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
Requirements For The Dry Docking,

Slipping Or Lifting Of MOD Vessels
Incorporating NES 850 Category 2

Issue 1 Publication Date October 1989
AMENDMENT RECORD
Amd No
Date
Text Affected
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.
Signature and Date
Ministry of Defence
Naval Engineering Standard
NES 850
Issue 1 (Reformatted)
October 1989
REQUIREMENTS FOR THE DRY DOCKING, SLIPPING OR LIFTING OF

MOD VESSELS
This NES Supersedes
Record of Amendments
AMDT
1
2
3
4
5
6
7
8
9
10
INSERTED BY
Incorporated
DATE
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 Architecture
Procurement Executive, Ministry of Defence
Foxhill, Bath BA1 5AB
i
ii
NES 850
SCOPE
1.
This NES conveys to the Contractor the Ministry of Defence (MOD) requirements for
drydocking, 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.
iii
NES 850
iv
NES 850
FOREWORD
Sponsorship
1.
This Naval Engineering Standard (NES) is sponsored by the Procurement Executive, Ministry
of Defence, Chief Above-water Systems Executive, Section TW113.
2.
It is to be applied as required by any Ministry of Defence contract for the docking of HM Ships,
HM Submarines, RFAs, RMAS, RNXS, Air Force, Army and all other MOD owned ships, craft
and 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 Sponsor
is 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 the

Contract. In the absence of a specific contract procedure proposals should be passed to
the 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 similar
terms means by the Controllerate of the Navy, Ministry of Defence, or (in the case of
repairs/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 indicated
by a vertical side line. Deletions will be indicated by 000 appearing at the end of the line
interval.
Conditions of Release
General
8.
This Naval Engineering Standard (NES) has been prepared for the use of the Crown and of
its contractors in the execution of contracts for the Crown. The Crown hereby excludes all
liability (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 or
third party rights. It is not to be released, reproduced or published without written permission
of the MOD.
10.
The Crown reserves the right to amend or modify the contents of this NES without consulting
or informing any holder.
MOD Tender or Contract Process

11.
This NES is the property of the Crown and unless otherwise authorized in writing by the MOD
must be returned on completion of the contract, or submission of the tender, in connection
with which it is issued.
NES 850
12.
When this NES is used in connection with a MOD tender or contract, the user is to ensure that
he 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 of
the local MOD(PE) Quality Assurance Representative or the Authority named in the tender
or contract.
13.
When NES are incorporated into MOD contracts, users are responsible for their correct
application 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 and
Annex 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 relevant
MOD Invitation to Tender or Contract Number and date, together with the sponsoring
Directorate and the Tender or Contract Sponsor.
16.
Prime Contractors are responsible for supplying their subcontractors with relevant
documentation, including specifications, standards and drawings.
Health and Safety

Warning
17.
This NES may call for the use of processes, substances and/or procedures that may be injurious
to health if adequate precautions are not taken. It refers only to technical suitability and in
no way absolves either the supplier or the user from statutory obligations relating to health
and safety at any stage of manufacture or use. Where attention is drawn to hazards, those
quoted may not necessarily be exhaustive.
vi
NES 850
CONTENTS
Page No
TITLE PAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
SCOPE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
iii
FOREWORD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Sponsorship . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Conditions of Release . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
MOD Tender or Contract Process . . . . . . . . . . . . . . . . . . . . . . . . . .
Related Documents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Health and Safety . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Warning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
v
v
v
v
v
vi
vi
vi
CONTENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
vii
SECTION
PRELIMINARY REQUIREMENTS . . . . . . . . . . . .
Docking PlansThe Contract . . . . . . . . . . . . . . . . . .
Written Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . .
Certification by the Contractor . . . . . . . . . . . . . . . . .
Contractors Nominated Responsible
Representatives . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Dock Integrity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Firefighting Arrangements and Services . . . . . . . . .
Stabilized Electrical Power . . . . . . . . . . . . . . . . . . . .
Retention of Records . . . . . . . . . . . . . . . . . . . . . . . . .
Check that Vessel Fits . . . . . . . . . . . . . . . . . . . . . . . . .
Stability Requirement . . . . . . . . . . . . . . . . . . . . . . . .
Longitudinal Distribution of Weight . . . . . . . . . . . .
Dry Docking a Structurally Damaged Ship . . . . . . .
Dock Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1.1
1.1
1.1
1.1
2.1
2.1
2.3
2.4
2.5
2.6
2.7
2.8
2.9
2.10
DOCK BLOCKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Minimum Recommended Height . . . . . . . . . . . . . . .
Maximum Permissible Height
Risk of Tripping or Pillar Mode Failure . . . . . . . . .
Dock Block Materials . . . . . . . . . . . . . . . . . . . . . . . . .
Maximum Compressive Stresses . . . . . . . . . . . . . . . .
Condition of Timber Stacks . . . . . . . . . . . . . . . . . . . .
Composite Stacks . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Alignment of Dock Blocks . . . . . . . . . . . . . . . . . . . . .
Pits and Plinths . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Side Blocks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Removal of Dock Blocks . . . . . . . . . . . . . . . . . . . . . .
2.1
2.2
2.3
2.3
2.3
2.3
2.4
2.4
2.4
3.
3.1
3.2
3.3
DOCKING DOWN . . . . . . . . . . . . . . . . . . . . . . . . . . .
Tidal Docks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Dry Docking Vessels with External Tile Fits . . . . . .
Heel and Trim . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3.1
3.1
3.1
3.1
1.
1.1
1.2
1.3
1.4
1.5
1.6
1.7
1.8
1.9
1.10
1.11
1.12
1.13
SECTION
SECTION
2.
2.1
2.2
vii
1.1
1.2
1.2
1.3
1.3
1.3
1.4
1.4
1.4
1.5
NES 850
3.4
3.5
3.6
3.7
3.8
3.9
3.10
3.11
3.12
3.13
3.14
Turning Propellers . . . . . . . . . . . . . . . . . . . . . . . . . . .
Positioning of Vessel . . . . . . . . . . . . . . . . . . . . . . . . . .
Sueing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Temporary Steadying Shores for Docking
Conventional Submarines . . . . . . . . . . . . . . . . . . . . .
Breast Shores . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Bilge and Cut-Up Shores . . . . . . . . . . . . . . . . . . . . . .
Putting more than one Vessel into Dry Dock . . . . . .
Washing Down . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
D495 ReportFouling and Condition of Paintwork
Responsibility for the Vessel . . . . . . . . . . . . . . . . . . .
Additional Requirements when Dry
Docking Submarines . . . . . . . . . . . . . . . . . . . . . . . . .
3.1
3.2
3.2
3.4
4.1
4.1
4.1
4.1
3.2
3.3
3.3
3.3
3.3
3.3
3.3
SECTION
4.
4.1
4.2
4.3
UNDOCKING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Pre-checks and Certification . . . . . . . . . . . . . . . . . . .
Undocking Vessels with Sonar Domes . . . . . . . . . . .
D495 ReportsOn Completion of Docking . . . . . . .
SECTION
5.
UNDOCKING O&P CLASS AND UPHOLDER

CLASS SUBMARINES . . . . . . . . . . . . . . . . . . . . . . .
Guidance List of Conditions When Undocking
Patrol/Conventional Submarines (where relevant) .
5.1
5.1
5.1
SECTION
6.
6.1
6.2
6.3
6.4
NUCLEAR POWERED SUBMARINES . . . . . . . . .

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Dock Integrity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Cradles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Services . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6.1
6.1
6.1
6.1
6.2
SECTION
7.
7.1
ROYAL FLEET AUXILIARIES . . . . . . . . . . . . . . . .

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7.1
7.1
SECTION
8.
8.1
8.2
8.3
8.4
8.5
SLIPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Restraint against Tipping . . . . . . . . . . . . . . . . . . . . .
Keel Clearance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Slipping . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Unslipping . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8.1
8.1
8.1
8.1
8.1
8.2
SECTION
9.
9.1
9.2
SHIPLIFTS AND SYNCROLIFTS . . . . . . . . . . . . .

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Written Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . .
9.1
9.1
9.1
SECTION
10.
10.1
10.2
FLOATING DOCKS . . . . . . . . . . . . . . . . . . . . . . . . .
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Additional Requirements . . . . . . . . . . . . . . . . . . . . . .
10.1
10.1
10.1
SECTION
11.
11.1
11.2
LIFTING BY CRANE . . . . . . . . . . . . . . . . . . . . . . . .
Agreement of MOD . . . . . . . . . . . . . . . . . . . . . . . . . .
Verification of Structural Strength . . . . . . . . . . . . . .
11.1
11.1
11.1
viii
NES 850
11.3
11.4
11.5
11.6
Lifting Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Weight of Craft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Support on Blocks . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Replacing in Water . . . . . . . . . . . . . . . . . . . . . . . . . . .
11.1
11.1
11.1
11.1
SECTION
12.
12.1
12.2
CRAFT OF HARD CHINE CONSTRUCTION . . .

