Alaska Ship and Drydock – Dry Dock #1 August 2009

Alaska Ship and Drydock – Dry Dock #1 August 2009

Assessment Report Sheet 2 of 7

TABLE 1

PRINCIPAL CHARACTERISTICS OF THE DOCK

Length over pontoons 382’-8”

Breadth overall 136’-9.75”

Width Between Wing Walls 110’-6.75”

Overall height of dock 41'-0"

Height of pontoon at C.L. 11’-11.75”

Height of pontoon at Wing 11’-5.75”

Design capacity (Original Design) 9,600 long tons

Per Foot lift capacity @ 12” F.B. 30 long tons

3. MAINTENANCE

Dry dock #1 is in relatively good condition for its age. This is an indication of

periodic maintenance being performed on the dock. Maintenance performed on the

dock is based on available time and material.

There is a time interval based maintenance matrix that is utilized by the dry dock

maintenance crew. However, there is no written procedure regarding inspections and

maintenance that indicates what or how to inspect the items listed in the matrix.

Many facilities implement a written preventive maintenance program, designed to

protect large assets. Such programs develop a detailed procedure with checklists

based on a combination of industry best practices as well as manufacturer

recommendations.

Standardized inspection and maintenance programs offer many benefits. It

establishes written requirements that are available to many individuals, rather than

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relying on the availability of a single individual. Written procedures also ensure

repeatable results. By combining the inspection results and maintenance performed,

it is possible to gather trending data. From the data, it is possible to revise

manufacturer recommendations to a site-specific schedule. Since most dry dock

equipment isn’t constantly run, equipment maintenance at manufacturer prescribed

intervals may not be necessary.

The ability to determine the work required based on a revised schedule has time and

material savings available. It has the additional benefit of allowing planners and

management the tools to schedule work and maintenance while minimizing down

time. Trending data may also identify specific problem areas that may not otherwise

be identified. In addition, some dock equipment consists of many of the same

components, such as pumps, motors and valves. If one begins to show signs of wear,

and it is identified, it can signal the need to inspect the other similar type pieces

before they fail.

4. HULL SURVEY

A full UT survey was conducted on 29 July 2009. The UT survey included the

pontoon deck, exterior wing walls at the wind/water line, aprons and apron

stiffeners, vehicle ramp and slide plate, as well as external platforms near the

wind/water line. The results are included in Appendix A. It is recommended that

UT’s be taken in the same areas on an annual basis as will allow for trending data to

determine the rate of corrosion.

The UT results indicate that there are plate areas that require monitoring and have a

high potential for replacement in the near future. The allowable corrosion limit is

generally considered to be 25%. These areas are as follows:

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1) Pontoon Deck; There are numerous areas on the pontoon deck in which the

corrosion levels are 15-18% corroded. Of particular concern is between Frames

28 and 32 on the keel line. This section of deck is between 20.94% and

23.17% corroded.

2) South Wing Wall, AFT edge near the wind/water line; There is a dent from a

previous collision. The plate is 19.25% corroded.

3) Apron, AFT, Beam 5 (from PORT); The web of the 9.5mm W, 16mm F beam is

15.51% corroded.

4) Apron, AFT, Bay 8, L5 (from PORT); The flange of the longitudinal is 15.84%

corroded.

5) Apron, AFT, Bay 4 (from PORT); The deck plate is 15.70% corroded.

The UT results indicate that there are areas that require immediate repair or

replacement. The allowable corrosion limit is generally considered to be 25%. These

areas are as follows:

1) External ladder platforms, 25x25x10 mm <; All of the external platform

support struts near the wind/water line were inspected. All of them are

corroded with the majority being corroded beyond the 25% limit, some as much

as 38.28%. All of the struts should be replaced.

2) Vehicle Ramp Slide Plate; In way of the four (4) sliding feet, the deck plate is

between 24.12 and 29.99% corroded. It is recommended that a 0.75 inch plate

be welded on top of the existing plate in way of the feet. This will be considered

sacrificial material as the steel wears over time.

3) Apron, FWD, Bay 1 (from PORT); The deck plate is 31.90% corroded

4) Apron, FWD, Bay 5, L5 (from PORT); The web is 31.08% corroded

5) Apron, FWD, Beam 7, (from PORT); The web plate is 26.47% corroded

6) Pontoon deck plate in way of the vehicle ramp, Frame 1 to Frame 8, from the

wingwall to 29’-6” from wingwall

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On the hull, there are areas on the wing walls that show signs that the paint system

has failed and there is light pitting and corrosion evident. While these areas do not

currently pose a structural risk, it is important to repair these areas to protect the

plate from further damage. These areas should be addressed by blasting and

painting.

Overall, the vehicle ramp is in good condition. It is recommended that the exposed

section of the ramp that is routinely submerged be blasted and painted in order to

preserve the steel from further corrosion and potential wastage.

On the portside wing deck is an access/utility ramp. The flexible utility connections

are considered wear items and should be replaced as necessary.

5. BLOCKS

The keel and side blocks are located on the pontoon deck. While the concrete is in

good condition, the wood base boards are showing signs of age. A check of the wood

condition using an ice pick should be made, and soft/rotten boards should be

replaced.

The side blocks consist of a steel girder and steel slide plate with a wood base. A

check of the wood condition should be made, and soft/rotten boards should be

replaced. The steel is corroding and some of the through chain guides are wasted.

The wasted steel portions should be replaced and the remaining steel should be

restored by blasting and painting.

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6. ELECTRICAL AND MECHANICAL EQUIPMENT

The equipment throughout the dock is operational, and has been well maintained. It

should be noted that the equipment is 20 years old, and it would be considered a

prudent measure to fully investigate the actual condition of the dock equipment.

This would include pumps, motors and valves. It would be beneficial to consult with

the equipment manufacturer to determine allowable tolerances and wear limits.

It is possible to conduct non-intrusive tests on electrical and mechanical equipment.

Companies such as SIMMCO have diagnostic testing equipment that can determine

the condition of motor windings, as well as the amount of vibration in rotating

equipment. Diagnostic testing of all of the docks mechanical and electrical

equipment should be performed and a record of the data maintained. Any equipment

found to be deficient can then be isolated and overhauled as necessary. In addition,

the equipment should be routinely tested in a similar fashion and then compared to

the equipments previous results. This trending of data will determine the rate of

deterioration and in addition allow for a life expectancy to be extrapolated.

7. CRANE

There is a Manitex wing wall crane located on the starboard side. While operational,

it is showing signs of wear. Crane Consultants, Inc. of Seattle, WA recently

conducted a condition survey of the crane and developed a survey report. This report

is included in Appendix A.

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8. RECOMMENDATIONS

Based on the inspection and assessment of Dry Dock #1, it is recommended that the

following items be accomplished:

a) Develop a written maintenance program and associated checklists.

b) Replace all the steel sections that are corroded beyond the allowable 25%

corrosion limit, as indicated in Section 4 of this report. These areas are:

1) External ladder platform struts

2) Vehicle ramp slide plate

3) Forward Apron

4) Pontoon deck in way of the vehicle ramp

c) Implement an annual UT program to monitor the following areas:

1) Pontoon deck

2) Exterior wing walls at the wind/water line

3) Aprons and apron support structure

d) Repair corroded chain guard pipes on side blocks

e) Blast and paint side blocks

f) Conduct non-intrusive testing on dock equipment.

g) Follow the recommendations in the crane survey report.

HEGER DRY DOCK, Inc.

August 2009

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ASSESSMENT REPORT

FLOATING DRYDOCK #2

2,500 LT CAPACITY

ALASKA SHIP AND DRYDOCK Ketchikan, Alaska

Prepared by

Heger Dry Dock, Inc. Holliston, Massachusetts

August 2009

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1. INTRODUCTION

HEGER DRY DOCK, INC. has inspected Floating Dry Dock No. 2 at Alaska Ship and

Dry Dock in Ketchikan, Alaska. The purpose of this inspection was to ascertain the

overall material condition of the dry dock. The results of the survey will be used to

develop an assessment report and maintenance plan. The survey was conducted

23-26 June 2009, AND 29-31 July 2009 by Robert E. Heger, P.E, Chief Engineer and

Waleed Sayed, Engineer of HEGER DRY DOCK, INC.

2. GENERAL DESCRIPTION

The dry dock is a continuous, one-piece facility of structural grade steel and all

welded construction.

The dry dock is subdivided into sixteen watertight ballast tanks. They are oriented

such that there are four tanks transversely and four tanks longitudinally. Each set

of wing and center ballast tanks is flooded by a single inlet valve and dewatered by a

single dewatering pump. The center tank is made common to the wing tank by a gate

valve and vent openings at the top of the common longitudinal bulkhead. Adjacent

tanks are connected longitudinally through an emergency cross over valve. Each set

of wing and center ballast tanks is dewatered by a single, electric motor-driven pump.

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TABLE 1

PRINCIPAL CHARACTERISTICS OF THE DOCK

Length over pontoons 200’-0”

Breadth overall 110’-0”

Width Between Wing Walls 90’-0”

Overall height of dock 52'-1"

Height of pontoon at C.L. 21’-0”

Height of pontoon at Wing 21’-0”

Design capacity (If dock is to be placed on grid) 2,500 long tons

Design capacity (If dock remains afloat) 3,600 long tons

Per Foot lift capacity @ 12” F.B. 18 long tons

3. MAINTENANCE

Dry dock #2 is a new dock, which has just been placed into service.

During the course of a routine inspection in June and July 2009, the interior and

exterior of the dock was inspected, as well as the landing grid. It was determined

that some maintenance is being performed on the dock. However, it is based on

available time and material. A single individual is responsible for coordinating work

as well as providing verbal authorization to perform work on the dock.

There is no written procedure regarding inspections and maintenance that indicates

what or how to inspect the items listed in the matrix. Many facilities implement a

written preventive maintenance program with checklists, designed to protect large

assets. Such programs develop a written procedure based on a combination of

industry best practices as well as manufacturer recommendations.

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With a new dock, it will be very beneficial in the long term to immediately implement

a written preventive maintenance program, designed to protect the dock over its

service life. The program developed should include a written procedure with itemized

checklists based on a combination of industry best practices as well as manufacturer

recommendations.

By developing the program at this early stage will allow the owner to generate

maintenance data that can be used to trend the condition of the dock over time, as

well as coordinating planning and budgeting requirements.

Standardized inspection and maintenance programs offer many benefits. It

establishes written requirements that are available to many individuals, rather than

relying on the availability of a single individual. Written procedures also ensure

repeatable results. By combining the inspection results and maintenance performed,

it is possible to gather trending data. From the data, it is possible to revise

manufacturer recommendations to a site-specific schedule. Since most dry dock

equipment isn’t constantly run, equipment maintenance at manufacturer prescribed

intervals may not be necessary.

The ability to determine the work required based on a revised schedule has time and

material savings available. It has the additional benefit of allowing planners and

management the tools to schedule work and maintenance while minimizing down

time. Trending data may also identify specific problem areas that may not otherwise

be identified. In addition, some dock equipment consists of many of the same

components, such as pumps, motors and valves. If one begins to show signs of wear,

and it is identified, it can signal the need to inspect the other similar type pieces

before they fail.

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4. HULL SURVEY

The coating system throughout the dock, internally and externally, is showing signs

of breakdown and should be maintained through spot treatment.

There are several areas where the coating system has failed and the steel in those

areas is showing signs of light corrosion. The external handrails leading from the

wing deck to the sally port have large sections of coating breakdown and exposed

steel. For transport, a set of towing padeyes were attached to the aft section of the

pontoon deck which were subsequently removed after delivery. The coating system in

that area has been damaged and not replaced. The coating system in the entryways

in way of the wing wall hatches is showing signs of breakdown. The underside of the

entryway deck plate is also showing signs of coating breakdown and corrosion due to

the formation of condensation. All of the areas noted should be immediately

addressed in order to prevent further corrosion.

