Chantier Naval de Marseille

World-Wide Floating Drydocks (FDD)

In the field of ship repairing activity, it has been common practice for many years to use floating dry docks for major repairs. In using dry docks, a ship to be repaired is floated into the basin of the dry dock. A floating drydock is a U-shaped marine vessel used to service the ships. Operators let water into the drydock through valves to submerge it, which allows ships to drive in and out of the drydock. When the water is pumped out, the drydock rises in the water, lifting docked vessels out of the water. This allows workers to service and repair parts of the vessel usually under the waterline. It is evident that, the calculations and analyses that go into creating docking plans and executing the process require equal attention from aspects of stability, as well as the strength of the ship. Before the ships enters the floating dry dock, the floor of the dry dock are so arranged along with the keel blocks that they can bear the weight of the ship and fix/sit the ship accordingly. The rate of pumping out water is reduced as the stern is almost about to touch the keel blocks. The stern of the ship must have to first sit on the keel blocks. Market Study Report, LLC's, latest study on Floating Dry Dock market' released Apr 16, 2019 features a holistic view of the market size, market share, profit estimates, SWOT analysis and the regional landscape of the business. The report precisely expounds key challenges and future growth prospects of the market, while highlighting the current competitive scene and analyzes the expansion strategies adopted by leading market players. The Floating Dry Dock market was valued at xx Million US$ in 2018 and is projected to reach xx Million US$ by 2025, at a CAGR of xx% during the forecast period. In this study, 2018 has been considered as the base year and 2019 to 2025 as the forecast period to estimate the market size for Floating Dry Dock. This report presents the worldwide Floating Dry Dock market size (value, production and consumption), splits the breakdown (data status 2014-2019 and forecast to 2025), by manufacturers, region, type and application. This study also analyzes the market status, market share, growth rate, future trends, market drivers, opportunities and challenges, risks and entry barriers, sales channels, distributors and Porter’s Five Forces Analysis. Both top-down and bottom-up approaches have been used to estimate and validate the market size of Floating Dry Dock market, to estimate the size of various other dependent submarkets in the overall market. Key players in the market have been identified through secondary research, and their market shares have been determined through primary and secondary research. All percentage shares, splits, and breakdowns have been determined using secondary sources and verified primary sources. Key companies listed in the report are: Bellingham Marine, Marinetek, Wahoo Docks, EZ Dock, Walcon Marine, SF Marina Systems, Ingemar, Flotation Systems, Technomarine Manufacturing, Botongna, Metalu Industries International, Jet Dock, Dock Marine Systems, Accudock, Meeco Sullivan, MARTINI ALFREDO SPA, Livart, Pontech, CUBISYSTEM, A-Laiturit, Cubisystem. strategically located industry manufacturing, production, and distribution facilities in Americas(United States, Canada, Mexico, Brazil), APAC (China, Japan, Korea, Southeast Asia, India, Australia), Europe (Germany, France, UK, Italy, Russia, Spain), Middle East & Africa (Egypt, South Africa, Israel, Turkey, GCC Countries) at present dominates the market with maximum share in the revenue.

Pride of California

BAE Systems San Diego shipyard officially named its new floating dry dock in a dedication ceremony on February 11, 2017. U.S. Representatives Duncan Hunter (R-Calif.) and Scott Peters (D-Calif.) were among the dignitaries speaking at the event. At 950 feet long and capable of lifting 55,000 long tons, BAE Systems’ new dry dock is the largest floating dry dock in California. BAE Systems says that, paired with another dry dock at the shipyard, the new dock will be critical in maintaining the growing U.S. Navy fleet in San Diego, and in keeping those ships and sailors in their homeport for maintenance and repairs. In 2014, HEGER designed an all steel, 55,000 long ton capacity floating dock based on the design parameters of BAE Systems Ship Repair, San Diego, California. The dock is designed to meet the requirements of the US Navy's MIL-STD 1625D and the American Bureau of Shipping. The dock design package includes design drawings, specifications, and an operating manual with architectural, structural, mechanical, electrical, and HVAC details. The dock's design vessels are the LHD, LPD, and LHA class. The dock is also capable of docking large cruise ships such as the Diamond Princess. BAE Systems significantly expanded dry-docking capabilities at its San Diego shipyard, enhancing the ship repair, maintenance, and modernization services the company provides to the U.S. Navy, other government agencies, and commercial customers. The investment by BAE Systems, which will include the purchase of a new dry dock and a range of infrastructure improvements at the yard, will total approximately $100 million. The company made the announcement Mar 30 2015 during a ribbon-cutting ceremony dedicating a new pier at the shipyard along the San Diego waterfront. Attendees included U.S. Representatives Susan Davis, Duncan Hunter, and Scott Peters. “Our primary strategy and mission in San Diego is to support the U.S. Navy and its rebalance to the Pacific,” said Erwin Bieber, president of BAE Systems’ Platforms & Services sector. “The new pier and dry dock will complement and expand the shipyard’s existing capacity in this homeport and provide greater capabilities to our customers. Our continuing investment in the region further demonstrates our commitment to San Diego and recognizes the important role it plays in our strategy.” The new pier and dry dock will support current and future Navy surface ship repair, maintenance, and modernization, and will accommodate cruisers, destroyers, amphibious assault ships, mine countermeasures ships, and both variants of the Littoral Combat Ship. The expanded facilities may also service other ships and vessels under contract, including those for Military Sealift Command, the U.S. Coast Guard, and the U.S. Maritime Administration. The new Pier 4, at 415-feet long and 64-feet wide, replaces a 52-year-old pier and includes new services such as fresh water, electrical, sewage, and storm water containment. The new dry dock measures 950-feet long and 205-feet wide, with a design lifting capacity of 55,000 tons. When operational in early 2017, it became the company’s largest dry dock in the United States and will employ several environmental design features, including LED lighting, electric cranes, air-cooled emergency generators, a zero discharge closed-loop salt water system, and storm water recovery systems. BAE Systems currently employs approximately 3,000 people in the region, including shipyard workers, weapons support personnel, and employees in nearby Rancho Bernardo supporting U.S. military and intelligence community customers. The new pier and dry dock are expected to increase employment opportunities at the San Diego yard. BAE Systems is a leading provider of ship repair, maintenance, modernization, conversion, and overhaul for the Navy, other government, commercial, and private customers. The company operates seven full-service shipyards in Alabama, Florida, California, Virginia, and Hawaii, and offers a highly skilled and experienced workforce of more than 5,000 employees, eight dry docks, and significant pier space and ship support services. The company also has commercial shipbuilding and module fabrication capabilities at its Mobile, Alabama, and Jacksonville, Florida, shipyards. BAE Systems received $170.7 million in contracts from the U.S. Navy to perform simultaneous maintenance and repair on two Arleigh Burke-class (DDG 51) guided-missile destroyers in its San Diego shipyard. Under the awarded contracts, the shipyard will tandem dry-dock the USS Stethem (DDG 63) and USS Decatur (DDG 73) in October. The synchronized two-ship docking will be a first for the company’s newest dry-dock in San Diego. The contracts include options that, if exercised, would bring the cumulative value to $185 million. BAE's San Diego Ship Repair team tandem dry-docked two Navy destroyers, the USS Decatur & USS Stethem. “The ability to simultaneously dock two DDGs is a special capability that BAE Systems brings to our Navy customer and comes at a critical time when additional throughput is necessary to meet surface combatant demands and modernization requirements,” said David M. Thomas Jr., vice president and general manager of BAE Systems San Diego Ship Repair. “Beyond the remarkable nature of this tandem docking, it will be business as usual for our shipyard team and partners given our significant experience working with the Arleigh Burke class.” Positioned end to end, the USS Stethem and USS Decatur were lifted together inside BAE Systems’ “Pride of California” dry-dock. Installed in 2017, the Pride of California is 950 feet long, 160 feet wide and has a lifting capacity of 55,000 tons – making it the largest floating dry-dock in San Diego. The destroyers each displace about 9,000 tons and were expected to be re-floated in April 2020. bae-pride-of-california-line1.gif The fleet of floating drydocks built by the Bureau of Yards and Docks during World War II was a significant and at times dramatic factor in the Navy's success in waging global war. It had long been recognized that in the event of another world war the fleet would be required to operate in remote waters, and that ships were going to suffer hard usage and serious battle damage. It was obvious that many crippled ships would be lost, or at least would be out of action for months while returning to home ports for repairs, unless mobile floating drydocks could be provided that could trail the fleet wherever it went. It was the Bureau's responsibility to meet these requirements. Floating drydocks have been used for overhaul and repair of ships for many years, and many ingenious designs have been devised from time to time. One of the most interesting was the Adamson dock, patented in 1816, which may be considered the prototype of some of the new mobile docks. The Navy apparently built several wooden sectional docks at various navy yards about 1850, but little is known of their history. About 1900, two new steel floating drydocks were built for the Navy. The first of these, of 18,000 tons lifting capacity, was built in 1899-1902 at Sparrow's Point, Md., and towed to the Naval Station, Algiers, La., where it was kept in intermittent service for many years. In 1940 it was towed via the Panama Canal to Pearl Harbor to supplement the inadequate docking facilities there. Since the dock was wider than the Canal locks, it was necessary to disassemble it at Cristobal and to reassemble it at Balboa. Although both the dock and the ship in it were damaged during the Japanese attack on Pearl Harbor on December 7, 1941, the dock was not lost, but was quickly repaired and subsequently performed invaluable service both in the salvaging of vessels damaged in that attack and in the support of the fleet in the Pacific. The other dock, the Dewey, was a 16,000-ton dock, built in three sections, and capable of docking itself. It was constructed in 1903-1905, also at Sparrow's Point, Md., and was towed via the Suez Canal to the Philippines. The saga of this voyage is an epic of ocean towing history. The Dewey was still in service at Olongapo when the Japanese invaded the Philippines early in 1942. It was scuttled by the American naval forces before they abandoned the station. Neither of these docks was suitable for mobile operation. Between 1920 and 1930, the Bureau of Yards and Docks made numerous studies of various types of mobile docks of both unit and sectional types. In 1933, funds were finally obtained for one 2200-ton dock, and the Bureau designed and built the ARD-1. This dock was of revolutionary design. It was a one-piece dock, ship-shaped in form, with a molded closed bow and a faired stern, and may be best described as U-shaped in both plan and cross-section. The stern was closed by a bottom-hinged flap gate, operated by hydraulic rams. This gate was lowered to permit entrance of a ship into the submerged dock and then closed. The dock was then raised by pumping water from the ballast compartments and also from the main basin. This dock was equipped with its own diesel-electric power plant, pumping plant, repair shops, and crew's accommodations. It was the first drydock in any navy which was sufficiently self-sustaining to accompany a fleet into remote waters. The 155 floating drydocks constructed and purchased under this intensive building program were deployed throughout the world, and used by many agencies. A total of 78 docks saw service in advance areas. Commercial ship repair yards utilized 44, and continental naval activities, 21 docks. Three docks were furnished to Army ports of embarkation, two docks to the Coast Guard, and five to the United Kingdom; one was lost, and one was sunk in the Bikini tests. A major problem in the provision of overseas docking facilities was the task of getting these docks safely to their destinations. This required careful study of the various factors involved and the provision on the docks of abundant tackle and protective devices, to insure the safety of the docks and their crews so far as this was humanly possible. This work included, an many cases, the development of plans for the safety of floating and other structures which it was necessary to transport to advance base areas in or on the docks. The ARD docks, in particular, were fine freight carriers and seldom left for their overseas bases with an empty center chamber. On the contrary, they usually carried their own work barges, small boats, dredges, cranes, locomotives, piling, and other supplies too numerous to mention. Standard towing and stowage plans were developed and rigorously followed for all these conditions of service. As a result, the losses in these vast towing operations were practically negligible even through much of the towing was done in enemy-infested waters and double, triple, and even quadruple tows were necessary at times due to shortages of tugs and tug crews. The most dramatic demonstration of the importance of the mobile drydocks was given during the long drawn-out naval support of the invasion of Okinawa, when the fleet was subjected for weeks to continual and desperate "Kamikaze" attacks by Japanese suicide-bombers. The fleet suffered great damage, but the ready availability of the mobile drydocks at nearby advance bases, and the yeoman service rendered by their own crews and the ship repair components at these bases, save many ships and minimized the time ships were out of action for repairs, to such an extent that these docks may well have represented the margin between success and failure.

A look at Indian Navy's floating shipyard

https://www.aviation-defence-universe.com/lt-hands-dry-dock-indian-navy/">L&T Hands Over Floating Dry Dock To Indian Navy

Floating Dock (FDN-2)

The Andaman and Nicobar Command boasts of a floating shipyard of the Navy. In a bid to strengthen naval power on the eastern coastline, the Indian Navy has decided to deploy an additional floating dock at Port Blair, which is very close to the Strait of Malacca, which connects the Indian Ocean to the South China Sea. The Navy’s decision holds significance in the backdrop of the massive naval presence in Bangladesh and Myanmar. Larsen & Toubro on Jun 21, 2017 launched India's first indigenously built Floating Dock (FDN-2) at its greenfield shipyard in Kattupalli. Named as FDN –2, the 8,000-tonne carrier would enhance the technical repair infrastructure of the Navy for ships in port Blair. L&T, which had won the contract in May 2015 to design and build the FDN-2 at a cost of Rs 468 crore, is all set to deliver it within 8 weeks. Having used the digital technology, the engineering and designing team created 3D models of the ship for accuracy. A floating dry dock is a type of pontoon for dry docking ships, possessing floodable buoyancy chambers and a “U”-shaped cross-section. When valves are opened, the chambers fill with water, causing the dry dock to float lower in the water. The deck becomes submerged and this allows a ship to be moved into position inside. When the water is pumped out of the chambers, the dry dock rises and the ship is lifted out of the water on the rising deck, allowing work to proceed on the ship’s hull. Floating Dock is an indigenously designed and built platform with state-of-the-art machinery & control systems capable of docking warships of up to 8000 Tons displacement. It has high capacity Ballast Pumps, along with advanced automated Ballast Control System. The dock covers provided with the FDN-2 facilitate repair & refit activities in inclement weather conditions. Speaking on the occasion, vice Admiral DM Deshpande commended L&T for its efforts in the design and construction of FDN-2. He brought out that launching of the indigenously built floating dock bears testimony to the capabilities available in India for realising the “Make in India” vision. The 185-metre long and 40 meters wide FDN-2 is the first naval shipbuilding project for L&T designed for docking Indian Navy ships and submarines of up to 8,000 tonnes of displacement. FDN-2 is an in-house designed dock with the state-of-the-art technologies. Executive vice president and whole-time director (designate) of defence J. D. Patil said, “We had used 3D technology to avoid flaws in fitting. FDN-2 would make a difference in strategic importance, as repairs of the ships can be done right at the location, without bringing them back to the location.” The floating dock was lowered into the waters of the Bay of Bengal by Anjali Deshpande, wife of Vice Admiral D.M. Deshpande, Controller, Warship Production and Acquisition, the Indian Navy. Simultaneous docking of multiple ships and off-center docking options are also feasible. It has high capacity ballast pumps, along with advanced automated ballast control system. The vessel has been built at a cost of $70.3 million. “The floating dock has been designed as a versatile dock that can be installed either along a jetty or moored in calm waters enabling round-the-year operation. It is provided with a hauling-in system to handle a ship’s docking and undocking operations. It can also support ships berthed along its side and meet their logistics requirements,” L&T said in a statement. “Launching of the indigenously built floating dock, bears testimony to the capabilities available in India for realizing the ‘Make in India’ vision,” Vice Admiral DM Deshpande, Controller, Warship Production & Acquisition of the Indian Navy, said and commended L&T for their efforts in the design and construction of FDN-2. Deployment of the floating dock near the world’s busiest shipping route will have high strategic value as the Indian Navy has started to deploy naval ships including amphibious ships and warships permanently at the Andaman and Nicobar Islands which is an attempt to renew its maritime policy to ensure its dominance cannot be challenged by China in the Indian Ocean Region. India’s state-owned Defence Research and Development Organisation (DRDO) is also setting up the country’s land-based long-range missile facility at South Andaman’s Rutland Island which is approximately 200 kilometers from the Strait of Malacca. “It is an affirmation of the in-house capabilities and track record of L&T that we are launching the FDN-2 for the Indian Navy ahead of schedule today, as a sequel to having already delivered 32 interceptor boats to the Indian Coast Guard,” Jayant D Patil, Vice President- Defense, Larsen & Toubro, said. On 23 January 2017 India’s first indigenously built floating dockyard –FDN 2 has arrived at Port Blair. According to PMB sources, the massive floating dockyard which took five days to arrive here from Kattupalli near Chennai, is in the process of being positioned at Semiramis Bay off Port Blair. Developed under the Make in India project at Larson & Toubro’s Greenfield shipyard at Kattupalli, is the first shipyard commissioned after a gap of more than 30 years. It was commissioned by the Ministry of Defence in 2015 at an order value of Rs. 468 crores. FDN -2 is expected to undertake repairs of destroyer ships, tankers submarines setc. With Port Blair being a regular halt for naval ships coming for maintenance and repair, FDN 2 been a long felt need of the Indian Navy. Most docks are land-based, but in earthquake-prone Andaman and Nicobar the floating option has been considered safer. It is also far more cost-effective and less time