between the foot of the diagonal shore and thevertical support at ground level, or

(4) Two flanged steel diaphragm plates at least 250mm (10") deep, 50mm (2")wide and 6mm (0.25") thick are to be fixed longitudinally between eachstack of blocks. The diaphragm plates are to be secured between thesecond from the top blocks, 450mm (18") either side of ML, or

(5) Bolting two stacks together with through bolts. Nailing or dogging isinsufficient and not permitted. A minimum of 2 in No 20mm (0.75") diabolts per pair of blocks are required.

c. Hardwood stacks above 1.5m (5!0") high but less than 4m (13!1") high made ofmaterial not less than 300mm (12") wide require the following precautions tobe taken:

(1) The blocks are to be fully cribbed throughout ie alternative layers placedlongitudinally. Stacks to be built up in groups of at least 1.5m (5!0") longbut preferably 3m (10!0") long, or

(2) Bolting 2 stacks together with through bolts. Nailing or dogging isinsufficient and not permitted. A minimum of 2 in No 20mm (0.75") diabolts per pair of blocks are required, or


2.2

(3) Steel bases similar to drawing No SDN 002609916 sheet 1 (Docking PlanAFD 59) or concrete plinths ofminimum length 3m (10!0"). Theminimumheight of wood blocks is to be 600mm (2!0") and themaximum 1.2m (4!0").If the blocks are 350mm (14") wide the maximum height of the timbersin the stack may be increased to 1.5m (5!0"), or

(4) Where blocks are 350mm (14") wide and 1.5m (5!0") high the height maybe increased by cribbing the extension layers. The first layer above the1.5m (5!0") being laid longitudinally. The longitudinal length is to be notless than 3 stack spacings.

Note: Dagger planks fixed to the ends of blocks and iron dogs used to connectblocks provide little strength and hence do not provide adequateinsurance against tripping.

d. Stacks more than 4m (13!1") high are not to be used without MOD approval.

2.3 Dock Block Materials

a. Dock Blocks and Capping Pieces are to be as follows:

Centreline or side blocks

Oak stacks

or

Oak on cast iron bases

or

Oak on prefabricated steel bases

or

Oak on concrete plinths not less than 3m (10!0") longsee Clause 2.8.b.

or

Proprietary dock block systems (such as the Verolne Botlek Flexible Block) canbe used when the docking plan specifies them. Generally it will be inappropriateto use such a system when the ship to be docked has special requirements, suchas a cradle or where the rise of the outer bottom plating is excessive.

Note: If oak stacks are not available, elm or other suitable hardwood may beused. Mixing timbers in the same dock should, if possible, be avoidedbecause of their differing compressions. DGS 88 defines material andcharacteristics of types of material eg English, Canadian or Wytch Elm.

(1) Capping pieces to centreline blocks and side blocks under flat bottoms.Except as follows, these are to be of the same hardwood as the main stack.All frigates are normally drydocked on hardwood capping pieces. Howeverif the keel is known to be significantly unfair softwood capping pieces50mm thick may be used. A mixture of hardwood and softwood cappingpieces is to be avoided. Vessels with wood keels or with flat keels less than460mm (18ins) wide are to be docked on softwood capping pieces 50mm(2") thick (100mm (4") thick in floating docks). Vessels with capped butts,external buttstraps or with bar keels are to be docked on softwood cappingpieces 100mm (4") thick.

(2) Capping pieces to shaped side blocks are to be of softwood not more than300mm (12ins) thick on the outboard side.


2.3

(3) Nuclear powered submarines. In accordance with the relevant DockingPlan, these vessels are drydocked on cradles with rubber or softwoodcapping pieces shaped to the curvature of the hull in both the fore and aftand athwartships directions. The contractor is to carry out a full surveyof keel shape whenever the dock is dry, correlated/annotated with thebreakage measurements.

2.4 Maximum Compressive Stresses

a. The width and spacing of dock blocks and their capping pieces must ensure thatbearing loads do not exceed 22kg/cm2 (20 tons per sq ft) for oak or elm cappedblocks, and 16.5kg/cm2 (15 tons per sq ft) for softwood capped blocks. Blocks arenot to be more than 1.2m (4ft) apart in graving docks. In floating docks blocksare to be spaced in accordance with the design position for that dock. Additionalblocks if required are to be inserted between these positions or the blocks areto be cribbed. Timbers must not normally be less than 350mm (14in) in the foreand aft direction (see Clause 3.1.b.). In the region of very heavy loading the blockspacing is to be reduced or continuous blocking is to be used. In cases of vesselswith bar keels the preparation of the blocks may include the fitting under thecapping piece of a 20mm (0.75in) thick MS plate the same length and width asthe capping piece in order to reduce damage to the blocks to a minimum. Whenthe docking plan or keel line of sight details include known or built-in deviationof the keel, the calculation of dock block loadings must be based on the actualarea of the keel in contact with the blocks during docking. If compensation isrequired it must be specified in detail. It is to be noted that ships structuraloverhangs forward and aft cause additional loads on the blocks during dockingin the way of the forward and after cut ups, until the overhanging structure canbe supported by vertical shores. This weight is to be assumed to affect the blockloads for a distance forward of the after cut up equal to twice the length of theoverhang and the distribution to be of parabolic form.

2.5 Condition of Timber Stacks

a. Timber dock blocks are to be sound, free of gross shakes and rot. Stacks are tobe vertical and the individual blocks to be true with good faying surfaces. Theindividual pieces of timber are to be of a large practical size so that the crushof the stacks is uniform and hard spots avoided. Small packing pieces are notacceptable.

2.6 Composite Stacks

a. Composite dock blocks are usually constructed of a fabricated steel base andmust be surmounted by an oak or elm block at least 600mm (24ins) in depth(excluding capping piece). If possible dock block stacks with different crushingpotentials are not to be intermixed ie composite stacks and all wood stacks arenot to be mixed in the same dock. For the same reason oak and elm cappings arenot to be mixed in the same dock.