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Additional Requirements . . . . . . . . . . . . . . . . . . . . . .
12.1
12.1
12.1
ANNEX
A.
A.1
A.2
RELATED AND INFORMATION DOCUMENTS

RELATED DOCUMENTS . . . . . . . . . . . . . . . . . . . .
INFORMATION DOCUMENTS
(Not for Contractors Use) . . . . . . . . . . . . . . . . . . . . .
A.1
A.1
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
ix
NES 850
NES 850
1.
PRELIMINARY REQUIREMENTS
1.1
Docking PlansThe Contract
1.2
a.
Drawings of the arrangements for docking individual ships are known as

Docking Plans. When making arrangements to dock a vessel the requirements
shown on the Docking Plan are to be fully met. When there is conflict between
a 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 Docking
Plan) then the Contract is to take precedence. Any such conflict is to be drawn
to the attention of the MOD Overseer/Representative.
b.
The Contractor is to take all reasonable actions with the MOD to ensure he is
in possession of the latest issue of the Docking Plan which is specific to the vessel
(not class).
c.
For initial drydocking/undocking of 1st of class new construction ships and

submarines breakage is to be taken and recorded. The requirements of NES 145
apply.
d.
During the build the contractor must assess the weight distribution before each
drydocking/undocking.
Written Procedures
a.
1.3
1.4
Contractors are to produce written procedures of their arrangements for the

safe drydocking and undocking of MOD vessels. These procedures are to cover
all relevant requirements of this NES or as defined in the Contract and are to
allocate specific responsibilities to specific company representatives. The
procedures are to be produced before a dock preparation takes place and are to
be made available to the MOD Overseer/Representative at least 24 hours before
the drydocking is scheduled to commence. The responsibility for the correctness
and adequacy of the written procedures rests with the main contractor who is
to take due account of any comment made by the MOD Overseer. Formal
approval by MOD is not necessary (except as in Clauses 6.1.a., 6.1.b., 10.2.a. and
11.1.a.). The MOD Overseer/Representative has the authority to waive this
requirement in an emergency.
Certification by the Contractor

a.
Annexes C., D. and E. show sample certificates that are to be completed as

appropriate before drydocking or undocking a MOD vessel. Contractors may
use alternative certificates but as a minimum they are to cover the applicable
requirements of Annexes C., D. or E. Annexes C., D. and E. are not applicable
to 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 is

commenced, that all the appropriate requirements of this NES, the Docking
Plan and the Contract have been met.
Contractors Nominated Responsible Representatives

a.
Before any preparations or detail planning for a dry docking, lifting or slipping
takes place the Contractor is to nominate in writing to the MOD
Overseer/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.
1.1
NES 850
b.
c.
1.5
(1)
the dock/shiplift/slipway being properly prepared;
(2)
the drydocking/lifting/slipping and the undocking/lowering/unslipping

operations;
(3)
communications and liaison with the MOD Overseer/Representative, the

Commanding Officer/Master and ships staff on matters concerning the
drydocking/lifting/slipping and undocking/lowering/unslipping;
(4)
ensuring that all items in the vessel which have been maintained or
repaired by the Contractor are in a state acceptable for undocking.
The Contractors nominated representative(s), suitably qualified and

experienced in Naval Architecture, to be fully responsible for:
(1)
stability calculations regarding drydocking and undocking including

taking account of changes of weights whilst in dock;
(2)
advising with respect to drydocking, lifting or slipping on matters of

strength, stability, maintenance of form, watertight integrity etc;
(3)
identifying those areas in which comprehensive instructions for the safe

and efficient operation of docks, shiplifts and slipways need to be written
or updated;
(4)
carrying out audits to establish whether the instructions on docking,

lifting and slipping are understood and being implemented (AQAP 1, 4 or
9 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 by
the Contractor.
(6)
Monitoring loading during lift/lower on ship lift and during any transfer
operation and ensuring that block loadings and imposed bending moment
are within safe working limits.
Dock Integrity
a.
1.6
The Contractors nominated Docking Officer to be fully responsible for:
The Contractor is responsible for the sound condition and correct operation of
the dock/shiplift and all of its associated equipment and machinery (eg
caisson/dock gate and pumping machinery and culverts). The MOD
Overseer/Representative is to be afforded all necessary assistance to satisfy
himself regarding these matters and any other regarding the integrity of the
dock. See also Clause 6.2.a.
Firefighting Arrangements and Services

a.
Arrangements are to be made to provide to the vessel, once docked, all necessary
services in accordance with the Contract. If specific requirements are not stated
in the Contract then the Contractor is to provide a shore hydrant connection to
the ships firemain and to the ships spraying/flooding arrangements. This
connection is to provide water in sufficient volume and at sufficient pressure to
activate the ships systems, in addition an adequate, fully operative alternative
standby supply is to be available. If the ships systems are under construction,
dismantled or under repair then alternative arrangements are to be made.
1.2
NES 850
1.7
b.
BR 8647 Chapter 6 is to apply except as modified by the contract. The contractor

is to afford all necessary assistance to the RN Fire Prevention officers acting on
behalf of the MOD Overseer/Representative.
c.
Earthing of lightning conductors on surface ships is to be in accordance with

NES 516 Section 6 or 7.
Stabilized Electrical Power

a.
1.8
Retention of Records
a.
1.9
Most warships require a continuous supply of stabilized electrical power. When

the ships generators cannot be run (eg because of lack of cooling water) the
power has to be supplied from ashore. The requirements are usually contained
in the Contract. Alternatively the MOD Overseer/Representatives will advise.
The certificates and records required by this NES are to be retained by the
Contractor for the duration of the Contract and until the guarantee expires or
as required by the contract. Upon request they are to be made available to the
MOD.
Check that Vessel Fits

a.
A documented record is to be made by the Contractor of a check that the ship

is physically able to enter the dock. The check is to be made well before the vessel
is moved into the dock. Matters to be checked are to include:
Length
Beam
Draught (see also Clause 3.1.b. for additional requirements for tidal
docks)
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, docking
towers
Clearance to remove propellers, shafts, rudders, sonars etc.
1.3
NES 850
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
1.11
Stability Requirement
a.
The minimum stability requirements for the vessel while afloat may be laid
down elsewhere in Contract documents. Prior to dry docking a check
calculation is to be made that the vessels stability will remain positive just prior
to grounding along the full length of keel. A record is to be retained of this
calculation. See Clause 1.4.c.
b.
For nuclear submarines the nuclear safety authorities may impose additional
constraints which would require calculations etc to demonstrate that stability
is maintained throughout the docked period.
c.
Drydocking arrangements must always be made for the vessel to sue aft with
a trim less than 0.5m (1!8") relative to the dock block declivity unless specific
agreement in writing has been given by the MOD Overseer/Representative to
an alternative arrangement (except as allowed by Clause 8.3.a.
d.
A lesser trim by the stern could be required to ensure positive stability on

grounding on the dock blocks. These requirements of trim do not apply to
nuclear powered submarines or other submarines docking in a cradle.
e.
T2400 (UPHOLDER class) should be at a minimum draft and have an

approximate trim of 0.3m (1!0") by the stern relative to dock block declivity
unless specific agreement in writing has been given by the MOD
Overseer/Representative to an alternative arrangement.
f.
In the case of ships fitted with passive stabilizer systems the stabilizer tanks are
to be emptied.
Longitudinal Distribution of Weight

a.
1.12
The curve of longitudinal distribution of weight for the vessel, obtained from
the Docking Plan, is to be used to ascertain the dock block pressures over the
bearing width and length of the keel. These pressures are not to exceed the
maximum allowable compressive stresses for the dock block timber shown in
Clause 2.3.a. A record of the calculated maximum pressures is to be retained by
the Contractor.
Dry Docking a Structurally Damaged Ship

a.
A vessel which has underwater damage is to be surveyed by diver(s) (provided

there is no imminent danger of sinking) to ascertain how the damage may affect
the drydocking. Particularly pertinent will be damage to the keel and any
projecting steelwork. In preparing the dock, additional keel support blocks
and/or side blocks may be needed before and abaft the damage to prevent the
bearing pressures exceeding the maximum allowable compressive stresses given
in Clause 2.2.c. Conversely blocks may need to be removed in way of keel damage
or projections. If compartments are flooded and cannot be emptied before
drydocking the vessel, precautions must be taken to support the weight of water
1.4
NES 850
by additional keel blocks or side blocks to prevent serious distortion or failure

of the ships structure. Removal of the water from the flooded compartment
must be a priority. Consideration is to be given to reducing the speed of pumping
out 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 considered
to accelerate draining.
1.13
b.
When there is damage above the waterline care must be taken to place the breast
shores on structure of sufficient strength. When the vessels structure has been
seriously weakened consideration is to be given to emptying fuel and ballast
tanks before docking the ship, provided this does not cause the ship to be
unstable as she grounds on the blocks.
c.
When it is intended to drydock a damaged ship with excessive trim in a graving

dock (because no other course of action is possible) or drydock a damaged ship
in floating dock or heavy lift ship, where trim is adjusted to match the damaged
ship, the Design Authority is to be consulted.
Dock Preparation
a.
The dock is to be prepared in accordance with the requirements of the Docking

