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options were considered. Eventually the latter was preferred on the basis of cost, flexibility and suitability within the CUF harbour. UK designer, Clark & Standfield, was


contracted to develop a concept which could cater for a variety of different operational needs. For example, the requirement to transfer submarines into a custom-designed maintenance hall determined the freeboard of the pontoon, sufficient to bring a load of around 4000tonnes to wharf height at all tides. A potential future demand to support


larger amphibious ships and fleet auxiliaries led to a requirement for a much longer and wider dock, but one that would rarely be used to its full capacity. This resulted in the concept of a two-part dock being developed to produce a total lift capacity of 28,000tonnes. For both parts the width between sidewalls was driven by the beam of the amphibious ships and the depth was determined by the docking draft of a submarine. In addition to the dimensional


constraints, the configuration of the CUF harbour and wharves made it necessary to position the deep sink pocket at some distance from the offload point. This in turn demanded a manoeuvring system able to move the dock under its own power in a closely controlled manner. This was effected by the use of six manoeuvring winches with connecting lines to shore bollard, all of which are centrally controlled. The ballasting system was also made state-of-the-art with a complex linking of sensors, valve controls and central processor. The result, AMC points out, is a highly


technologically advanced floating dock. According to general manager Mike Bailey, “The ability to move a dock between its deep sink pocket and its berth is not unknown and the use of automated ballast control is becoming more common, but the presence of this level of automation into one unit is unusual, if not unique. The control room layout that resulted from the incorporation of modern technology would therefore seem unusual to many traditional dock masters.”


The two-country build programme


is another interesting feature of this project. The major pontoon structural work was completed overseas in Vietnam and brought to Western Australia on a heavy-lift ship. Concurrently, the sidewall structure was fabricated and outfitted in and around the Australian Marine Complex. Also unusual is the common user


environment in which the dock is to operate, whereby large scale fabrication and repair facilities are made available


to local and international companies on a project basis. Mr Bailey says: “Traditionally, the dock is a means by which a shipyard secures ship building and repair capacity as a prime contractor to the shipowner. Now, the shipowner has control over the work and has the option of managing projects himself, once the vessel has been docked. However, the option of using a prime contractor always remains. What is different is that the owner now has a choice!” SRCT


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In-depth


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