Dry Dock for a Tugger

I had been given the task to oversee a Dry Docking for Intermediate Survey of a tugger [overall length = 22.2m, breadth=8.2m and draft = 1.2m(3.9m)]. Our company also need to rectified all the foundings by the class on the intermediate survey that being carried out by their surveyors.

We used muscle to pull this ship up the slipway, too muddy!

The heavy rain did not help at all!

The Upslip process been conducted on 17 Feb 2010 at a slipway that is capable to handle 250tonnes of vessel. The process started at 1830H on that day as the highest tide were to be expected was 5.6m on 1930H. All the chock preparations had been carried out days earlier. We had divers to standby to confirm the vessel’s seating on the chock. By 1835H, the tugger was on the slipway and been pulled up with manual help at both side of the slipway to ensure that there’s no collision onto the wall. It rained heavily on that period and accompanied by strong wind. We successfully docked the tugger at around 2045H that night. Reconnect electrical supply for the ship’s crew as requested by the owner’s rep. Packed and call it a day at around 2200H. Ship safely docked with alternative power supply and fresh water supply from the dock. All manholes had been open for ventilation purpose for the visiting surveyors in 48hrs time before the ship being upslipped.

1st night on land

On 18 Feb 2010, we continued with high pressure wash on external hull of TB3. This was to prepare for the paint integrity inspection by Jotun’s coating advisor. The coating advisor came at around 1330H that day to carry out his inspection. On 19 Feb 2010, 2x surveyors from SCM came and inspected the vessel. A total of 18 rectifications needed by the surveyors. Discussed with owner's rep to carry out the additional jobs. The survey finish after lunch time on that day. O-group at workshop for jobs briefing for all the workers on what to do for the next day.

Surveyor doing their job.

Under a hot sunny day, CNY!

On 20 Feb 2010, with a crane moved into location and staging had been built, few jobs being carried out concurrently. We removed zinc anodes from the hull. Removed sea chest in preparation of grid blasting and painting job. With the help of the crane, we removed the rubber fender and the holding chain and subsequently removed the padeyes. Another team of welders were doing jobs on the bulwark area. Cropped the dented bulwark as per initial job scope and cropped the port and stbd towing rope guide to be renewed with new piece. Life rafts being removed from the vessel to be inspected and service. Fire extinguishers being collected at one point for the same purpose. Alternative fire extinguishers were put on place while the ship’s set were sent for inspection and service. Rudders end clearance were taken and both rudders were removed in the afternoon with the help from the crane. Portside propeller was removed by the end of the day. Jobs in removing the propellers involved fabricating of alternative padeyes underneath the aft hull of the vessel. After unscrewed the conenut of the propeller with special tools, we managed to manoeuvre the portside propeller out from the shaft with the help of chain blocks. The propeller then was lifted up onto the side by using the crane. We called it a day after that.

Welding the bulwark

Sunshade

Anal job

Facelifting

In progress

Removing the propeller's nut, yes.. no safety cause we don't have a HSE officer! hahaaha

Ninja gaiden at work

On 21 Feb 2010, continued with removing the starboard side propeller. We encountered difficulties in removing the propellers. Concurrently another team was doing the installation of new padeyes, cropping and renewing new bow metal fender pipe and installing newly refurbished bulwark piece with new wordings on it. Variation order incurred. The portside propeller’s shaft being pulled out partially in the afternoon. Jobs of loosening the starboard propeller were carried out until 1830H to no avail. Call it a day at 1930H after securing all the tools and working equipment. High tide did not raise until the skeg level of the vessel.

On 22 Feb 2010, with crane in location, we managed to move out both shafts and propellers to be send to workshop for their refurbishment process. Before doing that, with both shafts being partially pulled out, the clearance had been taken. Both propellers will be refurbish back into shape and static balancing will be carried out for both the propellers. Prop shaft will be remetalled and machined back to shape. Starboard side prop shaft found to be not straight and coldstraigtening process will be carried out to straighten it. Other jobs being carried out concurrently. Cropped and remove aft plate of port and starboard side. Deck cracks being rectified. Relocation of ship’s bell being carried out as well.

On the 23^rd Feb, jobs being carried out were such as replacing all the manholes gaskets, removing ship side valves to be brought back for servicing and cleaning in the workshop. The propeller’s shaft, propellers and rudder were carried back to workshop for rectification works. Both propeller’s shaft had grooved for about 2mm. The propeller’s shaft were then being remetalled and machined back to size and stbd prop shaft had to be coldstraigthen. Dye penetration test was carried out at the keyway of the propeller’s shaft to make sure there’s no cracks in it. As for the rudders, heat fairing jobs being carried out for the starboard rudder as the upper plate was slightly dented. Both rudders were sand blasted and then being painted with undercoat and anti fouling paint. Each rudder was fixed with 2x zinc anodes of size 6B. The propellers’ blade (tips) were being brazed back to normal and balanced. Concurrently, all body works being carried out towards the end of the week.

Propellers blade remetalling, brazing process

almost finish piece

Bangla welding style

drilling holes for zinc anode to fit onto the existing nuts

coldstraigthening process being carried out in the workshop

mahaguru determining the straightness.. no need laser technology k

Machining process to crop away accessive metal

On 1^st Mac 2010, works of installation began. After installing new padeyes, installation of new chain holder for the tyres fender being carried out. Concurrently jobs of installing propeller’s shaft with new forward and aft cutless bearings also being carried out. With both the propeller’s shaft in, new tailshaft clearance was taken. Installation of new zinc anodes was also carried out as well. Ship side valves being fixed back with new gasket as well. Fixing the propellers were carried out afternoon and by the evening, both propellers were but without tightening the nuts as by then, the tide was coming in fast.

On 2^nd Mac 2010, works started with tightening the propeller’s nuts. After that had been done, rudders were being lowered down via crane and being fixed too. New rudder’s clearance reading was taken. Jobs of tightening all the internal nuts for the forward cutless bearings (stern bush) were carried out in the engine room. This was to ensure that water will not flood the whole engine room and resulting the ship to sink. All ship side valves were made sure tighten. A 2 round checks for the ship side valves were carried out with the Chief Engineer and 2^nd Engineer. 1x SCM surveyor came down for checking of all the vital parts that need to be sure.

Pushing in the prop shaft

with new stern bush, it's harder than it look

On 3^rd Mac 2010, final touch up works were being carried out and checking also being carried out together with the Chief Engineer. The serviced life rafts, fire extinguishers and new floats were sent onboard. Rubber on the water tight door at steering gear compartment was supplied and installed. Spindle for the fire hydrant at engine room was replaced and the mesh cover for vent head was replaced.

On 4^th Mac 2010, the ship was downslipped at around 1930H. Both gensets were activated to supply electricity for the ship on that night. Minor leakage was found on the propeller’s shaft packing glen for cooling water inlet. Wrapped both the area with clothes to minimise the water entry rate and called it a day as rectification jobs need to be done when the tide was low.

With new propellers and new paint

Looking good to go!

New holding chain for fenders

Final piece of rubber fender to go in

Finished product

ready for action

last night on rest for the next 2 yrs

On 5^th Mac 2010, jobs of rectifying the leakages being carried out. We found that leakages also occurred on the stern bush joints as initially the chief engineer told us not to fix gasket for that part. Removed the flanged cutless bearings and gaskets were fabricated as fast as possible to be fixed before the next high tide. The next day, both main engines being powered up but the starboard M/E didn’t activate. Chief Engineer reported this defect to owner’s rep and once again we were requested to rectify this problem together to fix back the gasket. Jobs being carried out at 2300H until 0630H 7 Mac 2010. All problems solved by then and the ship is ready for operation.

The work force

Overall test with the ship’s chief engineer was satisfactory and all found to be back to normal. Service reports being signed by the Master and our job is done.Bon Voyage. Now is time to become Ahlong and collect money from the owner! cipet.