ince the keel blocks bear the weight of the ship, the load distribution curve for

the keel blocks is derived from the weight curve of the ship, which is comprised of
a combination of distributed and concentrated weights. The weight of the hull
girder and superstructure are distributed along the ship�s length. But weights like
that of machinery, equipment, transverse bulkheads, fuel oil, fresh water are
considered as concentrated weights.

The bilge keel extends as an appendage from the sides of the hull. The distance
from the bilge keel to the ship�s centerline must be specified in the docking plan.
The height of the bilge keel from the ship�s keel is used to ensure there is
sufficient vertical clearance available during docking and undocking

The keel profile shows the elevation of the keel line along the ship�s length. This
profile is used to determine the height of the keel blocks at each longitudinal
position, taking into consideration the load distribution curve of the ship.

Sufficient clearance should be ensured between the propeller tip and the dock
floor. There should also be adequate longitudinal and transverse clearances for
enabling removal of the propeller. It is due to this reason, the cross sectional
view of the propeller (usually looking forward) is provided in the dock plans. The
centerline of the ship, centerline of the propeller disc, distance between the
ship�s centerline and the propeller centerline, and keel line of the amidship is
also shown in the same diagram, as illustrated below

The plan view would show the location of the keel blocks along the centerline of
the ship. Most large ships with wide beam are also placed on a series of side
blocks, and the layout of the same is laid out in the plan view. The position of
every hull opening and hull protrusions (both, above and below the waterline) are
also marked in this drawing, in order to make sure they do not interfere with the
dock blocks.

The elevation view of the docking drawing gives the following information:

Location of the Longitudinal Reference Point (LRP), i.e. the point from which all
the longitudinal dimensions are measured.
Location of Aft Perpendicular and Forward Perpendicular.
Location of the end of skeg.
Frame spacing.
Longitudinal clearance required for removal of shaft.
Longitudinal clearance required for removal of rudder.
Location of draft marks along the ship.
Location of the first and last keel blocks.
The first few hydrostatics that must be checked before a ship enters a dry dock
are: