Docking, Lifting & Dry-Dock Planning

OVERVIEW

Docking and lifting operations are among the most critical stages of a yacht refit. Before the vessel is lifted, hauled or placed onto blocks, the Project Manager must ensure that the yard, Captain, Chief Engineer, lifting team and relevant technical parties are working from accurate and controlled information.

A successful docking operation depends on much more than vessel length and weight. Hull structure, block positions, appendages, tank conditions, trim, draught, lifting points, underwater equipment and access requirements must all be considered before the yacht is moved.

The Project Manager does not replace the responsibility of the shipyard, docking master, lifting supervisor, naval architect, Class or vessel command. The PM's role is to ensure that the correct information is available, interfaces are coordinated, risks are identified and the agreed docking arrangement supports the planned refit work.

KEY RESPONSIBILITIES

• Obtain the latest approved docking plan and vessel particulars

• Confirm vessel displacement and expected docking condition

• Confirm draught, trim and tank condition before docking

• Coordinate with the Captain and Chief Engineer before vessel movement

• Confirm the proposed keel-block and side-block arrangement

• Verify structural load-bearing locations where required

• Identify underwater appendages and required clearances

• Confirm lifting points or sling positions where applicable

• Identify stabilisers, propellers, shafts, rudders and thrusters

• Identify sonar equipment, transducers and underwater sensors

• Identify sea chests, shell doors, drains and underwater discharges

• Confirm docking plugs and drain-plug locations

• Consider access required for planned hull and underwater work

• Confirm whether blocks could obstruct inspection or repair areas

• Coordinate temporary services and shore connections

• Review docking-operation risks and communications

• Verify the yacht's condition immediately after landing on the blocks

• Record the final docking condition photographically

• Control any later movement or adjustment of blocks

• Plan the undocking condition and readiness checks before departure

DOCKING CONDITION

The docking arrangement should be considered together with the yacht's actual condition at the time of docking. Displacement, draught, trim, tank contents and movable weights may differ significantly from the vessel condition shown on an older docking drawing.

Before docking, the Project Manager should coordinate with the Captain, Chief Engineer, yard and docking team to establish the expected docking condition and identify any significant differences from the approved docking information.

Displacement

The expected displacement should be established as accurately as practicable before the docking operation.

Significant weight changes may result from:

• fuel quantity

• fresh-water quantity

• grey-water and black-water tank contents

• ballast

• stores and provisions

• tenders and water toys

• spare parts

• temporary equipment

• refit materials already onboard

• equipment removed or installed since the previous docking

Draught & Trim

Forward and aft draughts should be confirmed before docking so that the yard understands the vessel's actual trim and immersion.

Where required, tank levels or movable weights may need to be adjusted before docking to achieve the agreed condition. Any such changes should be coordinated with the vessel's command and engineering team and should not be made solely for convenience without considering stability and operational requirements.

Tank Condition

The condition of significant tanks should be established before the vessel enters the dock or lifting system.

Relevant tanks may include:

• fuel tanks

• fresh-water tanks

• ballast tanks

• grey-water tanks

• black-water tanks

• technical-water tanks

• lubricating-oil tanks where significant

• other large service or storage tanks

The agreed condition should be communicated clearly to the docking team and maintained unless an authorised change is required.

Free-Surface Effect

Partially filled tanks can allow liquid to move as the vessel changes attitude. This free-surface effect can influence stability and should be considered as part of the vessel's docking or lifting condition.

The Project Manager should not independently determine vessel stability or acceptable tank loading. Where stability calculations or specific tank conditions are required, these should be established by the appropriate competent party and communicated to the docking team.

Movable & Retractable Equipment

Before docking or lifting, the position and security of movable equipment should also be confirmed where relevant.

This may include:

• stabiliser fins

• retractable stabilisers

• retractable sonar equipment

• centreboards or daggerboards where fitted

• retractable propulsion equipment

• swim platforms

• shell doors

• boarding systems

• cranes and davits

• passerelles

• tenders and deck equipment

PRE-DOCKING CONTROL CHECK

Before the docking or lifting operation begins, the Project Manager should confirm that the principal technical and project interfaces have been addressed.

• Latest controlled docking plan available

• Vessel identity and drawing revision verified

• Principal vessel dimensions confirmed

• Expected displacement confirmed

• Forward and aft draught recorded

• Trim condition confirmed

• Relevant tank levels recorded

• Stability or specialist calculations available where required

• Docking master or lifting supervisor has required vessel information

• Keel-block arrangement confirmed

• Side blocks or hull supports confirmed

• Structural support locations verified where required

• Propellers and shaft lines identified

• Rudders identified

• Stabiliser fins and sweep areas identified

• Bow and stern thrusters identified

• Sonar domes and retractable equipment identified

• Transducers and underwater sensors identified

• Sea chests and gratings identified

• Shell doors and underwater openings identified

• Drain plugs identified

• Sling positions confirmed where applicable

• Sling exclusion zones confirmed where applicable

• Planned underwater work reviewed against block positions

• Survey and NDT access requirements considered

• Propeller, rudder and stabiliser removal requirements considered

• Antifouling and coating access considered

• Shore services and temporary connections planned

• Vessel systems requiring shutdown or isolation identified

• Communication responsibilities established

• Weather and environmental limitations reviewed where relevant

• Emergency arrangements understood

• Photography or condition recording planned

PRE-DOCKING COORDINATION MEETING

For a significant yacht docking operation, a short coordination meeting before movement can prevent assumptions between the vessel and the yard.

Depending on the operation, participants may include the Captain, Chief Engineer, Project Manager, yard representative, docking master or lifting supervisor and other specialist personnel.

The meeting should confirm:

• planned sequence of the operation

• vessel condition

• docking-plan revision

• block or sling arrangement

• communications during movement

• responsible persons

• tug or line-handling arrangements where applicable

• machinery availability

• thruster or steering restrictions

• shore-service disconnection

• emergency stop or abort arrangements

• environmental or weather limitations

• any unusual vessel-specific risks

POST-DOCKING VERIFICATION

Once the yacht is fully supported and the docking or lifting team has declared the vessel safe for access, the Project Manager should carry out or coordinate an initial inspection before significant refit work begins.

This inspection establishes a record of the yacht's actual supported condition and confirms that planned underwater work can be carried out without conflict with the block or support arrangement.

Initial Inspection

The inspection should include, where applicable:

• keel-block contact

• side-block or bilge-support positions

• visible condition of support contact areas

• vessel attitude

• hull alignment

• propeller clearance

• shaft clearance

• rudder clearance

• stabiliser-fin clearance

• thruster access

• sonar and transducer clearance

• sea-chest access

• shell-door access

• drain-plug access

• inspection and survey access

• areas planned for NDT

• planned plate or structural repairs

• antifouling and coating access

• scaffolding or staging interfaces

Block Contact & Support

The actual block arrangement should be compared with the intended docking arrangement.

Particular attention should be given to supports that appear incorrectly positioned, incompletely seated or located close to underwater fittings, appendages or areas requiring repair.

Any concern regarding structural support, local hull loading or block position should be referred to the docking master, yard engineering department, naval architect or other appropriate competent authority before work proceeds in the affected area.

Hull Condition

Once the hull is accessible, the Project Manager should coordinate an initial visual condition survey.

This provides an opportunity to identify:

• impact or grounding damage

• coating breakdown

• corrosion

• pitting

• deformation

• cracking

• previous repairs

• damaged welds

• loose or damaged gratings

• damaged underwater fittings

• propeller damage

• rudder damage

• stabiliser damage

• rope or fishing-line entanglement

• evidence of leakage around hull penetrations

Photographic Condition Record

A systematic photographic record should be made as soon as practical after docking.

The photographs should provide a traceable record of the condition of the yacht before cleaning, blasting, dismantling or repair begins.

Useful records may include:

• port and starboard hull elevations

• bow and stern

• keel and block arrangement

• propellers and shafts

• rudders

• stabilisers

• thrusters

• sea chests

• underwater fittings

• visible damage

• existing repairs

• unusual coating condition

• areas planned for structural work

Where possible, photographs should be identifiable by location and date so that they can later support survey reports, repair records, owner reporting, warranty matters and project close-out documentation.

CONTROL OF BLOCK MOVEMENT

Once the yacht has been safely docked, blocks or supports should not be moved informally simply because they obstruct inspection, painting or repair work.

Moving a support changes the vessel's load path and may transfer load into another part of the hull structure.

Where block movement is required, the change should be assessed and authorised by the appropriate yard or engineering authority before the support is altered.

The Project Manager should ensure that the reason for the movement, authorised arrangement and final block position are recorded.

ACCESS FOR REFIT WORK

The final docking arrangement should support the planned work programme as far as practicable.

The Project Manager should review whether the blocks, supports, staging or lifting arrangement interfere with:

• thickness measurements

• NDT

• welding

• plate replacement

• composite repairs

• paint preparation

• antifouling application

• propeller removal

• shaft work

• rudder removal

• stabiliser work

• thruster work

• sea-chest inspection

• valve replacement

• transducer replacement

Where a conflict exists, it should be identified early so that an authorised alternative arrangement can be planned rather than attempting an uncontrolled block movement later in the project.

YARD SET-UP & VESSEL ACCESS

Once the yacht is safely supported on the blocks and the initial docking inspection has been completed, the next stage is to establish safe access to the vessel and prepare the temporary services required during the refit period.

Access should not be positioned simply at the most convenient location. The Project Manager should consider the planned work programme before deciding where the main crew and contractor access will be installed.

Access Location

The access arrangement should avoid conflict with major work areas.

For example:

• If propellers, hubs or shaft-line equipment are to be removed, access through the transom or swim platform may interfere with the work area

• If stabilisers are being removed or overhauled, side access should not obstruct the stabiliser work zone

• If shell doors or boarding platforms are included in the refit scope, alternative access may be required

• Crane operations, scaffolding and lifting routes should also be considered before positioning the main access

The objective is to provide safe and practical access without creating a later conflict with the refit programme.

Access Arrangement

Once the location has been agreed, the yard should establish the required access system.

This may include:

• access stairs

• gangway

• handrails

• lighting

• anti-slip surfaces

• security control

• emergency access or escape considerations

Access should be inspected and released for use before crew, subcontractors or visitors begin routine movement onboard.

TEMPORARY YARD SERVICES

After access has been established, the Project Manager should coordinate the temporary services required to keep the yacht operational during the yard period.

These requirements should be agreed with the Captain and Chief Engineer before connections are made.

Air-Conditioning Cooling Water

If the yacht requires air-conditioning while out of the water, a temporary seawater supply may be required for the AC cooling circuit.

The yard can establish a temporary pump drawing seawater from an appropriate external source and supplying the yacht's cooling-water circuit.

The Chief Engineer should identify the correct connection points onboard and confirm the system configuration required for temporary operation.

The Project Manager should coordinate:

• pump capacity

• suction arrangement

• hose size and routing

• yacht connection point

• flow requirements

• isolation arrangements

• leak monitoring

• responsibility for operation and inspection

Fresh-Water Supply

A temporary fresh-water connection may be established directly from the yard mains.

The Chief Engineer should identify the required yacht connection point and confirm any pressure limitations or onboard requirements before connection.