Plan and of this NES. In addition the position of the fore end and of the after
end of the vessel is to be marked on the coping (or other suitable part) of the
dock. Alternatively, for those submarines where the ends are below the
waterline, the dockside is to be given marks to align with datums on the
submarine.
b.
After preparation the dock is to be inspected by the Contractors nominated

Docking Officer to ensure correct dock preparation and to ensure that the dock
is clear of all rubbish and debris before the dock is flooded. Additionally, the
MOD Overseer/Representative is to be afforded an opportunity to also carry out
such an inspection. A MOD inspection does not however, relieve the Contractor
of his full responsibility for the drydocking. The time of flooding is to be notified
in advance to the MOD Overseer/Representative.
1.5
NES 850
1.6
NES 850
2.
DOCK BLOCKS
2.1
Minimum Recommended Height

a.
2.2
Dock Blocks are to be of sufficient height to allow survey of and work on the
entire outer bottom of the vessel. In general it is recommended that blocks
should not be less than 1.2m (4!0") high, a more usual and convenient height
being 1.5m (5!0").
Maximum Permissible HeightRisk of Tripping or Pillar Mode Failure

a.
Hardwood blocks may be stacked up to 1.5m (5!0") high made of material at least
350mm (14") wide. The blocks are to be cribbed or double spurred shored, or
similarly prevented from tripping for a length from the point of sueing, which
is not less than one sixth of the flat keel when hardwood caps are fitted or one
third of the length of the flat keel when softwood caps are fitted. It is to be noted
that dagger planks are not acceptable alternatives to cribs or spur shores since
they do not provide adequate block stability. This requirement includes the
composite stacks referred to in Clause 2.6.a.
b.
Hardwood stacks up to 1.5m (5!0") high made of material less than 350mm (14")
but not less than 250mm (10") wide (NB. Stacks less than 250mm must not be
used) require the following precautions to be taken:
c.
(1)
The hardwood blocks are to be built to a minimum height of 600mm (24")

and maximum height of 1m (3!4") on either concrete plinths of minimum
length 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 be
not less than 65mm (2.5") square in section. The vertical supports are to
be firmly secured to each block in the stack 450mm (18") either side of the
ML of the stack, and notched to take the top end of the diagonal shore
approximately 150mm (6") from the top of the stack. A horizontal shore
is required to be wedged between the foot of the diagonal shore and the
vertical 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 each
stack of blocks. The diaphragm plates are to be secured between the
second from the top blocks, 450mm (18") either side of ML, or
(5)
Bolting two stacks together with through bolts. Nailing or dogging is

insufficient and not permitted. A minimum of 2 in No 20mm (0.75") dia
bolts per pair of blocks are required.
Hardwood stacks above 1.5m (5!0") high but less than 4m (13!1") high made of
material not less than 300mm (12") wide require the following precautions to
be taken:
(1)
The blocks are to be fully cribbed throughout ie alternative layers placed

longitudinally. Stacks to be built up in groups of at least 1.5m (5!0") long
but preferably 3m (10!0") long, or
(2)
Bolting 2 stacks together with through bolts. Nailing or dogging is

insufficient and not permitted. A minimum of 2 in No 20mm (0.75") dia
bolts per pair of blocks are required, or
2.1
NES 850
(3)
Steel bases similar to drawing No SDN 002609916 sheet 1 (Docking Plan

AFD 59) or concrete plinths of minimum length 3m (10!0"). The minimum
height of wood blocks is to be 600mm (2!0") and the maximum 1.2m (4!0").
If the blocks are 350mm (14") wide the maximum height of the timbers
in 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 may
be increased by cribbing the extension layers. The first layer above the
1.5m (5!0") being laid longitudinally. The longitudinal length is to be not
less than 3 stack spacings.
Note:
d.
2.3
Dagger planks fixed to the ends of blocks and iron dogs used to connect
blocks provide little strength and hence do not provide adequate
insurance against tripping.
Stacks more than 4m (13!1") high are not to be used without MOD approval.
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) can
be used when the docking plan specifies them. Generally it will be inappropriate
to use such a system when the ship to be docked has special requirements, such
as 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 be
used. Mixing timbers in the same dock should, if possible, be avoided
because of their differing compressions. DGS 88 defines material and
characteristics 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. However
if the keel is known to be significantly unfair softwood capping pieces
50mm thick may be used. A mixture of hardwood and softwood capping
pieces is to be avoided. Vessels with wood keels or with flat keels less than
460mm (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 capping
pieces 100mm (4") thick.
(2)
Capping pieces to shaped side blocks are to be of softwood not more than
300mm (12ins) thick on the outboard side.
2.2
NES 850
(3)
2.4
Maximum Compressive Stresses

a.
2.5
Timber dock blocks are to be sound, free of gross shakes and rot. Stacks are to
be vertical and the individual blocks to be true with good faying surfaces. The
individual pieces of timber are to be of a large practical size so that the crush
of the stacks is uniform and hard spots avoided. Small packing pieces are not
acceptable.
Composite Stacks
a.
2.7
The width and spacing of dock blocks and their capping pieces must ensure that
bearing loads do not exceed 22kg/cm2 (20 tons per sq ft) for oak or elm capped
blocks, and 16.5kg/cm 2 (15 tons per sq ft) for softwood capped blocks. Blocks are
not to be more than 1.2m (4ft) apart in graving docks. In floating docks blocks
are to be spaced in accordance with the design position for that dock. Additional
blocks if required are to be inserted between these positions or the blocks are
to be cribbed. Timbers must not normally be less than 350mm (14in) in the fore
and aft direction (see Clause 3.1.b.). In the region of very heavy loading the block
spacing is to be reduced or continuous blocking is to be used. In cases of vessels
with bar keels the preparation of the blocks may include the fitting under the
capping piece of a 20mm (0.75in) thick MS plate the same length and width as
the capping piece in order to reduce damage to the blocks to a minimum. When
the docking plan or keel line of sight details include known or built-in deviation
of the keel, the calculation of dock block loadings must be based on the actual
area of the keel in contact with the blocks during docking. If compensation is
required it must be specified in detail. It is to be noted that ships structural
overhangs forward and aft cause additional loads on the blocks during docking
in the way of the forward and after cut ups, until the overhanging structure can
be supported by vertical shores. This weight is to be assumed to affect the block
loads for a distance forward of the after cut up equal to twice the length of the
overhang and the distribution to be of parabolic form.
Condition of Timber Stacks

a.
2.6
Nuclear powered submarines. In accordance with the relevant Docking

Plan, these vessels are drydocked on cradles with rubber or softwood
capping pieces shaped to the curvature of the hull in both the fore and aft
and athwartships directions. The contractor is to carry out a full survey
of keel shape whenever the dock is dry, correlated/annotated with the
breakage measurements.
Composite dock blocks are usually constructed of a fabricated steel base and
must be surmounted by an oak or elm block at least 600mm (24ins) in depth
(excluding capping piece). If possible dock block stacks with different crushing
potentials are not to be intermixed ie composite stacks and all wood stacks are
not to be mixed in the same dock. For the same reason oak and elm cappings are
not to be mixed in the same dock.
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. Acceptable
methods of alignment are:
outwinding battens
light boxes
theodolites
lasers
2.3
NES 850
2.8
2.9
2.10
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 and
level. 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 be
profiled to the known shape of the keel and their setting to be checked by a
timber mould at least 12m (40!0") long with the top edge a set distance above
the plane of the top of straight dock blocks.
Pits and Plinths

a.
When 1.5m (5!0") high dock blocks are insufficient for large protruding sonar
domes 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 of masonry, concrete or steel and are surmounted by dock
blocks. The dock blocks above the plinths must be no more than 1.5m (5!0") high
and must be cribbed or double spur shored as required in Clause 2.2.a. The
plinths must be of sufficient continuous length along the dock to give stability
to the dock blocks against tripping ie never less than 3m (10!0") in length.
Side Blocks
a.
Side blocks may be used only if authorized by the Docking Plan. When docking
a vessel with underwater damage side blocks can additionally be authorized by
the Ministry Overseer/MOD Representative when the width of the dock is such
that the use of breast shores is not practical. They are to be erected and made
in 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 length
not less than 3m (10!0"). For vessels with steep rise of floor considerable
profiling may be necessary to achieve the maximum area of contact between
hull and side blocks.
b.
Great care is to be taken to avoid side blocks taking the initial drydocking load
ie side blocks must not be set high.
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 the
remaining blocks does not exceed the maximum compressive stresses in Clause
1.11.a.
b.
In order to minimize the risk of tripping the two remaining in place must retain
their associated cribbing or double spur shoring. Similar requirements apply to
the removal of side dock blocks.
c.
If it is essential to remove more keel blocks (eg to renew a keel plate) then
compensating side blocks must be employed. The pressures on the remaining
keel blocks and on the compensatory side blocks must not exceed the maximum
compressive stresses in Clause 1.11.a. These side blocks are to be positioned
beneath bulkheads, longitudinal frames or other strength members and check
measurements made so that the ships form is maintained.
d.
On completion of work and before undocking, all keel blocks are to be replaced
and hardened up. Procedures for this operation are to be provided as prescribed
in Clause 1.2.a.
2.4
NES 850
3.
DOCKING DOWN
3.1
Tidal Docks
3.2
3.3
3.4
3.5
a.
These provisions do not apply to docks in the Mediterranean or other areas

where tidal fluctuations are comparatively small.
b.
When MOD vessels are drydocked in tidal docks they are to be placed in the dock
only on a rising tide and the caisson (dock gate) is to be replaced at least one hour
before high water. Similarly undocking is also to take place at least one hour
before 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 information
which accurately predicts tidal flow across the dock entrance and the height of
the 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 possibility
of bottoming.
Dry Docking Vessels with External Tile Fits

a.
Prior to drydocking any vessel with an externally applied rubber/acoustic

damping tile fit, any blocks in way of tiles are to be lined with polythene sheeting
to avoid damage by stiction to tiles whilst undocking.
b.
Adequate provision must be made for block height/shape on any vessel with a
rubber tile fit, consideration being given to the reduction in the tile thickness
due to loading. (See Clause 3.2.a.c..)
c.
For vessels with a rubber tile fit careful consideration must be given to the tile
loading in way of dock blocks as excessive loads will structurally damage the
tiles and consequently reduce performance characteristics. Guidance should be
sought from NA221 for safe design loads on the various tile types prior to
drydocking any vessel with such a fit.
d.
The flow of water entering the dock is to be controlled until the top of the dock
blocks are under water to avoid the possibility of tripping.
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 the
vessel or by the use of temporary weights. See Clauses 1.10.a.1.10.f. for
requirements of trim and stability.
b.
For nuclear powered submarines the contract requirements will usually

stipulate permissible limits for heel and trim.
Turning Propellers
a.
In order not to disturb the dock blocks and to avoid washing debris into the
caisson groove, the propellers (or other propulsion) of the vessel being
drydocked must not be turned within the dock. This restriction also applies to
any accompanying or adjacent craft such as tugs etc.
b.
Prior to docking down, the propellers, stabilizers, hydroplanes and rudders are
to be turned to their drydocking positions and restrained from further
movement.
Positioning of Vessel
a.
The methods of moving the vessel into and out of the dock and positioning the
vessel correctly with respect to the dock block arrangement is to be determined
3.1
NES 850
by the Contractor. The method chosen must be approved by the MOD Overseer/
Representative and must not create a risk of damage to the vessel or her
equipments.
3.6
3.7
3.8
Sueing
a.
Except for nuclear powered submarines and other submarines drydocked in

cradles and as allowed by Clause 7.1.d. the vessel will sue first at the after cut
up (ACU). As soon as the ACU has sued on the dock blocks the breast shores (see
Clauses 3.7.b.-3.8.a.) closest to the cut up are to be put in place (packed but not
wedged thus allowing movement whilst the vessels trim changes until she has
sued along the full keel length). This is intended to ensure that during the
critical period of reduced stability the vessel may be steadied if the need
unexpectedly arises.
b.
As soon as the vessel sues along her full keel length all breast shores are to be
speedily put in place and wedges hardened up. Until this has been done the
water level must not be allowed to fall any further. Vessels with fixed domes are
to have the domes pumped out at rate which minimizes the difference in water
levels inside and outside the dome.
c.
As soon as the dock is dry an inspection is to be carried out to verify the vessel
is correctly placed on the blocks and that arrangements are intact and correct.
Temporary Steadying Shores for Docking Conventional Submarines

a.
The breast shores for conventional submarines (of the Oberon or Porpoise
types) are usually at about the waterline or lower at maximum beam. For this
reason it is not practicable to place the breast shores in position until the water
has fallen by a considerable amount. It is therefore necessary to give support to
the submarine by temporary steadying shores placed against the lower part of
the fin (at the precise strong position shown on the Docking Plan).
b.
The temporary steadying shores are to be placed when the submarines sues aft
but are to be kept slack. From the time of sueing aft until the keel is fully in
contact with the blocks along its length care must be taken to ensure that shores
do 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 temporary
steadying shores are to be hardened up. They may be kept in place until the
submarine is undocked. If removed during the period in dock they must be
replaced and hardened up before undocking.
d.
For O and P class submarines drydocked in cradles the cradle blocks will bear
on 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 hull
then it must be made good by wedging at the earliest opportunity.
Breast Shores
a.
Breast shores can be heavily loaded. They are to be of a suitable material such
as steel or timber which is free from shakes or rot. Shores are to be of sufficient
cross section to ensure that buckling failure cannot occur in the event of
unexpected high axial loading. Shores of 150mm (6") diameter are sometimes
adequate when very short lengths are required but most docks demand a
minimum of 300mm (1!0") square.
b.
When in place, the heads (ie the ship ends of the shores) of breast shores are to
be higher than the heels (ie the dry dock altar ends of the shores) so that the
shores cannot jam when the vessel undocks.
3.2
NES 850
c.
3.9
3.10
Bilge and Cut-Up Shores

a.
When bilge and cut-up shores are required, they are to be put in place as soon
as practicable. The period during which the vessel is unsupported is to be kept
to an absolute minimum.
b.
The statements in Clause 3.6.a. regarding the materials, sizes and strengths of
breast shores apply equally to bilge and cut-up shores. For GRP vessels the
heads of breast, cut-up and bilge shores are to be padded to prevent hull damage.
Putting more than one Vessel into Dry Dock

a.
3.11
3.12
When two or more vessels of similar draughts are being drydocked down at the
same time, care must be taken to ensure the second vessel does not accidently
sue whilst attending to the first. The Contractor is to satisfy the MOD Overseer/
Representative before the event that sufficient precautions will be taken.
Washing Down
a.
Washing down is usually best done from the dock bottom using high pressure
fresh water hoses. It is to be carried out as soon as practicable, but not until the
survey information on the extent of outer bottom fouling has been obtained for
recording on the form D495.
b.
Contractors are to take precautions to contain arisings which result from

washing down so as to control/prevent pollution which the toxins and poisons
in anti-fouling coatings would otherwise cause.
D495 ReportFouling and Condition of Paintwork

a.
3.13
Breast shores are to be placed, as indicated on the Docking Plan, at points of

high hull strength such as on bulkheads or decks. Unless otherwise indicated
on the Docking 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 arrangements
during the period in dock and to include
hardening up
requirements/precautions.
Information needed to complete the D495 Report of Docking (eg extent of

fouling, condition of paintwork etc) is to be obtained by the Contractor as soon
as the vessel has been docked down.
Responsibility for the Vessel

a.
Unless otherwise provided for in the contract, the Contractor is responsible for
the safety and stability of the vessel for the entire time the vessel is in
dockfrom the time the stem passes through the dock entrance until it leaves
on undocking. All necessary assistance will be given to the Contractor by Ships
Staffs including:
(1)
obtaining the consent of the Contractors nominated Docking Officer

before transferring ballast, fuel, water and other liquids; moving weights;
and consuming fuel and fresh water etc. Refer to BR 1754 for movement
of fuels;
(2)
giving the Contractors nominated Docking Officer full details of weights

and liquids moved or consumed;
(3)
when requested supplying hydrostatic and stability curves, tank tables

and other data held onboard.
3.3
NES 850
b.
3.14
The Contractor is responsible for the timely repair of any damage caused by
himself, his agents, servants or sub-contractors etc. Such repairs are to be to a
standard agreed by the MOD Overseer/Representative.
Additional Requirements when Dry Docking Submarines

a.
The Contractors nominated Docking Officer is to inform the Commanding

Officer (PNO during build) of the time when it is expected that the submarine
will be landed on the blocks, and the time when flooding is to be started when
undocking and of the required condition of trim. The Commanding Officer is
to be requested to inform the Contractors nominated Docking Officer when the
submarine is at the required trim. The Commanding Officer is to be further
requested not to change this trim without consulting the contractors
nominated Docking Officer.
b.
The Contractors nominated Docking Officer is to have previously agreed with

the Commanding officer (PNO during build) that a responsible ships officer
will be present to take charge on the submarine and to arrange for any changes
in the disposition of weights which may be found necessary.
c.
When the drydocking operation is complete the Contractors nominated

Docking Officer is to inform the Commanding Officer (PNO during build) that
the submarine is docked down and shored.
d.
It is desirable to crack open main Kingston valves (O and P class) before the
vessel is docked down owing to the possible difficulty in operating these fittings
when a submarine is on the blocks.
e.
All main tanks are to be blown before entering the dock, those fitted with
Kingston valves having these left open if the procedure described in Clause
3.14.d. has been adopted.
f.
When a submarine has no crew onboard the Contractors nominated Docking

Officer is to take full responsibility for the dry docking and undocking of the
vessel. He is to ensure that the vessel is brought to the required state of trim
before the operation is begun.
3.4
NES 850
4.
UNDOCKING
4.1
Pre-checks and Certification
4.2
4.3
a.
The Certificate in Annex D. is to be fully completed before water is admitted for

undocking. This certificate is not applicable to new construction vessels that are
being fitted out prior to MOD acceptance into service.
b.
Before undocking, the dock is to be cleared of all arisings, stores and rubbish to
prevent anything being washed up into seatubes etc and jamming valves. Block
securings are to be checked, especially if they have been removed and replaced.
c.
Propellers, stabilizers, hydroplanes and rudders are to be in their docking

positions and restrained from further movement.
d.
Before undocking, the dock is to be inspected by the Contractors Nominated

Docking Officer to ensure that the requirements of Clauses 4.1.b. and 4.1.c.
have been met. Additionally the MOD Overseer/Representative is to be afforded
the opportunity to also carry out such an inspection. A MOD inspection does not
however, relieve the Contractor of his full responsibility for the undocking. The
time of commencement of undocking is to be notified in advance to the MOD
Overseer/Representative.
Undocking Vessels with Sonar Domes

a.
When undocking HM Ships fitted with retractable sonar hull outfits it is

necessary for the dome to be lowered a suitable distance during the initial stages
of flooding the dock and/or rig fine mesh nets to prevent foreign matter floating
up through the keel aperture. Particular care is to be taken that when the water
level reaches approximately 1.5m (5!0") over the top of the dock blocks the
domes are immediately rehoused. The responsibility for ensuring that this is
done rests with the Commanding Officer or, for a vessel not in commission, the
Contractor, who is to arrange for an immediate report to be made to the
Contractors nominated Docking Officer if any difficulties are being
experienced in housing the dome, in order that measures can be taken to
prevent the ship becoming waterborne. A report is always to be made to the
Contractors 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 which
minimizes the difference in water level, between the inside and outside of the
dome.
c.
Both the handbook of the hull outfit concerned and the installation instructions
lay down the precautions appropriate to each particular hull outfit, and both are
to be consulted as necessary.
d.
Immediately all underwater valves are covered pumping is to cease until a

careful search for leaks inside the vessel is completed, and these made good.
D495 ReportsOn Completion of Docking

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

undocking.
4.1
NES 850
4.2
NES 850
5.
5.1
UNDOCKING O&P CLASS AND UPHOLDER CLASS SUBMARINES

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

undocking.
b.
The Contractors nominated Docking Officer is to ascertain from the

Commanding Officer, (PNO during build) before commencing undocking, that
all main tank Kingston valves are shut.
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 below waterline to have been tested, lashed shut and
open 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 conning
tower, upper and lower, which, although left open, are to be checked for
satisfactory closing. Where a hatch has not been installed, a pressure tight
blank is to be fitted. The upper and lower conning tower hatches are to be
proved at the vacuum test, and any service leads subsequently passed
through the conning tower are to have breaking connections adjacent to
the upper hatch.
(6)
The boundaries of escape of compartments are to have been tested

satisfactorily. Main bulkheads of untested compartments are to be
examined 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 satisfactorily

tested 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. Incomplete

assemblies above the waterline to be blanked.
(10) All underwater external gratings and fairings to be fitted. Greasing

arrangements 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 to
main line cable wash down connection.
(14) The LP blower, ballast pump, appropriate hydraulic/telemotor pump and
one air loaded accumulator (ALA) to be operational.
(15) Hydraulic/telemotor system to be sufficiently complete for the operation
of bow and stern caps, main vents and Kingston valves. The forward and
5.1
NES 850
aft telemotor hand pumps to be available for pressurizing bow and stern
cap operating systems etc.
(16) At least two HP air groups to be fully charged and available for direct
blowing, blowing HP to LP, salvage blows, one ALA and main propeller
shaft emergency seals.
(17) LP air system to be complete and operationally tested.
(18) Torpedo tube control arrangements for bow and stern caps where fitted
to 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 secure
with all greasing proved. Rudder and hydroplanes to be secured in central
position.
(20) All external work on main shafting and stern seals to be complete and
tested.
(21) Garbage ejector to be installed or tube blanked externally.
(22) For O and P class submarines. (Requirements for SSK UPHOLDER class
will be incorporated in due course. Pending such instructions the design
authority is to be consulted via the Ministry Overseer/Representative.)
Hull Outfit 3 watertight trunk to be water pressure tested and the 719
Directing 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/shipyard
Design Division.
5.2
NES 850
6.
NUCLEAR POWERED SUBMARINES
6.1
General
6.2
a.
For new construction nuclear powered submarines the Shipbuilding Contractor

is to produce written drydocking and undocking instructions which are to be
submitted to PNO for MOD comment. MOD comment is to be incorporated into
the instructions before commencement of the drydocking/undocking
procedures.
b.
HM nuclear powered submarines in commission will normally be drydocked at

Devonport, Rosyth or Faslane. The Contractors at Devonport and Rosyth are
to prepare Nuclear Procedures containing the pre-requisites and detailed
instructions for drydocking and undocking nuclear powered submarines. The
MOD Overseer/Representative is to be afforded the opportunity to be
represented on the Procedure Authorization Groups approving these nuclear
procedures. The Nuclear Procedure Co-ordinator for these nuclear procedures
is to be the Contractors nominated Docking Officer.
c.
Should another shiprepair yard be required to drydock a nuclear powered

submarine, a liaison officer or team will normally be provided by
Superintendent 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 Ships
DGSR. For Fleet Dockings this information is to be obtained from the
designated repair authority. Such information can be obtained via the MOD
Overseer/ Representative.
e.
The certificates at Annexes C. and D. are to be expanded to include the nuclear

submarine requirements (eg nuclear safety requirements, housing of the
secondary propulsion unit etc).
f.
Nuclear safety justification and clearance of the drydocking facility by the

directorate of Naval Policy and Security is an essential requirement for SSNs
and SSBNs.
g.
The maintenance of stability control during the entire period in dock is

essential.
Dock Integrity
a.
6.3
Unless stated otherwise in the contract or specification:

(1)
The graving dock/floating dock/shiplift is to be the subject of an approved

Nuclear Safety Report in accordance with BR 3018 Annex A.
(2)
The maintenance of the graving dock/floating dock/shiplift, caisson(s) or

gate and pumping, flooding and draining arrangements is to be covered
by a planned maintenance system acceptable to the MOD Overseer/
Representative.
(3)
The operation of the graving dock/floating dock/shiplift, caisson(s) or gate

and pumping, flooding and draining arrangements are to be covered by
written operating procedures acceptable to the MOD Overseer/
Representative.
Cradles
a.
Nuclear powered submarines are drydocked into cradles, details of which are
shown on the relevant Docking Plans. The option also exists for conventional
submarines. See also Clause 3.7.c.d..
6.1
NES 850
6.4
b.
Before each drydocking operation the cradle is to be examined for rot, splits and
shakes etc in accordance with Clause 2.2.d. Unsound timber is to be replaced
with good timber before the drydocking operation. Wherever practicable the
other sections and clauses of this NES are to apply. The cradle is also to be
checked (as part of the inspection at Clause 1.13.b.) for accuracy of profile and
cross-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.).
Services
a.
The following shore services, essential for nuclear safety are to have been tested
and connected (except that the supply of demineralized water may be available
at 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 graving
dock:
(1)
Primary alternative and stand-by electrical shore supplies are to be in

accordance with NES 53 and Technical Instructions for Nuclear
Submarines (TINS) Volume 1 CPCA MEMO 82;
(2)
A primary supply of salt or fresh water for reactor cooling and a completely
independent standby supply;
(3)
A facility for discharge of radioactive primary coolant, ie portable effluent

tank or connection to an effluent treatment plant;
(4)
Nuclear accident communications;

(a)
From the Control Room to the Emergency Monitoring

Headquarters (EMHQ), or where there is no EMHQ, the Port
Headquarters or equivalent.
(b)
From the Manoeuvring Room to the shore Electrical Power Systems

Control Room.
(5)
A supply of demineralized water, available at agreed notice;
(6)
Other services and supplies as required by the Contract, NES 53 or

Technical Instructions for Nuclear Submarines (TINS).
b.
The connection and listing of the shore services as in Clause 6.4.a. and all other
relevant nuclear safety drydocking prerequisites are to be included as
prerequisites in the nuclear procedures for drydocking the nuclear powered
submarine.
c.
The following additional facilities are required if the crew are to live aboard the
nuclear powered submarine during the drydocking period.
d.
(1)
Fresh water supplies of up to 4000 gallons per day.
(2)
Suitable connections to the combined sewage and slop drain tank

overboard discharge systems.
Before commencing to pump the dock, the Contractors nominated Docking

