This value being a constant, the minimum block area required for each block is

calculated. If you observe the nature of the weight curve, it is usually high at
the mid ship region and decreases at the forward and aft. It is due to this reason
that the weight bearing area of the keel blocks increase as we move towards the mid
ship. The pressure exerted on the keel blocks is called the block pressure, and the
Average Block Pressure is the total weight of the ship divided by the total bearing
area

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:
The floor of the dock has its own strength limits, which depends on the material of
the dock floor. This makes the load on the dock floor per unit length a limiting
parameter too. Now, if any block is removed or repositioned from the original plan,
the load on the dock floor per unit length must be recalculated and checked for the
given factor of safety.

The dock floor is strengthened underneath by transverse frames that run along the
breadth of the dock. When keel blocks or side blocks are repositioned from the
original dock plan, it should be ensured that the new position of the block is such
that it comes under a strength bearing member of the ship (bulkhead, longitudinal
girder, etc.) and also sits on top of a dock floor transverse. This is to ensure
that there is a proper stress flow from the ship�s hull to the keel blocks, and
finally to the dock floor.

The dock floor is strengthened underneath by transverse frames that run along the
breadth of the dock. When keel blocks or side blocks are repositioned from the
original dock plan, it should be ensured that the new position of the block is such
that it comes under a strength bearing member of the ship (bulkhead, longitudinal
girder, etc.) and also sits on top of a dock floor transverse. This is to ensure
that there is a proper stress flow from the ship�s hull to the keel blocks, and
finally to the dock floor.

The number of blocks may be different from the original docking plan, but the total
bearing area must be sufficient to maintain the block pressure below the material
safe limits. This ensures that the hull does not have excessive loads that could
cause damage to itself.
The floor of the dock has its own strength limits, which depends on the material of
the dock floor. This makes the load on the dock floor per unit length a limiting
parameter too. Now, if any block is removed or repositioned from the original plan,
the load on the dock floor per unit length must be recalculated and checked for the
given factor of safety.
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

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: