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INTRODUCTION
Owned and operated by the Tsakos Group, and strategically situated in a natural bay in the Port of Montevideo,
Tsakos Industrias Navales is one of the largest shipyards
in the region and provides ship repair services to merchant vessels plying South Atlantic trading routes and to
the South Atlantic operating fishing fleets.
A floating dock of 200x40x16m with a 32m internal
breadth and 20,000 ton lifting capacity can accommodate
vessels up to 75,000 dwt for dry docking, repair, maintenance and conversion works. A smaller dock of
60x18x10m with a 14m internal breadth allows the yard
to attend dry docking and repairs of small vessels.
After the staying in the floating dry-dock of a bulkcarrier, a tanker is expected to come. That means
that only small changes in the distribution of side
blocks are necessary in order to match the strong
points of the dock to the new vessels structure.
A sudden delay of the tanker opens a window that
can be covered simultaneously dry-docking several
fishing vessels whose requests were kept warm in
the commercial oven. That is possible only if they
can be dry-docked immediately after undocking the
bulk-carrier, using the same floating dock but with a
totally different blocking layout.
Once performed that manoeuvre, the shadow of the
delayed tanker, like a ghost, urges us to finish the
dock works on the fishing vessels before her new estimated time of arrival. The feasibility of start shaping the new cradle for the tanker, using spare blocks,
should be analysed to avoid further delays.
In the middle of the planned dry-docking period, the
works in one of the fishing vessels are ready and the
owner put pressure on her undocking. Concurrently,
the propeller of a harbour tug was damaged, demanding an emergency dry-docking.
Next morning, in the same water, the finished fishing vessel is undocked and the tug-boat docked,
making happy two owners and frown the others. It
was necessary to work during night preparing the
new blocking and assuring the water-tightness of the
remaining vessels.
Finally, the expected tanker is canceled, but other
ships will come from beyond the horizon if we
adapt ourselves to their requirements.
3.
R
P
(B)
R
(A)
(C)
P
But, in some cases, the fact that vessels are stronger than
the floating docks and that they can be considered like
rigid bodies, is only a myth. Certain ships (for example,
those with thin high tensile steel hull plating and proportionally large beams) can hide a transversal hogging that
Figure 4: A longitudinal view showing the different trims of the vessels and of the dock
not always is considered when calculating the height of
the side blocks used to support a flat bottom. In order
to avoid buckling the plates associated to the above mentioned longitudinal members, such height could be up to
25mm less than the height of the corresponding keel
blocks.
On the contrary, overhanging is more spectacular but not
necessarily harmful. According to Daz [3], is possible to
dry-dock vessels in a floating dock with cantilevers up to
15% of their length without affecting the structural
strength of the dock-ship beam.
5.
DREDGING UNDER
CONCLUSIONS
REFERENCES
3. DIAZ, N., Puesta en Seco de Buques en Diques Flotantes cuando su Eslora es Apreciablemente Mayor que
la Eslora de Picaderos, Tandanor, 1973.
8.
AUTHORS BIOGRAPHY