2.7 Alignment of Dock Blocks

a. The upper surface of capping pieces are to be aligned fore and aft to within 5mm. This alignment is to be for the full length of the vessels keel. Acceptablemethods of alignment are:

outwinding battens

light boxes

theodolites

lasers


2.4

b. Due to wire sag, taut wires are to be used over short distances only.

c. Athwartships the upper surfaces of capping pieces are to be horizontal, fair andlevel. See also Clause 6.3.b. (docking cradle profile).

d. Where the keel is not straight either by design or distortion the blocks are to beprofiled to the known shape of the keel and their setting to be checked by atimber mould at least 12m (40!0") long with the top edge a set distance abovethe plane of the top of straight dock blocks.

2.8 Pits and Plinths

a. When 1.5m (5!0") high dock blocks are insufficient for large protruding sonardomes or for rudder removal recourse may be necessary to a pit or to plinths.Sufficient side clearance is to be provided for removal/replacement of domes.For dock blocks over 1.5m (5!0") high refer to Clause 2.2.c.

b. Plinths are commonly ofmasonry, concrete or steel and are surmounted by dockblocks. The dock blocks above the plinthsmust be nomore than1.5m (5!0") highand must be cribbed or double spur shored as required in Clause 2.2.a. Theplinths must be of sufficient continuous length along the dock to give stabilityto the dock blocks against tripping ie never less than 3m (10!0") in length.

2.9 Side Blocks

a. Side blocks may be used only if authorized by the Docking Plan. When dockinga vessel with underwater damage side blocks can additionally be authorized bythe Ministry Overseer/MOD Representative when the width of the dock is suchthat the use of breast shores is not practical. They are to be erected and madein the same way as centreline blocks, but where they are higher than 1.5m (5!0")they are to be cribbed in groups about 6 (20!0") to 9m (30!0") apart and lengthnot less than 3m (10!0"). For vessels with steep rise of floor considerableprofiling may be necessary to achieve the maximum area of contact betweenhull and side blocks.

b. Great care is to be taken to avoid side blocks taking the initial drydocking loadie side blocks must not be set high.

2.10 Removal of Dock Blocks

a. When a vessel is in dock and removal of blocks is necessary for access to the keel,every third block may be removed provided that the consequent pressure on theremaining blocks does not exceed the maximum compressive stresses in Clause1.11.a.

b. In order tominimize the risk of tripping the two remaining in place must retaintheir associated cribbing or double spur shoring. Similar requirements apply tothe removal of side dock blocks.

c. If it is essential to remove more keel blocks (eg to renew a keel plate) thencompensating side blocks must be employed. The pressures on the remainingkeel blocks and on the compensatory side blocks must not exceed themaximumcompressive stresses in Clause 1.11.a. These side blocks are to be positionedbeneath bulkheads, longitudinal frames or other strength members and checkmeasurements made so that the ships form is maintained.

d. On completion of work and before undocking, all keel blocks are to be replacedand hardened up. Procedures for this operation are to be provided as prescribedin Clause 1.2.a.


3.1

3. DOCKING DOWN

3.1 Tidal Docks

a. These provisions do not apply to docks in the Mediterranean or other areaswhere tidal fluctuations are comparatively small.

b. WhenMODvessels are drydocked in tidal docks they are to be placed in the dockonly on a rising tide and the caisson (dock gate) is to be replaced at least one hourbefore high water. Similarly undocking is also to take place at least one hourbefore high water to allow for the possibility of redocking should the need arise.

c. The planning for the drydocking must include the provision of tidal informationwhich accurately predicts tidal flow across the dock entrance and the height ofthe tide above the dock sill at the various relevant times.

d. MOD vessels are not to be left afloat in tidal docks unless there is no possibilityof bottoming.

3.2 Dry Docking Vessels with External Tile Fits

a. Prior to drydocking any vessel with an externally applied rubber/acousticdamping tile fit, any blocks inwayof tiles are to be linedwith polythene sheetingto avoid damage by stiction to tiles whilst undocking.

b. Adequate provision must be made for block height/shape on any vessel with arubber tile fit, consideration being given to the reduction in the tile thicknessdue to loading. (See Clause 3.2.a.c..)

c. For vessels with a rubber tile fit careful consideration must be given to the tileloading in way of dock blocks as excessive loads will structurally damage thetiles and consequently reduce performance characteristics. Guidance should besought from NA221 for safe design loads on the various tile types prior todrydocking any vessel with such a fit.

d. The flow of water entering the dock is to be controlled until the top of the dockblocks are under water to avoid the possibility of tripping.

3.3 Heel and Trim

a. Before a MOD vessel is docked down it must be ascertained that it is upright.An angle of heel must be eliminated either by the transfer of liquids within thevessel or by the use of temporary weights. See Clauses 1.10.a.1.10.f. forrequirements of trim and stability.

b. For nuclear powered submarines the contract requirements will usuallystipulate permissible limits for heel and trim.

3.4 Turning Propellers

a. In order not to disturb the dock blocks and to avoid washing debris into thecaisson groove, the propellers (or other propulsion) of the vessel beingdrydocked must not be turned within the dock. This restriction also applies toany accompanying or adjacent craft such as tugs etc.

b. Prior to docking down, the propellers, stabilizers, hydroplanes and rudders areto be turned to their drydocking positions and restrained from furthermovement.

3.5 Positioning of Vessel

a. The methods of moving the vessel into and out of the dock and positioning thevessel correctly with respect to the dock block arrangement is to be determined


3.2

by the Contractor. The method chosen must be approved by theMODOverseer/Representative and must not create a risk of damage to the vessel or herequipments.

3.6 Sueing

a. Except for nuclear powered submarines and other submarines drydocked incradles and as allowed by Clause 7.1.d. the vessel will sue first at the after cutup (ACU). As soon as the ACU has sued on the dock blocks the breast shores (seeClauses 3.7.b.-3.8.a.) closest to the cut up are to be put in place (packed but notwedged thus allowing movement whilst the vessels trim changes until she hassued along the full keel length). This is intended to ensure that during thecritical period of reduced stability the vessel may be steadied if the needunexpectedly arises.

b. As soon as the vessel sues along her full keel length all breast shores are to bespeedily put in place and wedges hardened up. Until this has been done thewater level must not be allowed to fall any further. Vessels with fixed domes areto have the domes pumped out at rate which minimizes the difference in waterlevels inside and outside the dome.

c. As soon as the dock is dry an inspection is to be carried out to verify the vesselis correctly placed on the blocks and that arrangements are intact and correct.

3.7 Temporary Steadying Shores for Docking Conventional Submarines

a. The breast shores for conventional submarines (of the Oberon or Porpoisetypes) are usually at about the waterline or lower at maximum beam. For thisreason it is not practicable to place the breast shores in position until the waterhas fallen by a considerable amount. It is therefore necessary to give support tothe submarine by temporary steadying shores placed against the lower part ofthe fin (at the precise strong position shown on the Docking Plan).

b. The temporary steadying shores are to be placed when the submarines sues aftbut are to be kept slack. From the time of sueing aft until the keel is fully incontact with the blocks along its length care must be taken to ensure that shoresdo not jam between the fin and the dock altars on which they rest.

c. After the submarine has sued along the full length of the keel the temporarysteadying shores are to be hardened up. They may be kept in place until thesubmarine is undocked. If removed during the period in dock they must bereplaced and hardened up before undocking.

d. For O and P class submarines drydocked in cradles the cradle blocks will bearon tank sides not pressure hull. Blocks are to be arranged to allow a gap of(0.25") from the hull form. If this is not taken up by out of tolerance of the hullthen it must be made good by wedging at the earliest opportunity.

3.8 Breast Shores

a. Breast shores can be heavily loaded. They are to be of a suitable material suchas steel or timber which is free from shakes or rot. Shores are to be of sufficientcross section to ensure that buckling failure cannot occur in the event ofunexpected high axial loading. Shores of 150mm (6") diameter are sometimesadequate when very short lengths are required but most docks demand aminimum of 300mm (1!0") square.

b. When in place, the heads (ie the ship ends of the shores) of breast shores are tobe higher than the heels (ie the dry dock altar ends of the shores) so that theshores cannot jam when the vessel undocks.


3.3

c. Breast shores are to be placed, as indicated on the Docking Plan, at points ofhigh hull strength such as on bulkheads or decks. Unless otherwise indicatedon theDocking Plan they are to be as high as practicable on the hull. Procedures(Clause 1.2.a.) are to provide for periodic inspection of shoring arrangementsduring the period in dock and to include hardening uprequirements/precautions.

3.9 Bilge and Cut-Up Shores

a. When bilge and cut-up shores are required, they are to be put in place as soonas practicable. The period during which the vessel is unsupported is to be keptto an absolute minimum.

b. The statements in Clause 3.6.a. regarding the materials, sizes and strengths ofbreast shores apply equally to bilge and cut-up shores. For GRP vessels theheads of breast, cut-up and bilge shores are to be padded to prevent hull damage.

3.10 Putting more than one Vessel into Dry Dock

a. When two or more vessels of similar draughts are being drydocked down at thesame time, care must be taken to ensure the second vessel does not accidentlysue whilst attending to the first. The Contractor is to satisfy theMODOverseer/Representative before the event that sufficient precautions will be taken.

3.11 Washing Down

a. Washing down is usually best done from the dock bottom using high pressurefresh water hoses. It is to be carried out as soon as practicable, but not until thesurvey information on the extent of outer bottom fouling has been obtained forrecording on the form D495.

b. Contractors are to take precautions to contain arisings which result fromwashing down so as to control/prevent pollution which the toxins and poisonsin anti-fouling coatings would otherwise cause.

3.12 D495 ReportFouling and Condition of Paintwork

a. Information needed to complete the D495 Report of Docking (eg extent offouling, condition of paintwork etc) is to be obtained by the Contractor as soonas the vessel has been docked down.

3.13 Responsibility for the Vessel

a. Unless otherwise provided for in the contract, the Contractor is responsible forthe safety and stability of the vessel for the entire time the vessel is indockfrom the time the stem passes through the dock entrance until it leaveson undocking. All necessary assistance will be given to the Contractor by ShipsStaffs including:

(1) obtaining the consent of the Contractors nominated Docking Officerbefore transferring ballast, fuel, water and other liquids; moving weights;and consuming fuel and fresh water etc. Refer to BR 1754 for movementof fuels;

(2) giving the Contractors nominated Docking Officer full details of weightsand liquids moved or consumed;

(3) when requested supplying hydrostatic and stability curves, tank tablesand other data held onboard.


3.4

b. The Contractor is responsible for the timely repair of any damage caused byhimself, his agents, servants or sub-contractors etc. Such repairs are to be to astandard agreed by the MOD Overseer/Representative.

3.14 Additional Requirements when Dry Docking Submarines

a. The Contractors nominated Docking Officer is to inform the CommandingOfficer (PNO during build) of the time when it is expected that the submarinewill be landed on the blocks, and the time when flooding is to be started whenundocking and of the required condition of trim. The Commanding Officer isto be requested to inform the Contractors nominated Docking Officer when thesubmarine is at the required trim. The Commanding Officer is to be furtherrequested not to change this trim without consulting the contractorsnominated Docking Officer.

b. The Contractors nominated Docking Officer is to have previously agreed withthe Commanding officer (PNO during build) that a responsible ships officerwill be present to take charge on the submarine and to arrange for any changesin the disposition of weights which may be found necessary.

c. When the drydocking operation is complete the Contractors nominatedDocking Officer is to inform the Commanding Officer (PNO during build) thatthe submarine is docked down and shored.

d. It is desirable to crack open main Kingston valves (O and P class) before thevessel is docked down owing to the possible difficulty in operating these fittingswhen a submarine is on the blocks.

e. All main tanks are to be blown before entering the dock, those fitted withKingston valves having these left open if the procedure described in Clause3.14.d. has been adopted.

f. When a submarine has no crew onboard the Contractors nominated DockingOfficer is to take full responsibility for the dry docking and undocking of thevessel. He is to ensure that the vessel is brought to the required state of trimbefore the operation is begun.