Officer is to have received from the Commanding Officer confirmation in
writing that the reactor plant and containment are in the state specified in the
prerequisites to the Nuclear Docking Procedure and that flooding bonnets and
6.2
NES 850
hoses for cooling water are fitted in the required positions and functioning
satisfactorily (unless the bonnets and hoses have been fitted by the Contractor).
e.
When the submarine has been docked down, the Contractor is to arrange a
radiation survey of the submarine hull, dock walls and bottom in the vicinity
of the reactor compartment. The Contractor is to erect radiological controlled
area or supervised area signs as necessaryBR 3030(2) Section 2 Chapter 1
refers.
f.
All relevant undocking nuclear safety prerequisites are to be included as

prerequisites in the nuclear procedure for undocking the nuclear powered
submarines.
g.
Where work on or in connection with nuclear powered submarines is to be

undertaken by a non-nuclear repair contractor, the Commanding Officer of the
submarine is responsible for the scrutiny of intended work for nuclear and
radiological implication. No work with a nuclear implication is to be carried out
by a non-nuclear contractor without prior MOD approval.
6.3
NES 850
6.4
NES 850
7.
ROYAL FLEET AUXILIARIES
7.1
General
a.
Other relevant sections and clauses in this NES are also applicable to the
drydocking and undocking of Royal Fleet Auxiliaries (RFAs).
b.
Trim and stability requirements for drydocking and undocking RFAs are as
stated elsewhere in this NES but are additionally to be discussed and agreed
with 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 and

annotated in agreement with the RFA Technical Superintendent.
d.
When a RFA is undocked a joint inspection by the Contractor and the RFA
Technical Superintendent of the ships bottom and the dock bottom is to be
carried out immediately before water is admitted into the dock. If for any reason
the inspection takes place earlier, a watchkeeper is to be stationed at the dry
dock to prevent any person or persons taking action which would affect the
safety of the vessel. The watchkeeper is not to leave his station until flooding
has started. The dock inspection party will commence their inspection at the
forward end of the ship and work their way aft checking each plug in turn and
marking it off on the plug account. Attention is to be paid to all plugs not only
those known to have been removed. Particular attention is to be paid to the
latter to ascertain that they are properly grommeted and secure.
e.
When the water in the dry dock has covered the sea suction valves and before
the vessel floats off the dock blocks, the Contractors nominated Docking
Officer is to request of the RFA Technical Superintendent (or in his absence the
ships Chief Engineer) to arrange an internal inspection to ascertain that no
leakage is taking place. This inspection is to include all ships side valves. Tanks,
compartments or other spaces which cannot be visually examined are to be
sounded 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 all
ships side valves are in good order and lashed in the closed positions; that
grating securing arrangements, rudder and associated parts, stern gland and
outside fastenings are correct and in good order.
g.
During the period of dry docking and during any tank testing, bilge and side
shores 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 in
charge of the ship, at least 24 hours notice in writing of drydocking or
undocking.
7.1
NES 850
7.2
NES 850
8.
SLIPS
8.1
General
8.2
a.
Smaller vessels may be slipped instead of drydocked. Other sections and clauses
in 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 to

ensure that the vessel is adequately supported along the keel without keel
overhang at either end.
c.
If satisfactory service is to be obtained from a slipway it needs to be properly

maintained and the area kept free of obstruction, mud, dirt, rubbish etc. Before
a MOD vessel is slipped, the Contractors slipway is to have been the subject of
a satisfactory survey during the preceding twelve months. The survey is to have
been carried out jointly with a surveyor suitably qualified in civil engineering.
The survey is to cover concrete aprons, piling, security of tracks, rails and roller
paths, underwater sheaves, hauling wires, security of hauling winch etc. Any
required remedial action is to have been taken. The Contractor will be required
to provide evidence that the survey and remedial action has been completed
satisfactorily. A valid certificate of test for winch machinery is to be made
available for inspection prior to slipping/unslipping vessels.
d.
The maintenance undertaken is also to include preservation of the cradle

members, servicing of the winch machinery and condition survey of the wires,
wheels, rollers, pawls, pullage, sheaves and rail clips etc.
Restraint against Tipping

a.
8.3
8.4
A slip cradle is to provide restraint against the vessel tipping during slipping or
unslipping. At least two side support structures are to be attached to each side
of the mobile platform, positioned to prevent a heel of more than 5 and of
strength sufficient to resist a horizontal force of 4W sin 5 applied at the points
of contact with the vessel, where W is the weight of the vessel.
Keel Clearance
a.
Draught boards indicating the depth of water available over the top of the
foremost 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 lightened
if necessary to bring it within the lifting capacity of the slipway. An initial
clearance of at least 150mm (6") is to be allowed between the bottom of the craft
and the top of the capping block on the carriage when the craft is correctly
positioned over the cradle. When slipping on slipways leading from busy, tidal,
or open waters the minimum clearance between the keel and cradle is to be
300mm (12") and great care is to be taken to ensure that the wash from passing
ships 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 be

clear of the supporting blocks.
Slipping
a.
As the craft is drawn out of the water, wedges are to be packed tightly between
the bottom of the craft and cradle blocks where hard bearing is not obtained,
in order to distribute the weight of the craft as evenly as possible over the length
and breadth of the cradle.
8.1
NES 850
8.5
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 block
when in the correct location and the vessel is to be so trimmed that she will not
sue all along until the cradle has been fully extended and the vessel supported
at 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 or more
pawls in the pawl rack. Spur shores are to be placed and wedged up from the
floor of the slip to the cradle, whether or not pawls are fitted.
Unslipping
a.
Precautions are to be taken when lowering the cradle to prevent it taking

charge. Backhaul wires are to be kept clear of the cradle track. Particular
precautions are to be taken when the cradle is in two or more sections (ie
collapsible cradle). As the vessel takes to the water, care is to be taken to prevent
the wedges jamming between the deck edge and the dolphins. Just prior to the
vessel floating off the cradle the winch is to be stopped to allow a careful search
for leaks to be made.
8.2
NES 850
9.
SHIPLIFTS AND SYNCROLIFTS
9.1
General
b.
9.2
Shiplifts may be used if the written permission of the MOD has been previously
obtained for the type of vessel and the particular lift. Permission will only be
granted if a full safety and reliability assessment based on fault free analysis of
the lifts power and control systems demonstrates acceptable levels of risk to the
vessel. Other sections and clauses in this NES are applicable also to Shiplifts so
far as they are practicable.
Written Procedures
a.
Procedures as required by Clause 1.2.a. are to be written by the Contractor

before any MOD vessel is lifted or lowered or transported on the associated
system. These written procedures are to include contingencies satisfactory to
the 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 for
comparison with loadings measured by the lift. Weights of shiplift beams and
cradles must obviously be taken into account. The loading limits are:
(1)
The maximum individual block loading that the local ship structure can
support.
(2)
The loading pattern which combined with the ships weight distribution,
exceed the acceptable longitudinal bending moment at any section of the
vessel.
Note that during the lift the varying loading along the lift will cause the
lift to go out of level because high loads will stretch the lift ropes more than
low loads. The lift will stop when the highest (lowest loaded) beam reaches
ground level and then it must be levelled by varying the remaining beams.
Because of the stiffness of vessel and dock preparation, this will give large
loading increases in the highly loaded beams with very small movement
and therefore very quickly. A considerable margin is therefore required
from the limiting loadings to allow levelling to be undertaken safely.
c.
As Clause 9.2.b., the equivalent loadings for any transfer system must be
calculated, displayed on the transfer systems load monitoring equipment, and
satisfactory arrangements made to monitor it throughout operation of the
system.
d.
Operating/Emergency procedures must give full details of the recover actions

to be taken if any of the loading limits are exceeded.
9.1
NES 850
9.2
NES 850
10.
FLOATING DOCKS
10.1
General
a.
10.2
Other sections and clauses in this NES are to be instigated where applicable.
Additional Requirements
a.
MOD owned floating docks (whether operated by MOD or a Contractor) are to

be operated completely in accordance with MOD instructions for the dock.
Written procedures in accordance with Clauses 1.2.a. and 6.1b. are required and
additionally are to be approved by MOD.
b.
Floating docks owned by Contractors or sub-contractors may be used if the

written permission of the MOD has been previously obtained for the particular
dock and the type of vessel. The granting of such permission will depend on a
number of factors including the scrutiny (but not necessarily approval) of the
written dock operating procedures (see Clauses 1.2.a. and 6.1.b.) and
verification that the dock structure, equipment, systems and stability meet
agreed standards.
c.
It is to be noted that ships structural overhangs forward and after cause