The installation should be controlled to prevent leakage, excessive pressure or contamination of the yacht's potable-water system.

Electrical Shore Supply

Before connecting shore power, the Project Manager should establish the electrical load that the yacht expects to maintain during the yard period.

This should be discussed with the Chief Engineer so that the yard can provide an appropriate electrical supply rather than simply connecting the nearest available source.

The assessment should consider:

• required voltage

• frequency

• phase configuration

• expected current demand

• peak load

• transformer requirements where applicable

• shore-connection capacity

• cable size

• protection and isolation

• earthing arrangements

The final electrical connection should be established and tested by competent personnel before the yacht transfers significant load onto the yard supply.

Black-Water Arrangement

During an extended yard period, an external black-water holding tank may be positioned outside the yacht and connected directly to the vessel's waste system.

The temporary arrangement should provide sufficient capacity and allow controlled disposal through the yard's approved waste-management process.

The Project Manager should coordinate:

• connection point

• hose routing

• tank capacity

• venting

• containment

• inspection

• emptying arrangements

• responsibility for monitoring the tank

The installation should be positioned so that it does not interfere with vehicle movement, lifting operations, scaffolding or emergency access.

CAPTAIN & CREW WELCOME MEETING

Once vessel access and the principal temporary services have been established, a formal welcome and project-start meeting should be held with the Captain and crew.

This meeting establishes the operational relationship between the yacht and the shipyard and confirms the rules that will apply throughout the refit period.

Shipyard Access & Security

Crew members should be registered in accordance with the yard's security procedures and issued with the appropriate identification or access badges.

The badge system allows authorised crew members to enter and leave the shipyard while maintaining control over site access.

QHSE Induction

The crew should receive the yard's QHSE induction before routine activity begins.

The induction should explain:

• site security procedures

• access restrictions

• emergency alarms

• evacuation routes

• muster points

• emergency contact arrangements

• PPE requirements

• permit-to-work controls

• hot-work restrictions

• smoking restrictions

• vehicle and pedestrian routes

• waste-management procedures

• environmental requirements

Waste Segregation

The location and correct use of the yard's waste facilities should be explained.

Waste streams may include:

• general waste

• recyclable material

• waste oil

• oily materials

• batteries

• paint and solvent waste

• contaminated materials

• hazardous waste

The yacht and its subcontractors should understand that waste is to be placed in the correct designated collection points and not disposed of informally within the shipyard.

PROJECT START MEETING

As part of the welcome meeting, the Project Manager should review the agreed refit programme and contractual scope directly with the Captain or authorised yacht representative.

The purpose is to ensure that both the yacht and the shipyard begin the project with a common understanding of the work, programme, responsibilities and commercial authority.

Contract Review

The Project Manager should review:

• agreed scope of work

• contract start date

• planned completion date

• known programme constraints

• agreed delivery dates

• contractual exclusions

• agreed delays already identified

• owner-supplied items

• yacht responsibilities

• yard responsibilities

• subcontractor responsibilities

• variation and additional-work procedure

• approval authority

• communication and reporting arrangements

Any known delay or constraint already recorded within the contract should be reviewed so that its effect is understood from the beginning of the project.

PROJECT START DOCUMENTATION

Before physical refit work begins, the Project Manager should confirm that the required vessel and contractual documentation has been received and is valid for the project period.

This may include:

• vessel name and IMO number

• current vessel particulars

• General Arrangement and relevant vessel plans

• approved docking plan

• stability or other technical information where required

• relevant Class information

• Flag information where applicable

• Captain's contact information

• Chief Engineer's contact information

• owner or management-company contact information

• liability insurance certificate

• insurance policy validity dates

• required insurance value or liability limit

• authorised purchasing or contractual documentation

• POA or equivalent formal authority to proceed where required

• agreed contract and scope documentation

• signed project-start records

Insurance Verification

The yacht's liability insurance documentation should be checked to confirm that the insurance is valid for the complete expected yard period and that the required level of cover is demonstrated.

The Project Manager should pay particular attention to:

• vessel identity

• insurer

• policy number

• start date

• expiry date

• liability limit

• any relevant restrictions or conditions

POST-DOCKING YARD SET-UP & YACHT ACCESS

Once the yacht is safely positioned on the blocks, the support arrangement has been inspected and the docking team has released the vessel for access, the Project Manager can begin establishing the operational yard set-up.

The first consideration is safe access to and from the yacht. The access position should be selected according to the planned work programme rather than simply using the most convenient location.

Selecting the Access Position

The Project Manager should review the principal work areas before the stairs, gangway or access tower is installed.

For example:

• If propellers, hubs or shaft-line components are to be removed, access through the transom or swim platform may obstruct the working and lifting area

• If stabilisers are to be removed or serviced, side access should not interfere with the stabiliser work zone

• If a shell door or side-boarding arrangement forms part of the refit scope, it should not normally be used as the principal access point

• Crane operations and lifting routes should remain clear

• Scaffolding requirements should be considered before fixing the access position

• Emergency access and escape routes should remain available

The objective is to establish safe daily access without creating a conflict that later requires the access structure to be dismantled and relocated.

Access Installation

Depending on the yacht and yard, the access arrangement may include:

• stairs or access tower

• gangway

• handrails

• anti-slip surfaces

• lighting

• safety barriers

• access-control point

• emergency route identification

The access arrangement should be checked and released for use before routine crew, contractor and visitor movements begin.

AUTHORISATION TO START WORK

Docking the yacht and establishing temporary services does not automatically constitute authorisation to begin the contracted refit work.

The Project Manager should confirm that the contractual, insurance and authority-to-proceed requirements have been satisfied before releasing the project for work.

Where the required POA or equivalent formal authority has not been received, the Project Manager should not authorise the contracted works to commence.

Once the required documentation has been checked, the contractual scope reviewed and the relevant parties have signed the project-start documentation, the Project Manager can formally release the project for execution.

This creates a clear project control point:

Docking complete → access established → services connected → QHSE induction complete → documents verified → contract reviewed → signatures obtained → work authorised.

SHORE SERVICES & TEMPORARY CONNECTIONS

Once safe access has been established, the Project Manager should coordinate the temporary services required by the yacht throughout the yard period.

The Captain and Chief Engineer should be consulted before these services are established because the yacht's operating requirements, connection points and system limitations must be understood before the yard makes the connections.

Temporary Air-Conditioning Cooling Water

A yacht remaining operational while out of the water may require a temporary cooling-water supply for the air-conditioning system.

Where this is required, the yard may establish an approved temporary pump supplying seawater to the yacht's AC cooling-water circuit.

The Chief Engineer should identify the correct vessel connection point and confirm the required flow and operating arrangement.

The Project Manager should coordinate:

• yacht connection point

• required water flow

• pump capacity

• suction arrangement

• hose diameter

• hose routing

• isolation arrangements

• strainers where required

• leak monitoring

• responsibility for checking the temporary installation

Fresh-Water Connection

A temporary fresh-water supply can normally be established from the shipyard water mains.

The Chief Engineer should identify the correct yacht connection point and advise the yard of any pressure or system limitations.

The installation should consider:

• potable-water connection point

• mains pressure

• pressure regulation where required

• hose suitability

• hose routing

• isolation valve

• protection against leakage

• prevention of contamination

Electrical Shore Connection

The yacht's expected electrical demand during the yard period should be established before shore power is connected.

The Project Manager should discuss the requirement with the Chief Engineer so that the yard can provide an electrical supply appropriate for the yacht's actual load rather than relying on an assumed requirement.

The electrical requirement should identify where applicable:

• voltage

• frequency

• single-phase or three-phase requirement

• expected current demand

• maximum anticipated load

• shore-connection capacity

• cable size

• transformer or converter requirements

• electrical protection

• isolation arrangements

• earthing arrangements

The connection and testing of the temporary electrical supply should be carried out by competent authorised personnel before significant yacht loads are transferred to the shore supply.

Black-Water Connection

For an extended yard period, an external black-water holding tank may be positioned adjacent to the yacht and connected to the vessel's waste system.

This allows crew facilities to remain operational while avoiding uncontrolled discharge within the yard.

The arrangement should consider:

• yacht waste-system connection point

• external tank capacity

• hose type and routing

• secure connections

• venting

• secondary containment where required

• access for emptying

• monitoring of tank level

• authorised waste-disposal arrangements

The external tank and associated hoses should be positioned so that they do not interfere with vehicle movement, lifting operations, scaffolding, emergency access or other refit activities.

Temporary Services Register

Where practical, the Project Manager should maintain a simple record of the temporary services connected to the yacht, including responsibility for installation, inspection and eventual disconnection.

WELCOME MEETING, QHSE & FORMAL PROJECT START

Once the yacht is safely docked, access is established and the principal temporary services are operational, the Project Manager should organise a formal welcome and project-start meeting with the Captain and relevant crew members.

This meeting establishes the working relationship between the yacht and shipyard and provides a clear control point before contracted refit work begins.

Shipyard Access & Identification

Crew members should be registered in accordance with the shipyard's security procedures and provided with the appropriate access badges or identification.

This allows authorised crew members to enter and leave the yard while maintaining site-security control.

QHSE Induction

The Captain and crew should receive the shipyard's QHSE induction before routine activities begin.

The induction should cover where applicable:

• shipyard security procedures

• authorised and restricted areas

• visitor procedures

• PPE requirements

• emergency alarms

• evacuation procedures

• muster points

• emergency contact numbers

• pedestrian routes

• vehicle routes

• lifting-operation exclusion zones

• permit-to-work procedures

• hot-work requirements

• smoking restrictions

• environmental controls

• waste-management requirements

Waste Segregation

The crew should be shown the designated waste-collection areas and the yard's segregation requirements.

Typical waste categories may include:

• general waste

• recyclable materials

• waste oil

• oily rags and absorbents

• batteries

• paint and solvent waste

• contaminated materials

• hazardous waste

• electrical or electronic waste where applicable

PROJECT COMMENCEMENT MEETING

The Project Manager should then review the contracted work and programme with the Captain or authorised yacht representative.

The objective is to confirm that the yacht and shipyard share the same understanding of the agreed scope, contractual dates, known constraints and authority for project decisions.

Scope & Programme Review

The Project Manager should review:

• contracted scope of work

• project start date

• contractual completion date

• planned redelivery date

• known delays already identified within the contract

• programme constraints

• long-lead items

• owner-supplied equipment

• yacht responsibilities

• yard responsibilities

• subcontractor interfaces

• exclusions

• variation procedure

• approval authority

• reporting arrangements

• communication lines

PROJECT START DOCUMENTATION

Before contracted physical works are released, the Project Manager should confirm that the required vessel, insurance, contractual and technical documentation has been received.

This may include:

• vessel name

• IMO number where applicable

• vessel particulars

• General Arrangement drawings

• approved and signed docking plan

• relevant stability or GM information where required

• structural drawings required for the planned work

• machinery and system drawings required for the planned work

• current Class information where relevant

• Flag information where relevant

• Captain's contact details

• Chief Engineer's contact details

• owner or management-company contact details

• vessel liability insurance certificate

• insurance validity dates covering the required yard period

• required liability limits or insured value where specified by the contract or yard

• signed contract or agreed work order

• Purchase Order or other agreed commercial authority where applicable

• Power of Attorney or equivalent authority where required

• agreed project-start documentation

Insurance Check

The insurance certificate should be reviewed before project release to confirm that the documentation corresponds with the yacht and covers the required yard period.