Most of the threaded connections on the dock are showing signs of corrosion. These

include handles, nuts, bolts, threaded pipe connections and flanges. In order to

prevent further corrosion and damage these items should be recoated and/or

replaced with stainless steel or galvanized parts. If these are allowed to corrode any

further, it may cause the connectors to permanently fuse to the equipment, resulting

in costly repairs in the future.

5. BLOCKS

The keel blocks, side blocks and transfer cars are the same age as the dock and are

in good condition. The transfer cars should maintained under a maintenance plan,

as described in Section 3 of this report.

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6. ELECTRICAL AND MECHANICAL EQUIPMENT

There are two diesel generators on-board, which were intended to operate in

tandem via a parallel board to provide 100% main power to the dry dock with

shore power providing backup power. The starboard generator is not operation

due to a radiator breakdown. This should be repaired. In addition, the parallel

capability is not functioning, thus the dock is unable to run the on-board diesel

generators at 100% of their potential capacity. The dock has demonstrated its

capability to fully operate on shore power, but was at its operational limit.

A determination must be made as to which power source is the main, and which

is secondary with respect to shore power vs. on-board diesel generators. The

docks maximum potential power demand to available capacity should be fully

assessed prior to making this decision. If changes are made that differ from the

operations manual, then the manual must be updated accordingly.

There are four translational winches on the wing deck, one in each corner. It was

intended that they operate in an automatic mode, which would allow the opposing

reels to unwind at the same rate as the others wound. This automatic feature is

not operational. It should be decided whether this feature is critical and be

corrected.

The control house should be maintained. A ceiling panel has fallen from the

ceiling and has left wires exposed. The wiring should be secured and the ceiling

panel replaced. The switchboard has lights which have burned out and should be

replaced. A valve position indicator is also missing and should be replaced

immediately.

Every pump motor on the safety deck was leaking oil from the bearing oil sumps.

These should be repaired or replaced immediately.

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7. RECOMMENDATIONS

Based on the inspection and assessment of Dry Dock #2, it is recommended that the

following items be accomplished:

a) Develop a written maintenance program and associated checklists.

b) Repair coating system in the following locations:

1) External handrails

2) Aft pontoon deck in way of removed towing padeyes

3) Wing wall entryways, top and bottom of plate.

4) Pipe flanges

c) Replace threaded connections such as nuts, bolts and threaded pipe

connectors with stainless steel or galvanized parts.

d) Repair the starboard generator.

e) Repair the parallel board.

f) Maintain the control room.

g) Repair dewatering pump bearing oil sumps.

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Ketchikan Shipyard Maintenance Scheduling and Estimating Services Appendices

APPENDIX B UNDERWATER INSPECTION REPORT

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APPENDIX C INSPECTION FORMS AND NOTES

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KETCHIKAN SHIP YARDKETCHIKAN ALASKA

EQUIPMENT INSPECTION WORKSHEET

Building Name:___Shop____Inspected By:___SEL_____

Date of Inspection:_2/10/2010_

Location Sketch (or attach sketch of location on 8 1/2x11 floor plan)

Equipment Type: LatheManufacturer: Hydratrol/LehmannPart Number: Model 3220-37 Serial C-666ID Tag: 3416-35671Oil/Grease (level, type): OilN.G., L.P., Elect: Electric

Remarks: Head rebuilt

Maintenance Level (circle one and describe)1) Day-to-Day Clear chips and check oil levels2) Monthly3) Annual

Condition (circle one)1) Satisfactory2) Unsatisfactory

3) Out of Service (The equipment has been removed from service, locked out, or disconnected)4) Replace (The equipment needs to be removed from service until replaced)

Corrective Action

Signature (Person(s) performing inspection): Steve Lewis, PND Engineers, Inc.*Attach color pictures of equipment to completed inspection form.

(The equipment is deficient, however, the equipment may be operated under specific limitations, until corrective action can be accomplished.)