additional loads on the blocks during docking in the way of the forward and after
cut ups, until the overhanging structure can be supported by vertical shores.
The additional loadings have particular relevance to floating docks in that they
may locally exceed the weight per foot loadings of the dock structure.
d.
Dock Operating Instructions for MOD owned floating docks give maximum
permissible displacements for bearing lengths of keels, for ships without curves
of longitudinal distribution of weight (load curves) and these should never be
exceeded.
e.
Where a curve of longitudinal distribution of weight (load curve) is available for

a vessel then this is to be superimposed on the net lift curve of the dock. If the
lift curve exceeds the load curve over its whole length then it is safe to dock that
vessel (the load curve will have isolated peaks due to concentrated weights it
is 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 the
additional loadings on the blocks and dock structure due to overhanging ship
structure at the cut-ups, then these additional loads are to be calculated. A
method of calculations is shown in NES 110 Vol 1Structures Manual.
h.
Floating docks used for drydocking nuclear submarines require safety reports
providing justification of the facility. The requirements for the administration
of the Safety Report are specified in BR 3018. The report is to concentrate on
stating how the nuclear safety of the submarine(s) will be ensured through the
interfaces between it and the dock and will be completed for endorsement by
nuclear safety authorities. Key hazards which need safeguarding against are
those events which cause unplanned heel, trim or loading of the dock, hence
transfer of these effects to the interface arrangements and the submarine. The
dock design, operating and maintenance authorities are to combine to produce
the completed report.
i.
When pumping floating docks a methodical plan is always to be used. It is to be

carried out in such a manner that longitudinal and transverse deflections of the
10.1
NES 850
dock are prevented and is done by removing water from the tanks below the
largest loads. This is essential to prevent excessive bending moments and the
possible rupturing of tanks and reduction of dock strength.
j.
In MOD owned floating docks deflections are never to be allowed to exceed the
permissible amounts shown in the Dock Operating Instructions.
k.
The centre of gravity of a floating dock is usually before or abaft the longitudinal
centre of buoyancy. Without a vessel, the dock is kept level by flooding the tanks
one end more than the other, such that the combined centre of gravity of dock
and 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 the
maximum amount of water to be pumped out to obtain maximum lift.
l.
Further information can be obtained from BR 1762Floating Docks Theory

and Practice.
10.2
NES 850
11.
LIFTING BY CRANE
Note:
11.1
Agreement of MOD
a.
11.2
11.4
a.
The Contractor is to ensure that strops, shackles and other lifting gear are to
be in good condition and within test date.
b.
A contractors request for permission to lift by crane is to be accompanied by

a calculation to show that the materials, equipment and rig he proposes to use
is capable of the task.
Weight of Craft
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 (or
designed) lifting weight. In no circumstances is the intended (or designed)
lifting weight to be exceeded.
Support on Blocks
a.
11.6
A contractors request for permission to lift by crane is to be accompanied by

a certificate, signed by a competent Naval Architect, verifying that the vessel
has sufficient structural strength to withstand the proposed method of lifting.
Lifting Gear
a.
11.5
No MOD craft or vessels are to be lifted by crane, without the written authority
of the MOD Project Manager. In certain circumstances this authority will be
backed by a drawing showing the approved method of lifting. Written
procedures in accordance with Clause 1.2.a. are required and additionally are
to be approved by MOD.
Verification of Structural Strength

a.
11.3
(NB This NES does not apply to small craft and boats whose overall length
is 15m (50!0") or less.)
All other sections and clauses in this NES relating to dock block and shoring
support are applicable so far as they are practicable.
Replacing in Water
a.
Particular care is to be taken to record variations of the weight of the vessel

whilst out of the water and action taken to prevent the intended (or designed)
lifting weight being exceeded. Clauses 4.1.a.4.2.d. are also to be satisfied. Prior
to removing lifting arrangements a careful search is to be made internally for
leaks.
11.1
NES 850
11.2
NES 850
12.
CRAFT OF HARD CHINE CONSTRUCTION
12.1
General
a.
12.2
Other sections and clauses in this NES are applicable so far as they are
appropriate. This NES does not apply to small craft and boats whose overall
length is 15m (50!0") or less.
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 chocks
shaped to suit the underwater form of the boat. The boats are not to be
drydocked on their middle lines. The chocks are to be arranged on, or as near
as possible to, bulkheads. The Docking Plan is to be consulted to determine the
extent of chocking in the vicinity of sonar domes or other projections. A working
clearance of 225mm (8.75") is to be allowed transversely between the inner ends
of chocks and the extremities of projections. Care must therefore be taken that
the middle line of the boat does not swing off the middle line of the chock cradle
by more than 150mm (6").
b.
The Docking Plan is also to be consulted regarding the longitudinal disposition

of chocks and their minimum height.
c.
During slipping operations a minimum vertical clearance of 225mm (8.75") is

to be maintained between the bottom of projections and any fixed member of
the 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 as
weapons and stores are to be removed. Only an approved lifting rig is to be used
when slinging the vessel. See also Clauses 11.1.a. to 11.6.a.
12.1
NES 850
12.2
NES 850
ANNEX A.
RELATED AND INFORMATION DOCUMENTS
A.1
Reference is made to:
AQAP 1
Edition 3
AQAP 4
Edition 2
AQAP 9
Edition 1
BR 862
Quality Control System Requirements for Industry

Inspection System Requirements for Industry
Referred to in
Clause
1.4.c.
1.4.c.
Basic Inspection Requirements for Industry
1.4.c.
Naval Magazines and Explosives Regulations
Annex E.
BR 875
Regulations for Royal Fleet Auxiliaries
7.1.b.
BR 1754
3.13.a.
BR 1762
Safety Regulations for Storing and Handling

Petroleum Oils
Floating Docks Theory and Practice
BR 3000
Marine Engineering Manual
BR 3018
Technical Organisation and Administration of

Nuclear Submarines
Radiological Controls for Nuclear Submarines
Annexes C. &
D.
6.2.a., 10.2.h.
BR 3030
BR 8647
TINS Vol 1
Navy Department Regulations for Fire Prevention and Fire Protection

Technical Instructions for Nuclear Submarines
10.2.l.
6.4.e.
1.6.b.
6.4.a.
CPCA 82
Electrical Shore Supplies for Nuclear Submar- 6.4.a.

ines
NES 53
Requirements for the provision of Shore Sup6.4.a.
port Services for Surface Ships and Submarines
NES 110 Vol 1 Structures Manual
10.2.g.
(*NES 154)
NES 145
Breakage
1.1.
NES 516
Guide to Lightning Protection in Surface Ships
1.6.c.
Drg SDN
002609916
Sheet 1
Docking Plan (AFD 59)
2.2.c.
DG Ships 88
Form D495
* NOTE:
A.2
2.3.a.
Report of Docking
3.11.a., 3.13.a.,
4.3.a., 5.a.
In course of preparation. When published will supersede stated document.
INFORMATION DOCUMENTS (Not for Contractors Use)

a.
The following documents are unlikely to be required by Contractors. They are

listed as sources of information for MOD procurement sections and use in naval
bases. These documents are only contractual if specifically invoked by the
Contract.
A.1
ANNEX A.
NES 850
ANNEX 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
BR 8593
Management Regulations for HM Naval Bases and other

MOD(Naval) Establishments
Ship Refit, Repair, Maintenance and Associated Procedures
DGSR
Refitting Manual Vols I and III
Maritime
Guide
Admiralty
Tide
Tables
Published annually by Lloyds Register of Shipping giving dock sizes

etc worldwide.
SSCP 54
Procedures, Practices and Instructions for Principle Naval

Overseers (Not for issue to Contractors)
A.2
NES 850
ANNEX B.
B.
DEFINITIONS AND ABBREVIATIONS

a.
There are no Definitions and Abbreviations for this NES.
B.1
ANNEX B.
NES 850
ANNEX B.
B.2
NES 850
ANNEX C.
DOCKING CERTIFICATE
DOCKING CERTIFICATE
FROM: (ENTER THE CONTRACTORS NAME

AND 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 are
to be carried out by Ships Staff without prior notice to the Contractors nominated Docking Officer
and until his concurrence in the proposed changes has been obtained. (BR 3000 Marine Engineering
Manual Art 0509.) The nominated representative of the Contractor responsible for the docking and
undocking 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 propellers 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 amidships
and will remain so until docked.
............................................
Date and Time . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
............................................
Commanding Officer
Date
NOTE:
..........................
Permission of the Port Authority is required before a ship can enter dock
with Explosive Stores FFO, Dieso, Avgas, Avcat or Avpin on board.
C.1
ANNEX C.
NES 850
ANNEX C.
C.2
NES 850
ANNEX D.
UNDOCKING CERTIFICATE
UNDOCKING CERTIFICATE
AND ADDRESS)
To:
HMS/RFA
Date
The Contractors Undocking Certificate below is communicated for your information.
It is requested that the ships undocking certificate below be completed, signed and returned to
by
Mr
on
Signed
(Manager)
CONTRACTORS UNDOCKING CERTIFICATE
We hereby certify that the stability of the vessel, taking into account changes of weights by the contractor and changes of weights by the Commanding Officer is satisfactory for undocking.
We hereby certify that the valves, submerged torpedo tubes, sonar gear and all other underwater
which have been under repair
fittings and openings in HMS/RFA
by the contractor have been examined and found to be well and properly constructed and fitted, and
are all tight.
All these valves and openings are closed and the ship is ready for undocking.
The flooding of the dock will start at
Signed
(Contractors nominated Docking Officer)
on
Date
SHIPS UNDOCKING CERTIFICATE

We, the undermentioned officers of HMS/RFA
certify that the
valves, submerged torpedo tubes, sonar gear and all the other underwater openings of HMS/RFA
which have been under examination or repair by ships staff, have
been found to be well and properly constructed and fitted and all valves and other openings for which
we are respectively responsible whether repaired or not, are properly closed.
The logs, sonar domes and stabilizers are correctly housed: the rudder is secured amidships and the
propellers are in the correct docking position with shaft locked: anchors are housed and secure: Derricks, davits and cranes turned in and secure:
Marine Engineer Officer
Date
Weapons Engineer Officer

Date
D.1
ANNEX D.
NES 850
CHANGES OF WEIGHTS IN DOCK

With reference to BR 3000 Marine Engineering Manual Art 0509,
I hereby certify that (delete as necessary):
(a) No changes have been made by the Ships Staff while the ship has been in dry dock, in the distribution of weights, which will affect the draught, heel, trim and stability of the ship on being undocked.
(b) Changes made by Ships Staff to the distribution of weights while the ship has been in dock have
been reported to . . . . . . . . . . . . . . . . . . . . . . . . . . . in writing, and two clear working days notice has
been given.
(c) It is confirmed that the only changes made in the distribution of weights since the report made
in accordance with (b) are those which have been made at the request of the contractor to counteract
any earlier weight changes.
............................................
Commanding Officer
Date . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ANNEX D.
D.2
NES 850
ANNEX E.
AMMUNITION CERTIFICATE
AMMUNITION CERTIFICATE

AND ADDRESS)
To:
............................................
............................................
............................................
HMS/RFA
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . Date . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
at . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
It is requested that the certificate below be completed, signed and returned to me before HMS/RFA
is docked in No . . . . . . . . . . . . . . . . . . . . . . . . . . . dock at . . . . . . . . . . . . . . . . . . on . . . . . . . . . . . . . . . .
Signed . . . . . . . . . . . . . . . . . . . . . . . (Manager)
I, Commanding Officer of HMS/RFA . . . . . . . . . . . . . . . . . . . . . . . . . . . certify that:

*(a) all explosive stores have been disembarked.
or
* (b) explosive stores as detailed in the appendix attached have been retained onboard,
and
(i) permission has been obtained from the Port Authority in accordance with local
Port instructions.
(ii) regulations laid down in NM & ERs (BR 862) Chapter 7 will be complied with.
(iii) arrangements have been made to meet the requirements for firemains delivery
rate and pressure.
Signed . . . . . . . . . . . . . . . . . . . . . . . .
Date . . . . . . . . . . . . . . . . . . . . . . . . . .
*delete as appropriate
Notes
(a) List of compartments containing explosive stores are to be shown overleaf.
(b) Permission from Port Authority to retain FFO, Dieso, Avcat and Avpin,
Avgas, Explosive Stores on board during docking is also required to be
attached.
E.1
ANNEX E.
NES 850
ANNEX E.
E.2
NES 850
ALPHABETICAL INDEX
A
Alignment, 2.3
Ammunition, E.1
B
Backhaul wires, 8.2
Ballast tanks, 1.5, 3.3
Bar keels, 2.3
Bottom Plugs, 7.1
Bottoming, 3.1
Breakage, 1.1
C
Calculations, 1.2, 1.4, 9.1, 11.1
Cradle, 1.4
D
Datums, 1.5
Declivity , 1.4
Diaphragm Plates, 2.1
Distortion, 1.4
Diver, 1.4
Docking Plans, 1.1, 1.4, 6.1, 12.1
E
Earthing, 1.3
F
Fixed Domes, 3.2, 4.1
Flow of Water, 3.1
Fuel tanks, 1.5, 3.3, 5.1
G
Graving Dock, 1.5, 6.1, 6.2
Grounding, 1.4
GRP Vessels, 3.3
H
Hydrostatic curves, 3.3
INDEX.1
INDEX
NES 850
I
Inspection, 1.5, 4.1, 6.2, 7.1, 8.1
K
Kingston Valves, 3.4, 5.1
L
Lightning Conductors, 1.3
Line of Sight, 2.3
N
New construction, 1.1
Nuclear submarines, 1.4
P
Pawls, 8.2
Permission, C.1, E.1
Poisons, 3.3, 3.4
Profiling, 2.4
S
Safety, 3.3, 6.1
Services, 1.2
Signs, 6.3
Siphoning, 1.4
Sonar, 2.4, 6.2
Stability, 1.4, 3.3, 7.1
Stability Curves, 3.3
Stabilized Electrical Power, 1.3
Stabilizer, 1.4
Sue, 1.4, 8.2
T
Tidal docks, 1.3
Toxins, 3.3
Trim, 1.4, 3.4, 7.1, 8.2, 10.2
U
Underwater projections, 1.3
W
Weights, 1.1, 1.2, 3.3, 3.4, 9.1, 10.1, 10.2, 11.1, 12.1, C.1, D.1
INDEX
INDEX.2
Inside Rear Cover
Crown Copyright 2000

Copying Only as Agreed with DStan
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Tel 0141 224 2531/2
Fax 0141 224 2503
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The DStan file reference relating to work on this standard is D/DStan/69/02/850.
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NES 850 Requirements For The Dry Docking Slipping or Lifting of MOD Vessels Category 3

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NES 850 Requirements For The Dry Docking Slipping or Lifting of MOD Vessels Category 3

Enviado por

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Ministry of Defence

Defence Standard 02-850 (NES 850)

Requirements For The Dry Docking,

Incorporating NES 850 Category 2

Signature and Date

Naval Engineering Standard

REQUIREMENTS FOR THE DRY DOCKING, SLIPPING OR LIFTING OF

This NES Supersedes

NAVAL ENGINEERING STANDARD 850

The issue and use of this Standard

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

directly applicable to a particular contract are to be dealt with as specified in the

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

MOD Tender or Contract Process

British Standards Institution,

Directorate of Standardization and Safety Policy,

Naval Engineering Standards

CSE3a, CSE Llangennech, Llanelli,

Tender or Contract Sponsor to advise.

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

Health and Safety

UNDOCKING O&P CLASS AND UPHOLDER

NUCLEAR POWERED SUBMARINES . . . . . . . . .

ROYAL FLEET AUXILIARIES . . . . . . . . . . . . . . . .

SHIPLIFTS AND SYNCROLIFTS . . . . . . . . . . . . .

CRAFT OF HARD CHINE CONSTRUCTION . . .

RELATED AND INFORMATION DOCUMENTS

DEFINITIONS AND ABBREVIATIONS . . . . . . . .

Docking PlansThe Contract

Drawings of the arrangements for docking individual ships are known as

For initial drydocking/undocking of 1st of class new construction ships and

Contractors are to produce written procedures of their arrangements for the

Certification by the Contractor

Annexes C., D. and E. show sample certificates that are to be completed as

The Contractor is also to certify before a drydocking or undocking is

Contractors Nominated Responsible Representatives

the dock/shiplift/slipway being properly prepared;

the drydocking/lifting/slipping and the undocking/lowering/unslipping

communications and liaison with the MOD Overseer/Representative, the

The Contractors nominated representative(s), suitably qualified and

stability calculations regarding drydocking and undocking including

advising with respect to drydocking, lifting or slipping on matters of

identifying those areas in which comprehensive instructions for the safe

carrying out audits to establish whether the instructions on docking,

Participating in the investigation of any occurrences during drydocking,

The Contractors nominated Docking Officer to be fully responsible for:

Firefighting Arrangements and Services

BR 8647 Chapter 6 is to apply except as modified by the contract. The contractor

Earthing of lightning conductors on surface ships is to be in accordance with

Stabilized Electrical Power

Most warships require a continuous supply of stabilized electrical power. When

Check that Vessel Fits

A documented record is to be made by the Contractor of a check that the ship

In covered docksclearance above the vessel including removal of masts,

A lesser trim by the stern could be required to ensure positive stability on

T2400 (UPHOLDER class) should be at a minimum draft and have an

Longitudinal Distribution of Weight

Dry Docking a Structurally Damaged Ship

A vessel which has underwater damage is to be surveyed by diver(s) (provided

by additional keel blocks or side blocks to prevent serious distortion or failure

When it is intended to drydock a damaged ship with excessive trim in a graving

The dock is to be prepared in accordance with the requirements of the Docking

After preparation the dock is to be inspected by the Contractors nominated