The Project Manager should check where applicable:

• vessel identity

• insurer

• policy or certificate reference

• effective date

• expiry date

• liability limit

• relevant conditions required by the shipyard contract

AUTHORITY TO COMMENCE WORK

The physical presence of the yacht in the shipyard does not by itself constitute authority to begin the contracted refit work.

Before releasing the works, the Project Manager should confirm that the agreed contractual and administrative project-start requirements have been satisfied.

Where a Purchase Order, Power of Attorney or other defined authority to proceed is required by the contractual arrangement, that authority should be in place before the relevant works commence.

The Captain or authorised yacht representative and the appropriate shipyard representative should sign the applicable project-start documentation confirming the agreed commencement position.

Only after this project gate has been completed should the Project Manager formally release the refit works.

Docking complete → support verified → access established → temporary services connected → QHSE induction completed → project documentation verified → contract and programme reviewed → authority confirmed → signatures completed → work released.

ANTIFOULING & UNDERWATER COATING — DOCKING INTERFACE

Antifouling and underwater coating work should be integrated into the docking programme from the beginning of the yard period rather than treated as a final cosmetic activity before launch.

The Project Manager should coordinate the coating programme with hull inspection, survey, NDT, structural repairs, underwater machinery work, sea-valve servicing and the planned undocking date.

Detailed coating preparation, application and inspection requirements are addressed separately within the Paint, Coatings & Antifouling module. Within the docking programme, the PM's principal responsibility is to ensure that the correct work sequence, access, environmental conditions and curing periods are allowed for.

Typical Underwater Hull Sequence

A typical sequence may include:

• docking and initial hull condition photography

• pressure washing and removal of marine growth

• initial coating inspection

• hull survey and underwater inspection

• thickness measurement or NDT where required

• identification of coating breakdown and corrosion

• completion of structural repairs

• completion of sea-valve and underwater fitting work

• surface preparation

• local primer or coating repair

• application of the specified antifouling system

• coating inspection

• completion of block-contact areas where required

• final underwater-hull inspection

• confirmation of required curing or immersion time

• launch readiness

Do Not Coat Too Early

The underwater coating programme should not obstruct technical investigation or repair.

Applying antifouling before surveys, NDT or structural work have been completed can result in newly applied coating being removed again, creating unnecessary cost, delay and rework.

The PM should therefore establish which underwater areas remain technically open before authorising final coating operations.

Environmental Conditions

Coating application should take place within the environmental limits specified for the approved coating system.

The Project Manager should ensure that the responsible coating contractor is monitoring and recording the required conditions where applicable, including:

• ambient temperature

• steel or substrate temperature

• relative humidity

• dew point

• ventilation

• contamination

• minimum and maximum overcoating intervals

Environmental conditions can directly affect both coating quality and the project programme.

Block Contact Areas

Keel blocks and side supports can prevent access to parts of the underwater hull.

These areas should be identified early so that an approved plan exists for completing the coating system before launch.

Where a block or support must be repositioned, the movement should remain under the control of the appropriate docking or engineering authority. A block should never be moved informally simply to permit painting.

After authorised repositioning, the previously inaccessible area may require preparation, coating application, inspection and sufficient curing time before refloating.

Underwater Equipment & Coating Exclusions

The Project Manager should ensure that the coating team clearly understands which underwater components require protection from paint or antifouling.

Depending on the yacht and equipment manufacturer's requirements, particular attention may be required around:

• sacrificial anodes

• reference electrodes

• grounding or bonding plates

• transducer faces

• speed logs

• sonar equipment

• shaft surfaces

• propellers

• seals

• bearing surfaces

• stabiliser seals

• thruster components

These components should not simply be painted as part of the surrounding hull unless the applicable specification or equipment manufacturer permits it.

Sacrificial Anodes

Where sacrificial anodes are replaced during the docking period, their type, quantity, position and installation should be confirmed before launch.

Anodes should remain free from paint contamination and should have the required electrical contact with the structure they are intended to protect.

Antifouling Application & Launch Timing

Final antifouling application should normally be programmed towards the end of the dry-dock period and coordinated directly with the planned launch date.

On many yacht refits, the final antifouling coats are applied approximately three to five days before the yacht returns to the water, subject to the requirements of the coating manufacturer, environmental conditions and the specific antifouling system being used.

Conventional antifouling coatings contain active biocidal ingredients designed to become effective when the coating is immersed in seawater. For this reason, the timing between final application and immersion is an important part of the coating programme.

The Project Manager should therefore avoid completing the final antifouling application unnecessarily early in the docking period.

The programme should instead work backwards from the planned launch date and allow sufficient time for:

• completion of hull survey and inspection

• completion of NDT where required

• structural repairs

• sea-valve and underwater fitting work

• surface preparation

• primer and intermediate coating repairs

• required overcoating intervals

• final antifouling coats

• block-contact-area completion

• final coating inspection

• required drying or curing period before immersion

The exact minimum and maximum time between antifouling application and immersion should always be confirmed against the manufacturer's current technical data sheet.

Some antifouling and foul-release systems have different application and immersion requirements. The Project Manager should therefore ensure that the programme reflects the actual coating system specified for the yacht rather than applying a generic launch interval.

Silicone Coating — Project Management Considerations

A silicone foul-release system should not be treated simply as another antifouling topcoat.

Conversion from an existing conventional antifouling system may require a defined preparation, primer and tie-coat specification. Application quality is particularly important because local contamination, poor preparation or mechanical damage can affect long-term coating performance.

The Project Manager should therefore confirm the complete approved coating specification before the docking period begins and ensure that sufficient programme time is available for preparation, application, curing and inspection.

Repair procedures should also be understood before the yacht returns to service, particularly where tenders, lifting slings, fenders, diver cleaning or underwater maintenance could mechanically damage the coating surface.

SEASONAL OPERATING PROFILE & ANTIFOULING SELECTION

The yacht's operating profile should be considered when selecting an underwater coating system.

A yacht operating a Mediterranean summer season followed by a winter season in the Caribbean may experience prolonged exposure to warm water and relatively high marine-growth pressure. The coating system should therefore be selected with consideration for the yacht's cruising pattern, speed, periods alongside, haul-out schedule and expected time between major underwater-coating renewals.

Conventional Biocidal Antifouling

Traditional antifouling coatings generally work by controlling marine growth through the release of approved biocidal substances from the coating surface.

The effectiveness and service life of the system can depend on factors including:

• water temperature

• fouling pressure

• vessel speed and utilisation

• periods spent stationary

• coating thickness

• previous coating condition

• correct surface preparation

• application conditions

• immersion interval specified by the coating manufacturer

Silicone Foul-Release Systems

Silicone foul-release systems operate differently from conventional biocidal antifouling.

Rather than relying primarily on the controlled release of biocides, the silicone surface is designed to provide very low surface energy, making it more difficult for marine organisms to establish strong adhesion.

When the yacht operates at sufficient speed, water movement over the hull can assist in releasing accumulated fouling from the coating surface.

For a yacht operating between the Mediterranean and Caribbean, this type of system may provide advantages where the vessel has a suitable operating profile and the coating system is correctly specified, applied and maintained.

Operational Considerations

The Project Manager should consider:

• expected cruising speed

• frequency of yacht movement

• extended periods alongside or at anchor

• Mediterranean summer operating conditions

• Caribbean winter operating conditions

• anticipated fouling pressure

• compatibility with the existing underwater coating system

• required primer and tie-coat system

• specialist application requirements

• repair procedures following mechanical damage

• cleaning methods permitted by the coating manufacturer

• expected coating life

• future haul-out and maintenance strategy

UNDOCKING & LAUNCH READINESS

Undocking should be treated as a controlled project operation in its own right. The fact that external refit work appears complete does not necessarily mean that the yacht is ready to return to the water.

Before flooding the dock, lowering the yacht or commencing launch operations, the Project Manager should coordinate a formal readiness review with the Captain, Chief Engineer, yard and relevant subcontractors.

The objective is to confirm that all work affecting watertight integrity, propulsion, steering, underwater equipment and essential vessel systems has reached an appropriate condition for refloating.

Hull & Watertight Integrity

Particular attention should be given to:

• sea valves and through-hull fittings

• sea chests and gratings

• hull plugs and drain plugs

• transducers and sensors

• underwater lights and cameras

• shell doors and associated seals

• sonar equipment

• stabiliser penetrations

• thruster tunnels and equipment

• rudder stocks and seals

• shaft seals

• temporary blanks or covers

• recently repaired hull penetrations

• newly installed valves or fittings

• areas where welding or structural repairs have taken place

Any opening that has been created, dismantled, blanked, modified or repaired during the refit should have a clearly established status before the yacht is returned to the water.

Temporary Arrangements

Temporary arrangements used during the refit should be reviewed before undocking.

This may include:

• temporary blanks

• temporary hoses

• temporary cooling-water connections

• shore-water connections

• temporary electrical supplies

• temporary ventilation

• temporary drainage arrangements

• protective covers

• temporary structural supports

• lifting attachments

• welding earth connections

• staging and scaffolding

Each temporary item should either be removed or have a clearly authorised reason for remaining in place.

Propulsion, Steering & Appendages

Equipment affecting the yacht's ability to manoeuvre safely after refloating should be confirmed ready for operation or clearly identified as unavailable.

The review should include where applicable:

• propellers installed and secured

• shaft lines complete

• shaft seals reinstated

• rudders installed and secured

• steering systems operational

• stabiliser fins installed and secured

• thrusters operational

• hydraulic systems reinstated

• lubricating systems filled

• cooling-water circuits reinstated

• control systems available

• alarms and feedback systems available

Tools, Materials & Worksite Clearance

Before launch, work areas around the hull and underwater equipment should be checked for remaining tools, loose materials and temporary equipment.

Particular care should be taken around propellers, shafts, rudders, stabilisers, thrusters, sea chests and other moving or submerged equipment.

Loose material, temporary fasteners, protective covers, rags, tape, welding consumables or other debris should not remain where they could obstruct or damage equipment after refloating.

PRE-UNDOCKING CONTROL CHECK

Before authorising project readiness for undocking, the Project Manager should coordinate confirmation of the following where applicable:

• Captain and Chief Engineer informed of intended undocking time

• Yard undocking or launch procedure confirmed

• Vessel displacement and intended tank condition confirmed

• Expected draught and trim confirmed

• All hull openings accounted for

• Drain plugs installed and recorded

• Sea valves installed and correctly configured

• Sea-chest gratings secured

• Transducers installed and sealed

• Underwater lights and fittings installed

• Shaft seals reinstated

• Rudder seals and stocks checked

• Propellers and shaft-line components secured

• Stabiliser equipment reinstated

• Thruster equipment reinstated

• Shell doors and underwater doors secured

• Temporary blanks removed or formally controlled

• Temporary hull openings closed

• Required pressure or leak tests completed

• Structural repair inspections completed

• Class or survey inspections completed where required

• Antifouling and coating work sufficiently complete for launch

• Required curing times satisfied

• Scaffolding and staging clear of the vessel

• Lifting and access equipment removed where necessary

• Shore services identified for controlled disconnection

• Bilge pumps available

• Bilge alarms available where applicable

• Emergency pumping arrangements understood

• Machinery required for manoeuvring available

• Steering availability confirmed

• Communications established between vessel and yard

• Responsible personnel identified for internal leak inspection

• Outstanding restrictions communicated

CONTROLLED REFLOATING

As the yacht begins to refloat, the transition from supported condition back to floating condition should be carefully monitored by the responsible yard and vessel personnel.