consuming. Commissioning a dry-dock would cost anywhere up to Rs 2,000 crore, while this floating dock has been built at a cost of Rs 468 crore, said sources. Compared with Indian Navy’s existing FDN-1, the new FDN is a bit smaller. While FDN1’s length is more than 188 metre and width is over 40 metre, FDN2 is slightly shorter at 185 metre and 40 metre in width. With regard to displacement, FDN1 has a capacity of 40,000 tonne sufficient to repair aircraft carriers. FDN2, however, has a capacity of 8,000 tonnes with draughts of up to 7 metre sufficient for warships, destroyers and submarines. The only class of ships it cannot dock are aircraft carriers and oil tankers. The floating dock is versatile and can be installed either along a jetty or moored in calm waters (of at least 16 metre depth) enabling round-the- year operation. While FDN1 has the capacity to float/repair up to three ships at a time, FDN2 has a capacity to repair two ships at one go. At least four tugs have been deployed to position FDN-2 at the selected location https://www.history.navy.mil/research/library/online-reading-room/title-list-alphabetically/b/building-the-navys-bases/building-the-navys-bases-vol-1-part-II.html Floating Dry Dock FDN-I was towed from Mumbai to Port Blair, moored and then commissioned on 11 July 1987. Floating Dock (FDN 1), having the capacity to dock ships of up to 11,500 tonnes was acquired from the Indian firm of Escorts and commissioned in 1987. This saved ships from having to go back to Vishakhapatnam for their annual docking. Indian Navy's first floating dock, a place on the waves where Navy's ships come for regular maintenance and repair, is based in Port Blair. Most docks for repairing ships are land based but in the earthquake prone Andaman and Nicobar Islands the floating option was considered safe. It's an example of advanced technical prowess and the Indian Navy is proud of having acquired it. The place is mainly used to carry out docking of war ships, which are positioned in the Andaman & Nicobar Islands. Maintenace work related to underwater portion is carried out so that the ships remain float worthy. The total length of the dock is more than 188 meters and width is over 40 meters. Situated at a beautiful and serene location like Port Blair, the dock is also the prime centre of attention here. When a ship comes for repair or maintenance, the dock's portion is sunk beneath the water. The ship to be repaired floats onto it and then the dock is raised again - leaving the hull of the ship in the open air, making it much, much easier to repair. Blocks are laid on the dock to suit the profile of each particular ship - up to 3 ships can be floated here at one time. 100 sailors and 7 officers run this dock - and it has proved to be so useful that despite its current cost of around 300 crores, the Navy is likely to acquire another one. The floating dock is second only to an aircraft carrier in size - in fact the only things it cannot dock are aircraft carriers and oil tankers. On November 6 2002, the 180 meter long floating drydock FDN1 sank off Port Blair in the Andaman Islands on 24 meters, leaving only the dock crane tops visible. SVITZER Salvage was instructed to re-float the drydock. A SVITZER Salvage Team from Singapore and The Netherlands, aided by special Salvage vessel PERDANA SAKTI, prepared the drydock. A smooth and controlled three-day operation saw it safely back afloat. She was returned to her owners, The Indian Navy, on 15 February 2003. there is one thing that has kept the Navy up and 'sailing' in this archipelago, nearly a thousand miles away from the mainland. Something of the size of Ex Milan may not have been possible had something known as the Floating Dock Navy (FDN) not existed close to the wharf at Port Blair.
The FDN is a behemoth with a displacement equivalent to an aircraft carrier's. Its job is unique. It allows dry dock facilities to naval vessels in waters that are nearly 25 metres deep. Had this facility not existed, it may not have been possible for the Navy to station such a large number of vessels at the Andamans. It may have been a major risk for ships that suffer damages to get back to the mainland for necessary repairs.
"We have a displacement of nearly 40,000 tonnes that is equivalent to that of an aircraft carrier. Our job is to prepare a ship for repairs. We bring out the ship from the water and clean it. There are other agencies that are involved with the actual repairs. Stringent checks are then carried out by external agencies before the ship is declared fit. We are held in place by 12 anchors. We can handle all kinds of naval vessels once we have the details and get time to prepare," said Cdre Deepak Bahuguna, officer-in-charge of the FDN that enjoys the status of a Naval Ship Repair Yard.
The science behind its operations is unique. After necessary preparations, the ballast tanks at the bottom of the FDN are flooded and it gradually sinks to a certain level. The vessel that needs repairs then sails into the earmarked space in between. After the ship has been secured, the FDN empties its ballast tanks and rises. The ship rises along with it, till its bottom clears the surface of the water. The same procedure is followed when a ship has to be floated back after repairs.
"The FDN is nearly 30 years old. We are not connected to the shore in any way and are self-sufficient. We generate our own electricity (through generators) and desalinate and purify our water for drinking. On days, we feed as many as 200 mouths on the FDN when a major job is in progress. We were here when the Tsunami struck nearly 10 years ago. Since then, we carry out regular exercises to prepare for any natural calamity including another tsunami. We have formulated our own Standard Operating Procedures (SOPs)," Bahuguna said. Floating Dock Navy (FDN)