TSI Roman Andrejev on dry-docking „how to“

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At Tschudi Ship Management AS, Technical Superintendent Roman Andrejev brings a valuable perspective — having previously worked on the other side of the table, as a Project Manager for a shipyard. This experience has given him a deep understanding of how to plan, supervise, and budget dry-dock operations with efficiency and foresight - always with the vessel owner’s best interest in mind.

Below, Roman shares his experience and thoughts on what makes a dry-docking project successful — and where it often goes wrong.

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What the Owner Wants — and Rightly Expects

In my experience, vessel owners today typically expect three main things from their suppliers — whether it’s the shipyard, subcontractors, or the technical manager:

1. A timeframe that will be kept
2. A budget that was agreed
3. The quality that was promised

Meeting these expectations might sound simple in theory, but in practice, it requires a structured and realistic approach from start to finish. From the very beginning, the Owner should see clear signs of systematic preparation and professional discipline. If this is missing, problems are likely to follow — in cost, in time, or both.

Stage 1: The Specification — The Project Foundation

A dry-dock always begins with a specification, a list of the works the vessel wants to carry out while at the shipyard. This document is absolutely key — it must be understandable, clear, and specific enough so that everyone involved (owners, crew, shipyard, subcontractors) sees the same picture.

The better the preparation of the specification, the more transparent the yard’s quotation will be - and the fewer disputes we’ll have later.

At this early stage, the vessel’s crew plays a vital role. They know the vessel’s condition best, and their feedback is critical. A thorough condition survey report also helps identify potential problem areas and supports decisions about what repairs to plan for - or postpone.

Stage 2: Quotation and Contracting

Once the specification is complete, quotations are requested based on the vessel’s trading region. This is where the General Contract comes in — the most important document in the entire project.

This contract should clearly state:

• The total timeframe
• The budget
• Terms and penalties in case of delays or underperformance

These terms are there to protect the Owner - because once the vessel is on the dock, and the project has started, it’s too late to start arguing.

It’s important to also address how to handle the unexpected - how will unforeseen works be priced and approved? Is there an escalation clause? These things must be settled in writing early, not on the spot during docking.

Stage 3: Planning — Half the Battle Won

Once the contract is signed, planning begins. This includes organising:

• The workforce
• Materials
• Subcontractors
• Delivery schedules

Every line in the specification should be reviewed again - do we know how to execute it? Are any special tools or procedures needed? Is there a timeline for each job?

It’s smart to perform a risk assessment even before docking begins - and to update it during the project as well. That way, surprises can be minimized, and the critical path can be maintained.

Stage 4: Docking and Execution

Now we move into the most intense phase: actual dry-docking. At this stage, close follow-up on the progress and quality of the work is absolutely essential.

Preferably, this is done by the TSI in person or by the vessel’s own crew. Never rely on verbal confirmation alone.

As a wise Finnish shipbuilder once told me:
“WYSIWYG – What You See Is What You Get.”
If you didn’t personally check it, then it might not be done.

Cooperation with the shipyard’s Project Manager must be regular and structured. Any deviation from the plan or timeline must be raised immediately. Verbal agreements must be followed up in writing. Ideally, daily reports are reviewed together, and progress photos are collected. Quality must be monitored constantly.

Stage 5: Completion and Sea Trial

Once all works are completed, there should be a structured inspection — usually by the TSI and the ship’s crew together — to verify that all jobs were completed according to specification.

A sea trial often follows to confirm that all systems function properly under real operating conditions. Only after this can the project be considered truly complete.

Stage 6: Final Specification and Review

The final step is to update the Final Specification to reflect what was actually done - including any extra works, deviations, or cancelled tasks.

At this stage, we also review the shipyard’s overall performance and may negotiate adjustments if something was not delivered properly or on time.

All documents, photos, reports, and lessons learned should be archived in an accessible way. These are gold for planning future dockings and evaluating subcontractors.

Lessons from Experience — Practical Tips

1. Specify Everything in Detail
Don’t just write: “renew pipe.”
Write:

“Renew Galvanized Black Steel pipe DN250, L=2000mm, with 2 bends 45°, one penetration, location: ER Deck 2 SB Fr. 24.”
Better yet, attach photos of the existing area.

Without this level of detail, shipyards will issue budgetary quotes, which later increase after “finding out” what's really required. That leads to disputes — and the Owner paying more.

2. Use a Solid Contract
If the shipyard delivers late, and there’s no liquidated damages clause, then all those delays cost the Owner directly. That’s why a proper contract — with well-defined consequences - is crucial. In some cases, performance guarantees or bonds should also be considered.

3. Think in Chains
Dry-docking is not a list of isolated tasks — it’s a chain. Take for example steel renewal in a ballast tank:

• Tank must be emptied
• Gas tested
• Cleaned
• Steel removed and fitted
• Welds tested
• Painted
• Ventilation and drying done
• Tank refilled

If one step is late or done poorly, the whole chain breaks — and the vessel may not be ready to go afloat on time.

4. Avoid False Economy
Sometimes we’re tempted to save money by accepting cheaper paints, gaskets, or coatings.
But I’ve seen cases where poor underwater hull coating meant rust returned fast — and instead of just repainting next time, we had to do steel renewal. That’s ten times the cost.

So: use quality materials, follow application instructions, and verify the work.

Final Thoughts

Every dry-docking is unique, but the success formula is always the same:
Prepare carefully, follow up continuously, and close off thoroughly.

The TSI is not just a technician — he or she is the project leader. That means involving the crew, assigning responsibility, and keeping everyone aligned from start to finish.

It’s not a one-man show — but someone has to conduct the orchestra.

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