The Project Manager should ensure that appropriate personnel are positioned to observe recently disturbed or repaired systems and that any unexpected leakage or abnormal condition is immediately reported.

Particular attention should be given to:

• sea valves and sea chests

• shaft seals

• rudder-stock seals

• stabiliser penetrations

• thruster installations

• transducers

• underwater lights

• shell doors

• recently replaced through-hull fittings

• structural repairs affecting watertight boundaries

Initial Leak Inspection

Once sufficient water level has been reached, accessible internal spaces associated with underwater penetrations should be checked for leakage before the operation progresses beyond the point where intervention becomes difficult.

Any unexpected leakage should be communicated immediately to the responsible vessel and yard personnel and managed in accordance with the agreed emergency or docking procedure.

AFTER REFLOATING

Once the yacht is fully afloat and declared safe by the responsible vessel and yard authorities, the Project Manager should coordinate an initial post-undocking verification.

This should include where applicable:

• final draught and trim

• bilge condition

• sea-water system integrity

• shaft-seal condition

• rudder-stock seal condition

• stabiliser-system integrity

• thruster-system integrity

• steering operation

• propulsion-system readiness

• cooling-water circulation

• hydraulic-system condition

• alarm status

• shell-door indication

• unexpected vibration or noise

• leakage from recently disturbed equipment

POST-UNDOCKING RECORD

The Project Manager should maintain a record that the yacht has been successfully returned to the water and that relevant systems and penetrations have been checked.

Any defect discovered after refloating should be entered into the project defect, punch-list or NCR process as appropriate and assigned to a responsible party for corrective action.

Where an underwater defect cannot be satisfactorily resolved while afloat, the Project Manager should identify the technical, programme and commercial implications immediately rather than allowing the issue to remain undocumented until redelivery.

POST-LAUNCH VERIFICATION

The launch operation is not complete simply because the yacht is floating.

Once the vessel is safely afloat, the Project Manager should coordinate an immediate technical verification with the vessel and yard teams.

Initial Leak Inspection

Areas affected by underwater work should be inspected as soon as practicable after launch.

Particular attention should be given to:

• sea valves

• sea chests

• strainers

• shaft seals

• rudder stocks

• stabiliser seals

• thruster installations

• transducers

• underwater lights

• shell fittings

• recently disturbed pipework

• hull penetrations modified during the refit

Bilges and machinery spaces should be monitored for unexpected water ingress during the initial period after launch.

System Reinstatement

Systems that were isolated, drained or disconnected during dry docking should be progressively reinstated and verified.

This may include:

• seawater cooling systems

• generators

• main engines

• air-conditioning seawater circuits

• stabilisers

• steering

• thrusters

• fire pumps

• ballast systems

• sanitary systems

• watermakers

Draught & Trim Verification

Once afloat, actual draught and trim should be reviewed against the expected launch condition.

An unexpected difference may indicate a change in tank condition, loading, displacement or another factor that should be understood before departure.

Post-Launch Defects

Any defect identified after launch should be recorded and assigned immediately.

Where the defect affects watertight integrity, propulsion, steering, safety equipment or another essential system, the responsible vessel and technical authorities should determine whether the yacht can remain afloat, move berth or proceed to trials.

Project schedule pressure should never be used as justification for accepting an uncontrolled launch defect.

PROJECT MANAGER COMPETENCY TEST

Scenario 1 — Docking Plan & Final Support Verification

The Captain provides the Project Manager with the latest docking plan, identified as the current approved revision and signed and dated for use. As the yacht is lowered towards the prepared blocks, the docking team identifies a possible difference between the drawing and the apparent structural position within the hull.

Question:

What should happen before the yacht's full weight is transferred onto the blocks?

A. Continue because the docking plan has already been signed
B. Allow the Project Manager to reposition the blocks personally
C. Hold the operation at a safe stage and physically verify the intended support position before significant load transfer
D. Complete the docking and investigate the discrepancy afterwards

Reveal answer & rationale

Correct answer: C

Why:

The controlled docking plan provides the documented technical reference, but it should not replace observation of the actual yacht during the docking operation. Where the physical condition raises doubt, the docking team should resolve the discrepancy before significant vessel weight is transferred.

Experienced yards may use practical physical checks, including hull sounding where appropriate, to help confirm that proposed support locations correspond with reinforced structural areas.

Scenario 2 — Access Position Conflicts with Refit Work

The yacht is safely on the blocks. The yard proposes installing the principal access stairs at the transom because it is the easiest location. However, the refit scope includes removal of both propellers and hubs using lifting equipment from the stern.

Question:

What should the Project Manager do?

A. Install the stairs at the transom and relocate them later
B. Review the work areas and establish the principal access at a location that does not interfere with the planned stern work
C. Cancel the propeller work
D. Allow contractors to climb onboard using temporary ladders

Reveal answer & rationale

Correct answer: B

Why:

Yacht access forms part of project planning. The location should support safe daily movement without obstructing major repair, lifting or dismantling activities. Early consideration prevents unnecessary relocation and programme disruption later.

Scenario 3 — Shore Power Requirement

The yacht requires shore power throughout the yard period. The yard electrician proposes connecting the yacht to an available supply without first confirming the yacht's expected load or electrical requirements.

Question:

What should the Project Manager coordinate before the connection is made?