4.1

4. UNDOCKING

4.1 Pre-checks and Certification

a. The Certificate in Annex D. is to be fully completed before water is admitted forundocking. This certificate is not applicable tonew construction vessels that arebeing fitted out prior to MOD acceptance into service.

b. Before undocking, the dock is to be cleared of all arisings, stores and rubbish toprevent anything being washed up into seatubes etc and jamming valves. Blocksecurings are to be checked, especially if they have been removed and replaced.

c. Propellers, stabilizers, hydroplanes and rudders are to be in their dockingpositions and restrained from further movement.

d. Before undocking, the dock is to be inspected by the Contractors NominatedDocking Officer to ensure that the requirements of Clauses 4.1.b. and 4.1.c.have beenmet. Additionally theMODOverseer/Representative is to be affordedthe opportunity to also carry out such an inspection. AMOD inspection does nothowever, relieve the Contractor of his full responsibility for the undocking. Thetime of commencement of undocking is to be notified in advance to the MODOverseer/Representative.

4.2 Undocking Vessels with Sonar Domes

a. When undocking HM Ships fitted with retractable sonar hull outfits it isnecessary for the dome to be lowered a suitable distance during the initial stagesof flooding the dock and/or rig fine mesh nets to prevent foreign matter floatingup through the keel aperture. Particular care is to be taken that when thewaterlevel reaches approximately 1.5m (5!0") over the top of the dock blocks thedomes are immediately rehoused. The responsibility for ensuring that this isdone rests with the Commanding Officer or, for a vessel not in commission, theContractor, who is to arrange for an immediate report to be made to theContractors nominated Docking Officer if any difficulties are beingexperienced in housing the dome, in order that measures can be taken toprevent the ship becoming waterborne. A report is always to be made to theContractors nominated Docking Officer when the dome has been housed.

b. A fixed sonar dome is to be filled with water whilst undocking, at a rate whichminimizes the difference in water level, between the inside and outside of thedome.

c. Both the handbook of the hull outfit concerned and the installation instructionslay down the precautions appropriate to each particular hull outfit, and both areto be consulted as necessary.

d. Immediately all underwater valves are covered pumping is to cease until acareful search for leaks inside the vessel is completed, and these made good.

4.3 D495 ReportsOn Completion of Docking

a. The D495 Report of Docking is to be completed within one week afterundocking.


4.2


5.1

5. UNDOCKING O&P CLASS AND UPHOLDER CLASS SUBMARINES

a. The D495 Report of Docking is to be completed within one week afterundocking.

b. The Contractors nominated Docking Officer is to ascertain from theCommanding Officer, (PNO during build) before commencing undocking, thatall main tank Kingston valves are shut.

5.1 Guidance List of Conditions When Undocking Patrol/Conventional Submarines(where relevant)

a. The guidance list is as follows:

(1) All pressure hull welding (inserts and blanks) to be completed.

(2) Pressure tight blanks to be fitted where equipment has yet to be installed.

(3) Hull valves and cocks belowwaterline to have been tested, lashed shut andopen ends blanked.

(4) Hull valves above the waterline not tested to be blanked.

(5) All pressure hull hatches to be shut and clipped except for the conningtower, upper and lower, which, although left open, are to be checked forsatisfactory closing. Where a hatch has not been installed, a pressure tightblank is to be fitted. The upper and lower conning tower hatches are to beproved at the vacuum test, and any service leads subsequently passedthrough the conning tower are to have breaking connections adjacent tothe upper hatch.

(6) The boundaries of escape of compartments are to have been testedsatisfactorily. Main bulkheads of untested compartments are to beexamined for watertight integrity, blanks being fitted where necessary.Main bulkhead doors to be operable, open and unobstructed.

(7) Fuel, ballast auxiliary and compensating tanks to have been satisfactorilytested on completion of all work within.

(8) Main vents to be shut and harbour cottered. Kingston valves to be shut.Vent and Kingston valve hand levers to be readily available.

(9) Electrical cable hull glands to be completed below waterline. Incompleteassemblies above the waterline to be blanked.

(10) All underwater external gratings and fairings to be fitted. Greasingarrangements below waterline to be proved correct.

(11) Outer boundary vacuum test to have been satisfactorily completed.

(12) Main and trim line systems complete and operationally tested.

(13) Auxiliary diesel driven pump to be secured to casing and connected tomain line cable wash down connection.

(14) The LP blower, ballast pump, appropriate hydraulic/telemotor pump andone air loaded accumulator (ALA) to be operational.

(15) Hydraulic/telemotor system to be sufficiently complete for the operationof bow and stern caps, main vents and Kingston valves. The forward and


5.2

aft telemotor hand pumps to be available for pressurizing bow and sterncap operating systems etc.

(16) At least two HP air groups to be fully charged and available for directblowing, blowing HP to LP, salvage blows, one ALA and main propellershaft emergency seals.

(17) LP air system to be complete and operationally tested.

(18) Torpedo tube control arrangements for bow and stern caps where fittedto be complete and tested. Tube fittings to be complete or blanked.Bow/stern caps and rear doors where fitted to be shut.

(19) Linkages to the rudder and after hydroplanes to be checked and securewith all greasing proved. Rudder and hydroplanes to be secured in centralposition.

(20) All external work on main shafting and stern seals to be complete andtested.

(21) Garbage ejector to be installed or tube blanked externally.

(22) For O and P class submarines. (Requirements for SSK UPHOLDER classwill be incorporated in due course. Pending such instructions the designauthority is to be consulted via the Ministry Overseer/Representative.)Hull Outfit 3 watertight trunk to be water pressure tested and the 719Directing Gear cage vacuum tested.

(23) Sonar hydrophones fitted and hull glands packed.

(24) Clinometers to be fitted.

(25) Damage control lighting to be provided.

(26) Trim to be in accordance with statement issued by dockyard/shipyardDesign Division.


6.1

6. NUCLEAR POWERED SUBMARINES

6.1 General

a. For new construction nuclear powered submarines the Shipbuilding Contractoris to produce written drydocking and undocking instructions which are to besubmitted to PNO forMOD comment. MOD comment is to be incorporated intothe instructions before commencement of the drydocking/undockingprocedures.

b. HM nuclear powered submarines in commission will normally be drydocked atDevonport, Rosyth or Faslane. The Contractors at Devonport and Rosyth areto prepare Nuclear Procedures containing the pre-requisites and detailedinstructions for drydocking and undocking nuclear powered submarines. TheMOD Overseer/Representative is to be afforded the opportunity to berepresented on the Procedure Authorization Groups approving these nuclearprocedures. The Nuclear Procedure Co-ordinator for these nuclear proceduresis to be the Contractors nominated Docking Officer.

c. Should another shiprepair yard be required to drydock a nuclear poweredsubmarine, a liaison officer or team will normally be provided bySuperintendent Ships DGSR and/or FOSM and/or the Squadron concerned.

d. Details of the docking requirements, and the necessary shore services, adaptors,hoses, flooding bonnets etc are available, if needed, from Superintendent ShipsDGSR. For Fleet Dockings this information is to be obtained from thedesignated repair authority. Such information can be obtained via the MODOverseer/ Representative.

e. The certificates at Annexes C. and D. are to be expanded to include the nuclearsubmarine requirements (eg nuclear safety requirements, housing of thesecondary propulsion unit etc).

f. Nuclear safety justification and clearance of the drydocking facility by thedirectorate of Naval Policy and Security is an essential requirement for SSNsand SSBNs.

g. The maintenance of stability control during the entire period in dock isessential.

6.2 Dock Integrity

a. Unless stated otherwise in the contract or specification:

(1) The graving dock/floating dock/shiplift is to be the subject of an approvedNuclear Safety Report in accordance with BR 3018 Annex A.

(2) The maintenance of the graving dock/floating dock/shiplift, caisson(s) orgate and pumping, flooding and draining arrangements is to be coveredby a planned maintenance system acceptable to the MOD Overseer/Representative.

(3) The operation of the graving dock/floating dock/shiplift, caisson(s) or gateand pumping, flooding and draining arrangements are to be covered bywritten operating procedures acceptable to the MOD Overseer/Representative.

6.3 Cradles

a. Nuclear powered submarines are drydocked into cradles, details of which areshown on the relevant Docking Plans. The option also exists for conventionalsubmarines. See also Clause 3.7.c.d..


6.2

b. Before each drydocking operation the cradle is to be examined for rot, splits andshakes etc in accordance with Clause 2.2.d. Unsound timber is to be replacedwith good timber before the drydocking operation. Wherever practicable theother sections and clauses of this NES are to apply. The cradle is also to bechecked (as part of the inspection at Clause 1.13.b.) for accuracy of profile andcross-section before each drydocking.

c. Special care is needed to protect the acoustic tile outfit and sonar flank arrays,(see Clause 3.2.a.c.).

6.4 Services

a. The following shore services, essential for nuclear safety are to have been testedand connected (except that the supply of demineralized water may be availableat agreed notice) in accordance with the procedures called for in Clause 6.1.a.before drydocking a nuclear powered submarine in a shiplift, floating or gravingdock:

(1) Primary alternative and stand-by electrical shore supplies are to be inaccordance with NES 53 and Technical Instructions for NuclearSubmarines (TINS) Volume 1 CPCA MEMO 82;

(2) Aprimary supply of salt or freshwater for reactor cooling and a completelyindependent standby supply;

(3) A facility for discharge of radioactive primary coolant, ie portable effluenttank or connection to an effluent treatment plant;

(4) Nuclear accident communications;

(a) From the Control Room to the Emergency MonitoringHeadquarters (EMHQ), or where there is no EMHQ, the PortHeadquarters or equivalent.

(b) From theManoeuvring Room to the shore Electrical Power SystemsControl Room.

(5) A supply of demineralized water, available at agreed notice;

(6) Other services and supplies as required by the Contract, NES 53 orTechnical Instructions for Nuclear Submarines (TINS).

b. The connection and listing of the shore services as in Clause 6.4.a. and all otherrelevant nuclear safety drydocking prerequisites are to be included asprerequisites in the nuclear procedures for drydocking the nuclear poweredsubmarine.

c. The following additional facilities are required if the crew are to live aboard thenuclear powered submarine during the drydocking period.

(1) Fresh water supplies of up to 4000 gallons per day.

(2) Suitable connections to the combined sewage and slop drain tankoverboard discharge systems.

d. Before commencing to pump the dock, the Contractors nominated DockingOfficer is to have received from the Commanding Officer confirmation inwriting that the reactor plant and containment are in the state specified in theprerequisites to the Nuclear Docking Procedure and that flooding bonnets and


6.3

hoses for cooling water are fitted in the required positions and functioningsatisfactorily (unless the bonnets and hoses have been fitted by the Contractor).

e. When the submarine has been docked down, the Contractor is to arrange aradiation survey of the submarine hull, dock walls and bottom in the vicinityof the reactor compartment. The Contractor is to erect radiological controlledarea or supervised area signs as necessaryBR 3030(2) Section 2 Chapter 1refers.

f. All relevant undocking nuclear safety prerequisites are to be included asprerequisites in the nuclear procedure for undocking the nuclear poweredsubmarines.

g. Where work on or in connection with nuclear powered submarines is to beundertaken by a non-nuclear repair contractor, the Commanding Officer of thesubmarine is responsible for the scrutiny of intended work for nuclear andradiological implication. No work with a nuclear implication is to be carried outby a non-nuclear contractor without prior MOD approval.


6.4


7.1

7. ROYAL FLEET AUXILIARIES

7.1 General

a. Other relevant sections and clauses in this NES are also applicable to thedrydocking and undocking of Royal Fleet Auxiliaries (RFAs).

b. Trim and stability requirements for drydocking and undocking RFAs are asstated elsewhere in this NES but are additionally to be discussed and agreedwith the MOD Technical Superintendent for the RFA. BR 875 refers.

c. When bottom plugs are to be removed, a plug account is to be opened andannotated in agreement with the RFA Technical Superintendent.

d. When a RFA is undocked a joint inspection by the Contractor and the RFATechnical Superintendent of the ships bottom and the dock bottom is to becarried out immediately before water is admitted into the dock. If for any reasonthe inspection takes place earlier, a watchkeeper is to be stationed at the drydock to prevent any person or persons taking action which would affect thesafety of the vessel. The watchkeeper is not to leave his station until floodinghas started. The dock inspection party will commence their inspection at theforward end of the ship and work their way aft checking each plug in turn andmarking it off on the plug account. Attention is to be paid to all plugs not onlythose known to have been removed. Particular attention is to be paid to thelatter to ascertain that they are properly grommeted and secure.

e. When the water in the dry dock has covered the sea suction valves and beforethe vessel floats off the dock blocks, the Contractors nominated DockingOfficer is to request of the RFA Technical Superintendent (or in his absence theships Chief Engineer) to arrange an internal inspection to ascertain that noleakage is taking place. This inspection is to include all ships side valves. Tanks,compartments or other spaces which cannot be visually examined are to besounded to prove they are secure and no leakage is taking place.

f. The ships Chief Engineer is to be asked to verify before undocking that allships side valves are in good order and lashed in the closed positions; thatgrating securing arrangements, rudder and associated parts, stern gland andoutside fastenings are correct and in good order.

g. During the period of dry docking and during any tank testing, bilge and sideshores are to be fitted in way of ballasted tanks.

h. Shores and blocks are to be checked daily.

i. The Contractor is to give the RFA Technical Superintendent and the Officer incharge of the ship, at least 24 hours notice in writing of drydocking orundocking.


7.2


8.1

8. SLIPS

8.1 General

a. Smaller vessels may be slipped instead of drydocked. Other sections and clausesin this NES are applicable also to slipping in so far as they are practicable,particularly those relating to blocks and their loading.

b. The written procedures required by Clause 1.2.a. are to include measures toensure that the vessel is adequately supported along the keel without keeloverhang at either end.

c. If satisfactory service is to be obtained from a slipway it needs to be properlymaintained and the area kept free of obstruction, mud, dirt, rubbish etc. Beforea MOD vessel is slipped, the Contractors slipway is to have been the subject ofa satisfactory survey during the preceding twelve months. The survey is to havebeen carried out jointly with a surveyor suitably qualified in civil engineering.The survey is to cover concrete aprons, piling, security of tracks, rails and rollerpaths, underwater sheaves, hauling wires, security of hauling winch etc. Anyrequired remedial action is to have been taken. The Contractor will be requiredto provide evidence that the survey and remedial action has been completedsatisfactorily. A valid certificate of test for winch machinery is to be madeavailable for inspection prior to slipping/unslipping vessels.

d. The maintenance undertaken is also to include preservation of the cradlemembers, servicing of the winch machinery and condition survey of the wires,wheels, rollers, pawls, pullage, sheaves and rail clips etc.

8.2 Restraint against Tipping

a. A slip cradle is to provide restraint against the vessel tipping during slipping orunslipping. At least two side support structures are to be attached to each sideof the mobile platform, positioned to prevent a heel of more than 5 and ofstrength sufficient to resist a horizontal force of 4W sin 5 applied at the pointsof contact with the vessel, where W is the weight of the vessel.

8.3 Keel Clearance

a. Draught boards indicating the depth of water available over the top of theforemost and aftermost carriage block when the cradle is down are to be fitted.

b. Draught and displacement of the vessel are to be checked and the craft lightenedif necessary to bring it within the lifting capacity of the slipway. An initialclearance of at least 150mm (6") is to be allowed between the bottom of the craftand the top of the capping block on the carriage when the craft is correctlypositioned over the cradle. When slipping on slipways leading from busy, tidal,or open waters the minimum clearance between the keel and cradle is to be300mm (12") and great care is to be taken to ensure that the wash from passingships and boats does not cause the craft to surge and to ground prematurely.

c. Pre-slipping planning is to include a check that external hull fittings will beclear of the supporting blocks.

8.4 Slipping

a. As the craft is drawn out of the water, wedges are to be packed tightly betweenthe bottom of the craft and cradle blocks where hard bearing is not obtained,in order to distribute theweight of the craft as evenly as possible over the lengthand breadth of the cradle.


8.2

b. When slipping a vessel onto a cradle of two or more parts (ie collapsible cradle)the vessel is to be positioned with a clearance of 150mm (6") over the first blockwhen in the correct location and the vessel is to be so trimmed that she will notsue all along until the cradle has been fully extended and the vessel supportedat the correct positions in accordance with the slipping instructions.

c. Where pawls are fitted, the cradle is to be held by the engagement of one ormorepawls in the pawl rack. Spur shores are to be placed and wedged up from thefloor of the slip to the cradle, whether or not pawls are fitted.

8.5 Unslipping

a. Precautions are to be taken when lowering the cradle to prevent it takingcharge. Backhaul wires are to be kept clear of the cradle track. Particularprecautions are to be taken when the cradle is in two or more sections (iecollapsible cradle). As the vessel takes to the water, care is to be taken to preventthe wedges jamming between the deck edge and the dolphins. Just prior to thevessel floating off the cradle the winch is to be stopped to allow a careful searchfor leaks to be made.


9.1

9. SHIPLIFTS AND SYNCROLIFTS

9.1 General

b. Shiplifts may be used if the written permission of the MODhas been previouslyobtained for the type of vessel and the particular lift. Permission will only begranted if a full safety and reliability assessment based on fault free analysis ofthe lifts power and control systems demonstrates acceptable levels of risk to thevessel. Other sections and clauses in this NES are applicable also to Shiplifts sofar as they are practicable.

9.2 Written Procedures

a. Procedures as required by Clause 1.2.a. are to be written by the Contractorbefore any MOD vessel is lifted or lowered or transported on the associatedsystem. These written procedures are to include contingencies satisfactory tothe MOD Overseer/Representative for the failure of the lift at a mid position(especially in tidal waters).

b. Before lifting a vessel the loading limits for the ship must be calculated and,with the addition of suitable margins, displayed at the shiplift console forcomparison with loadings measured by the lift. Weights of shiplift beams andcradles must obviously be taken into account. The loading limits are:

(1) The maximum individual block loading that the local ship structure cansupport.

(2) The loading pattern which combined with the ships weight distribution,exceed the acceptable longitudinal bending moment at any section of thevessel.

Note that during the lift the varying loading along the lift will cause thelift to go out of level because high loadswill stretch the lift ropesmore thanlow loads. The lift will stopwhen the highest (lowest loaded) beam reachesground level and then it must be levelled by varying the remaining beams.Because of the stiffness of vessel and dock preparation, this will give largeloading increases in the highly loaded beams with very small movementand therefore very quickly. A considerable margin is therefore requiredfrom the limiting loadings to allow levelling to be undertaken safely.

c. As Clause 9.2.b., the equivalent loadings for any transfer system must becalculated, displayed on the transfer systems load monitoring equipment, andsatisfactory arrangements made to monitor it throughout operation of thesystem.

d. Operating/Emergency procedures must give full details of the recover actionsto be taken if any of the loading limits are exceeded.


9.2


10.1

10. FLOATING DOCKS

10.1 General

a. Other sections and clauses in this NES are to be instigated where applicable.

10.2 Additional Requirements

a. MOD owned floating docks (whether operated by MOD or a Contractor) are tobe operated completely in accordance with MOD instructions for the dock.Written procedures in accordance withClauses 1.2.a. and 6.1b. are required andadditionally are to be approved by MOD.

b. Floating docks owned by Contractors or sub-contractors may be used if thewritten permission of the MOD has been previously obtained for the particulardock and the type of vessel. The granting of such permission will depend on anumber of factors including the scrutiny (but not necessarily approval) of thewritten dock operating procedures (see Clauses 1.2.a. and 6.1.b.) andverification that the dock structure, equipment, systems and stability meetagreed standards.

c. It is to be noted that ships structural overhangs forward and after causeadditional loads on the blocks during docking in thewayof the forward andaftercut ups, until the overhanging structure can be supported by vertical shores.The additional loadings have particular relevance to floating docks in that theymay locally exceed the weight per foot loadings of the dock structure.

d. Dock Operating Instructions for MOD owned floating docks give maximumpermissible displacements for bearing lengths of keels, for ships without curvesof longitudinal distribution of weight (load curves) and these should never beexceeded.

e. Where a curve of longitudinal distribution of weight (load curve) is available fora vessel then this is to be superimposed on the net lift curve of the dock. If thelift curve exceeds the load curve over its whole length then it is safe to dock thatvessel (the load curve will have isolated peaks due to concentrated weights itis acceptable to mean these peaks over the length of one dock ballast tank).

f. The requirements of Clause 1.11.a. apply.

g. If the ships curve of longitudinal distribution of weight does not show theadditional loadings on the blocks and dock structure due to overhanging shipstructure at the cut-ups, then these additional loads are to be calculated. Amethod of calculations is shown in NES 110 Vol 1Structures Manual.

h. Floating docks used for drydocking nuclear submarines require safety reportsproviding justification of the facility. The requirements for the administrationof the Safety Report are specified in BR 3018. The report is to concentrate onstating how the nuclear safety of the submarine(s) will be ensured through theinterfaces between it and the dock and will be completed for endorsement bynuclear safety authorities. Key hazards which need safeguarding against arethose events which cause unplanned heel, trim or loading of the dock, hencetransfer of these effects to the interface arrangements and the submarine. Thedock design, operating and maintenance authorities are to combine to producethe completed report.

i. When pumping floating docks a methodical plan is always to be used. It is to becarried out in such amanner that longitudinal and transverse deflections of the


10.2

dock are prevented and is done by removing water from the tanks below thelargest loads. This is essential to prevent excessive bending moments and thepossible rupturing of tanks and reduction of dock strength.

j. In MOD owned floating docks deflections are never to be allowed to exceed thepermissible amounts shown in the Dock Operating Instructions.

k. The centre of gravity of a floating dock is usually before or abaft the longitudinalcentre of buoyancy. Without a vessel, the dock is kept level by flooding the tanksone end more than the other, such that the combined centre of gravity of dockand water is coincident with the longitudinal centre line (centre of buoyancy).When drydocking, the ship is so positioned that its weight trimming moment(about the dock centre line) balances that of the dock. This enables themaximum amount of water to be pumped out to obtain maximum lift.

l. Further information can be obtained from BR 1762Floating Docks Theoryand Practice.


11.1

11. LIFTING BY CRANE

Note: (NBThisNES does not apply to small craft and boatswhose overall lengthis 15m (50!0") or less.)

11.1 Agreement of MOD

a. No MOD craft or vessels are to be lifted by crane, without the written authorityof the MOD Project Manager. In certain circumstances this authority will bebacked by a drawing showing the approved method of lifting. Writtenprocedures in accordance with Clause 1.2.a. are required and additionally areto be approved by MOD.

11.2 Verification of Structural Strength

a. A contractors request for permission to lift by crane is to be accompanied bya certificate, signed by a competent Naval Architect, verifying that the vesselhas sufficient structural strength to withstand the proposed method of lifting.

11.3 Lifting Gear

a. The Contractor is to ensure that strops, shackles and other lifting gear are tobe in good condition and within test date.

b. A contractors request for permission to lift by crane is to be accompanied bya calculation to show that the materials, equipment and rig he proposes to useis capable of the task.

11.4 Weight of Craft

a. The displacement of the craft or vessel is to be recorded before attempting to lift.A comparison is to be made between the displacement and the intended (ordesigned) lifting weight. In no circumstances is the intended (or designed)lifting weight to be exceeded.

11.5 Support on Blocks

a. All other sections and clauses in this NES relating to dock block and shoringsupport are applicable so far as they are practicable.

11.6 Replacing in Water

a. Particular care is to be taken to record variations of the weight of the vesselwhilst out of the water and action taken to prevent the intended (or designed)liftingweight being exceeded. Clauses 4.1.a.4.2.d. are also to be satisfied. Priorto removing lifting arrangements a careful search is to be made internally forleaks.


11.2


12.1

12. CRAFT OF HARD CHINE CONSTRUCTION

12.1 General

a. Other sections and clauses in this NES are applicable so far as they areappropriate. This NES does not apply to small craft and boats whose overalllength is 15m (50!0") or less.

12.2 Additional Requirements

a. When drydocking, slipping or lifting craft of hard chine construction under 30m(100!0") in length, the boats are to be docked on special soft topped side chocksshaped to suit the underwater form of the boat. The boats are not to bedrydocked on their middle lines. The chocks are to be arranged on, or as nearas possible to, bulkheads. The Docking Plan is to be consulted to determine theextent of chocking in the vicinity of sonar domes or other projections. Aworkingclearance of 225mm (8.75") is to be allowed transversely between the inner endsof chocks and the extremities of projections. Care must therefore be taken thatthe middle line of the boat does not swing off the middle line of the chock cradleby more than 150mm (6").

b. The Docking Plan is also to be consulted regarding the longitudinal dispositionof chocks and their minimum height.

c. During slipping operations a minimum vertical clearance of 225mm (8.75") isto be maintained between the bottom of projections and any fixed member ofthe cradle. See also Clauses 8.1.a. to 8.5.a.

d. When craft are lifted, tanks are to be emptied and heavy weights such asweapons and stores are to be removed. Only an approved lifting rig is to be usedwhen slinging the vessel. See also Clauses 11.1.a. to 11.6.a.


12.2


A.1 ANNEX A.

ANNEX A.

RELATED AND INFORMATION DOCUMENTS

A.1 Reference is made to:

Referred to inClause

AQAP 1Edition 3

Quality Control System Requirements for In-dustry

1.4.c.

AQAP 4Edition 2

Inspection System Requirements for Industry 1.4.c.

AQAP 9Edition 1

Basic Inspection Requirements for Industry 1.4.c.

BR 862 Naval Magazines and Explosives Regulations Annex E.

BR 875 Regulations for Royal Fleet Auxiliaries 7.1.b.

BR 1754 Safety Regulations for Storing and HandlingPetroleum Oils

3.13.a.

BR 1762 Floating Docks Theory and Practice 10.2.l.

BR 3000 Marine Engineering Manual Annexes C. &D.

BR 3018 Technical Organisation and Administration ofNuclear Submarines

6.2.a., 10.2.h.

BR 3030 Radiological Controls for Nuclear Submarines 6.4.e.

BR 8647 Navy Department Regulations for Fire Preven-tion and Fire Protection

1.6.b.

TINS Vol 1 Technical Instructions for Nuclear Submarines 6.4.a.

CPCA 82 Electrical Shore Supplies for Nuclear Submar-ines

6.4.a.

NES 53 Requirements for the provision of Shore Sup-port Services for Surface Ships and Submarines

6.4.a.

NES 110 Vol 1(*NES 154)

Structures Manual 10.2.g.

NES 145 Breakage 1.1.

NES 516 Guide to Lightning Protection in Surface Ships 1.6.c.

Drg SDN002609916Sheet 1

Docking Plan (AFD 59) 2.2.c.

DG Ships 88 2.3.a.

Form D495 Report of Docking 3.11.a., 3.13.a.,4.3.a., 5.a.

* NOTE: In course of preparation. Whenpublished will supersede stated document.

A.2 INFORMATION DOCUMENTS (Not for Contractors Use)

a. The following documents are unlikely to be required by Contractors. They arelisted as sources of information for MOD procurement sections and use in navalbases. These documents are only contractual if specifically invoked by theContract.


A.2ANNEX A.

BR 3001 Marine Engineering Technical Instructions

BR 3018 Technical Organisation and Administration of Nuclear Submarines

BR 3321 Aviation and Motor Transport Fuel System in HM Ships

BR 4000 The Dock Book

BR 8581 Management Regulations for HM Naval Bases and otherMOD(Naval) Establishments

BR 8593 Ship Refit, Repair, Maintenance and Associated Procedures

DGSR Refitting Manual Vols I and III

MaritimeGuide

Published annually by Lloyds Register of Shipping giving dock sizesetc worldwide.

AdmiraltyTideTables

SSCP 54 Procedures, Practices and Instructions for Principle NavalOverseers (Not for issue to Contractors)


B.1 ANNEX B.

ANNEX B.

B. DEFINITIONS AND ABBREVIATIONS

a. There are no Definitions and Abbreviations for this NES.


B.2ANNEX B.


C.1 ANNEX C.

ANNEX C.

DOCKING CERTIFICATE

DOCKING CERTIFICATE

FROM: (ENTER THE CONTRACTORS NAMEAND ADDRESS)

To: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .The Commanding Officer/Master . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .HMS/RFA Date. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

DOCKING CERTIFICATE

It is requested that the certificates below may be completed, signed and returned to me before

HMS/RFA is to be docked in No. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Dock at on. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

The ship is to be upright and trimmed by the bow/stern.. . . . . . . . . . . .

The condition of tanks should be as attached (Docking in floating docks only).

Attention is drawn to changes of weight whilst in dock. No large changes of weight or moment areto be carried out by Ships Staff without prior notice to the Contractors nominated Docking Officerand until his concurrence in the proposed changes has been obtained. (BR 3000Marine EngineeringManual Art 0509.) The nominated representative of the Contractor responsible for the docking andundocking is Mr (Telephone No ). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

(Address as above)

Signed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Manager

I, Weapons and Electrical Engineer Officer, of HMS/RFA. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .hereby certify that the logs and sonar domes of HMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .are in the housed position and will remain so until docked. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Date and Time . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

I, Marine Engineer Officer of HMS/RFA hereby certify that the pro-. . . . . . . . . . . . . . . . . . . . . . . .pellers and stabilizers of HMS/RFA are in the correct docking. . . . . . . . . . . . . . . . . . . . . . . . . . . .position, that the ship is upright and at the correct trim, and that the rudders are secured amidshipsand will remain so until docked. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Date and Time . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Commanding Officer

Date . . . . . . . . . . . . . . . . . . . . . . . . . .

NOTE: Permission of the Port Authority is required before a ship can enter dockwith Explosive Stores FFO, Dieso, Avgas, Avcat or Avpin on board.


C.2ANNEX C.


D.1 ANNEX D.

ANNEX D.

UNDOCKING CERTIFICATE

UNDOCKING CERTIFICATE

FROM: (ENTER THE CONTRACTORS NAMEAND ADDRESS)

To:The Commanding Officer/Master

HMS/RFA DateThe Contractors Undocking Certificate below is communicated for your information.It is requested that the ships undocking certificate below be completed, signed and returned to

Mr by

onSigned

(Manager)

CONTRACTORS UNDOCKING CERTIFICATE

We hereby certify that the stability of the vessel, taking into account