Deficiencies and Shortcomings: (worn parts, shaft(s) out of alignment, vibration, noise, guards, pipe leaks, wire insulation, etc.)

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Equipment Type: LatheManufacturer: Axelson 25x216Part Number:ID Tag: 3416 3144Oil/Grease (level, type): OilN.G., L.P., Elect: Electric

Remarks: Oil caps dry




Corrective Action




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Equipment Type: MillManufacturer: CincinnatiPart Number: Serial 3J4P1Y-50ID Tag: 3417-21557Oil/Grease (level, type): OilN.G., L.P., Elect: Electric

Remarks: Oil caps dry




Corrective Action




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Equipment Type: Radial Arm DrillManufacturer: CincinnatiPart Number: 3E1257ID Tag: 3413-05494Oil/Grease (level, type): OilN.G., L.P., Elect: Electric

Remarks:




Corrective Action




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Equipment Type: ShaperManufacturer: Cincinnati 24" heavy dutyPart Number:ID Tag:Oil/Grease (level, type): OilN.G., L.P., Elect: Electric

Remarks: No access around machine




Corrective Action




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Equipment Type: BrakeManufacturer: Chicago Dreis & KrumpPart Number: Serial 7256ID Tag: 3441-00644Oil/Grease (level, type):N.G., L.P., Elect: Electric, Compressed Air

Remarks:

Maintenance Level (circle one and describe)1) Day-to-Day2) Monthly3) Annual



Corrective Action




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Equipment Type: Band SawManufacturer: J.A. Fay & Egan Co., Cincinati OhioPart Number: Model 557 LightningID Tag: 994-MP 0049Oil/Grease (level, type): GreaseN.G., L.P., Elect: Electric

Remarks: Connected to dust collection system

Maintenance Level (circle one and describe)1) Day-to-Day Clean wood chips2) Monthly3) Annual



Corrective Action




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Equipment Type: JointerManufacturer: Northland Foundry & Machine Co.Part Number: 4057J12HD-LID Tag: 994 MP 0060Oil/Grease (level, type):N.G., L.P., Elect: Electric

Remarks: Connected to dust collection system




Corrective Action




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Equipment Type: Table SawManufacturer: TannewitzPart Number:ID Tag: 994 MP 0014Oil/Grease (level, type):N.G., L.P., Elect: Electric

Remarks: Connected to dust collection system. Materials stored on table top.




Corrective Action




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APPENDIX D SITE PHOTOS

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Appendix D Site Photos

Ketchikan Shipyard Condition Assessment Appendix D

Figure D-1. Welding exhaust fan EF-5.

Figure D-2. Electrical panels and transformer.

Figure D-3. Electric shop with test station.

Figure D-4. Starters in mechanical room.

Figure D-5. Stairwell lighting.

Figure D-6. Building exterior lighting.

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Figure D-7. Emergency lighting.

Figure D-8. Cable TV equipment.

Figure D-9. Badly rusted buss duct.

Figure D-10. Main switchboard with rusting enclosure.

Figure D-11. 480V, Three-phase receptacles.

Figure D-12. Cables exiting a vault to feed a power station.

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Figure D-13. Welding cables and extension cords.

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ENGINEERS, INC. Civil ▪ Structural ▪ Marine ▪ Geotechnical ▪ Hydrology ▪ Surveying ________________________________________________________________________________________________________________________________________________

Anchorage, Alaska 1506 West 36th Avenue Anchorage, AK 99503 Ph: 907.561.1011 Fax: 907.563.4220

Juneau, Alaska 9360 Glacier Hwy Juneau, AK 99801 Ph: 907.586.2093 Fax: 907.568.2099

Fort Collins, Colorado 141 S College Ave, #101 Fort Collins, CO 80524

Ph. 970.797.2101 Fax: 970.631.8942

Seattle, Washington 811 First Ave, Suite 260

Seattle, WA 98104 Ph: 206.624.1387

Fax: 206.624.1388

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Alaska Ship and Drydock – Dry Dock #1 August 2009