A. Only the physical location of the cable
B. The voltage, frequency, phase configuration, expected current demand, maximum load and connection requirements with the Chief Engineer
C. Only the number of generators onboard
D. Nothing, because all yachts use the same yard electrical supply

Reveal answer & rationale

Correct answer: B

Why:

Temporary shore power should be matched to the yacht's actual electrical requirements. The Chief Engineer should define the vessel requirement and competent electrical personnel should establish and test the appropriate connection.

Scenario 4 — Authority to Start Work

The yacht is safely docked, access is installed, shore services are operational and the crew have completed the yard QHSE induction. The subcontractors are ready to begin work, but the Purchase Order or Power of Attorney required under the agreed project arrangements has not yet been received.

Question:

Should the Project Manager release the contracted works?

A. Yes, because the yacht is already in the yard
B. Yes, provided the Captain gives verbal permission
C. No. The required authority to proceed should be established before the relevant contracted works are released
D. Yes, and obtain the missing documentation before final invoicing

Reveal answer & rationale

Correct answer: C

Why:

Physical docking does not itself constitute contractual authority to commence the refit. Where the agreed project controls require a Purchase Order, Power of Attorney or other formal authority, that project-start gate should be satisfied before work is released.

Scenario 5 — Antifouling Programme Pressure

The yacht is due to launch in five days. The paint contractor wants to apply the final antifouling coats immediately, but an area of the underwater hull is still awaiting survey and possible NDT following suspected corrosion.

Question:

What should the Project Manager do?

A. Apply the antifouling over the area to protect the launch date
B. Keep the technically open area available for survey and coordinate the coating sequence around the outstanding inspection
C. Cancel the NDT because the yacht is close to launch
D. Coat the area now and remove the coating later if repairs are required

Reveal answer & rationale

Correct answer: B

Why:

Final coating should not conceal technically open work. The PM should sequence survey, NDT, repair and coating activities so that the underwater hull is technically closed before final antifouling application in the affected area.

Scenario 6 — Launch Readiness

During the final underwater-hull walk-round before refloating, the Project Manager identifies a transducer position that was opened during the refit. The work area appears complete, but there is no positive confirmation that the transducer has been correctly reinstalled and sealed.

Question:

What should the Project Manager do?

A. Proceed because the dock flooding time has already been booked
B. Assume the work is complete because no opening is visible externally
C. Establish and verify the actual status of the hull penetration before authorising project readiness for refloating
D. Launch the yacht and inspect internally for water afterwards

Reveal answer & rationale

Correct answer: C

Why:

An underwater penetration requires positive close-out before immersion. Programme pressure should not replace verification of watertight integrity. The installation should be confirmed complete and satisfactory before the yacht is returned to the water.

MODULE COMPLETION

Before completing this module, the Project Manager should be able to:

• Obtain the latest controlled docking plan from the Captain or authorised vessel representative

• Confirm the docking-plan revision, technical approval and Captain's signed and dated confirmation

• Maintain a clear documentary chain between the yacht, Project Manager and shipyard

• Understand that the docking plan is an engineering reference and does not replace physical verification during the docking operation

• Coordinate verification of proposed block and support positions before significant vessel load is transferred

• Identify underwater appendages, hull penetrations, transducers and equipment requiring clearance

• Establish the expected vessel displacement, draught, trim and tank condition before docking

• Understand the importance of free-surface effect and refer stability decisions to the appropriate competent authority

• Coordinate the pre-docking meeting with the Captain, Chief Engineer, docking team and relevant specialists

• Maintain awareness of vessel alignment, support contact and appendage clearance during docking or lifting

• Coordinate the post-docking inspection once the yacht has been safely released for access

• Record the final block and support arrangement photographically

• Prevent uncontrolled movement of keel blocks or side supports

• Review block positions against planned structural, mechanical, survey and coating work

• Select the yacht access position according to the planned refit work areas

• Avoid positioning access stairs or gangways where they will interfere with propeller, shaft, stabiliser, shell-door or lifting operations

• Coordinate temporary air-conditioning cooling-water arrangements with the Chief Engineer

• Coordinate temporary fresh-water supply

• Establish the yacht's electrical requirements before shore-power connection

• Coordinate a suitable temporary black-water arrangement

• Ensure temporary services are safely routed, identified and controlled

• Coordinate crew access badges and shipyard security requirements

• Ensure the Captain and crew receive the required QHSE induction

• Explain the shipyard's waste-segregation and environmental-control requirements

• Review the contracted scope, programme, known delays and responsibilities with the Captain or authorised representative

• Verify required vessel particulars, IMO information, drawings and technical documentation

• Verify vessel liability-insurance documentation, validity dates and required limits

• Confirm the required Purchase Order, Power of Attorney or other authority to proceed before releasing contracted works

• Establish a clear formal project-start gate before physical refit work begins

• Coordinate hull survey, NDT and repair work before final underwater coating closes the affected areas

• Understand the project-management difference between conventional biocidal antifouling and silicone foul-release systems

• Consider the yacht's Mediterranean, Caribbean and wider operating profile when coordinating antifouling strategy

• Programme final antifouling application in relation to the planned launch date and manufacturer's immersion requirements

• Protect anodes, transducers, sensors, seals and other equipment from inappropriate coating application

• Coordinate completion of block-contact areas before launch

• Carry out a final underwater-hull walk-round before refloating

• Confirm hull openings, plugs, valves, gratings, shaft seals, rudders, stabilisers and thrusters are ready for immersion

• Coordinate removal or control of temporary equipment before launch

• Maintain positive verification of all underwater penetrations before refloating

• Coordinate post-launch leak inspection and system reinstatement

• Record and assign any defect identified following refloating

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