UFC 4-213-10

18 May 2020

UNIFIED FACILITIES CRITERIA (UFC)

GRAVING DRY DOCKS

APPROVED FOR PUBLIC RELEASE; DISTRIBUTION UNLIMITED

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UNIFIED FACILITIES CRITERIA (UFC)

GRAVING DRY DOCKS

Any copyrighted material included in this UFC is identified at its point of use.
Use of the copyrighted material apart from this UFC must have the permission of the
copyright holder.

Indicate the preparing activity beside the Service responsible for preparing the document.

U.S. ARMY CORPS OF ENGINEERS

NAVAL FACILITIES ENGINEERING COMMAND (Preparing Activity)

AIR FORCE CIVIL ENGINEER CENTER

Record of Changes (changes are indicated by \1\ ... /1/)

Change No. Date Location

This UFC supersedes UFC 4-213-10 Change 1, dated September 2012

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FOREWORD

The Unified Facilities Criteria (UFC) system is prescribed by MIL-STD-3007 and provides
planning, design, construction, sustainment, restoration, and modernization criteria, and applies
to the Military Departments, the Defense Agencies, and the DoD Field Activities in accordance
with USD (AT&L) Memorandum dated 29 May 2002. UFC will be used for all DoD projects and
work for other customers where appropriate. All construction outside of the United States is also
governed by Status of Forces Agreements (SOFA), Host Nation Funded Construction
Agreements (HNFA), and in some instances, Bilateral Infrastructure Agreements (BIA).
Therefore, the acquisition team must ensure compliance with the most stringent of the UFC, the
SOFA, the HNFA, and the BIA, as applicable.
UFC are living documents and will be periodically reviewed, updated, and made available to
users as part of the Services’ responsibility for providing technical criteria for military
construction. Headquarters, U.S. Army Corps of Engineers (HQUSACE), Naval Facilities
Engineering Command (NAVFAC), and Air Force Civil Engineer Center (AFCEC) are
responsible for administration of the UFC system. Defense agencies should contact the
preparing service for document interpretation and improvements. Technical content of UFC is
the responsibility of the cognizant DoD working group. Recommended changes with supporting
rationale may be sent to the respective DoD working group by submitting a Criteria Change
Request (CCR) via the Internet site listed below.
UFC are effective upon issuance and are distributed only in electronic media from the following
source:
• Whole Building Design Guide web site https://www.wbdg.org/ffc/dod.
Refer to UFC 1-200-01, DoD Building Code, for implementation of new issuances on projects.
AUTHORIZED BY:

CHRISTINE ALTENDORF, PhD, R. DAVID CURFMAN, P.E.

P.E., SES Chief Engineer and
Chief, Engineering and Construction Assistant Commander for Capital Improvements
U.S. Army Corps of Engineers Naval Facilities Engineering Command

NANCY J. BALKUS, P.E., SES, DAF MICHAEL McANDREW

Deputy Director of Civil Engineers Deputy Assistant Secretary of Defense
DCS/Logistics, Engineering & (Facilities Management)
Force Protection (HAF/A4C) Office of the Assistant Secretary of Defense
HQ United States Air Force (Sustainment)
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UNIFIED FACILITIES CRITERIA (UFC)

REVISION SUMMARY SHEET

Document: UFC 4-213-10, Graving Dry Docks

Superseding: UFC 4-213-10, Design: Graving Dry Docks, 1 September 2012, with
Change 1

Description: This revised UFC serves as a specific guidance for planners, designers,
contractors and maintenance technicians involved in the planning, designing,
construction and maintenance of graving dry docks. The document is organized into
chapters that address the various phases beneficial to the personnel involved in working
with a dry dock. The document provides a unified approach to the formatting and
content of Unified Facilities Criteria.

Reasons for Document:

• This UFC provides revised information that adheres to the format and content of
the criteria documents.

• Revisions capture current changes in shipyard requirements and anticipated

requirements of the Shipyard Industrial Optimization Program (SIOP). Revisions
include: dry dock dimensions for new submarine classes, dry dock production
needs, changes in flood elevation, fire safety standards, etc.

Impact:
• This revision does not have any cost impacts.

Unification Issues:
• This revision does not have any unification issues.
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TABLE OF CONTENTS

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FIGURES

TABLES

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CHAPTER 1 INTRODUCTION

1-1 PURPOSE AND SCOPE.

The purpose of UFC 4-213-10 is to provide a uniform guidance for the planning, design,
construction, renovation and maintenance of graving dry docks. This document has
undergone many iterations over the decades. Much of the specific recommendations
have been lifted from existing facility designs that have proven valuable.

Any dry dock construction or other work must be performed in concert with the NAVSEA
Dry Dock Certification program, namely the requirements of MIL-STD-1625 and Naval
Ship’s Technical Manual (NSTM), Chapter 997, must be met.

1-2 APPLICABILITY.

UFC 4-213-10 applies to all facility planners, designers, contractors, and maintenance
technicians involved in the planning, design, construction, and maintenance of Graving
Dry Docks. It is assumed that the general vicinity, such as specific shipyard, has been
selected, that the size of ship to be accommodated has been determined, and that the
dry dock function, shipbuilding or repair has been decided. Consideration must be given
to strategic site selection to meet present or future naval requirements, ease of defense,
and general accessibility to and from the sea.

1-3 GENERAL BUILDING REQUIREMENTS.

Comply with UFC 1-200-01, DoD Building Code. UFC 1-200-01 provides applicability of
model building codes and government unique criteria for typical design disciplines and
building systems, as well as for accessibility, antiterrorism, security, high performance
and sustainability requirements, and safety. Use this UFC in addition to UFC 1-200-01
and the UFCs and government criteria referenced therein.

1-3.1 Anti-Terrorism and Security.

In some locations, consideration should be given to protective construction for the upper
part of the pumpwell and the service tunnels. For waterfront security criteria, refer to
UFC 4-025-01, Waterfront Security Design.

1-4 CYBERSECURITY.

All control systems (including systems separate from an energy management control
system) must be planned, designed, acquired, executed, and maintained in accordance
with UFC 4-010-06, and as required by individual Service Implementation Policy.

1-5 GLOSSARY.

APPENDIX B contains acronyms, abbreviations, and terms.

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1-6 REFERENCES.

APPENDIX C contains a list of references used in this document. The publication date
of the code or standard is not included in this document. Unless otherwise specified, the
most recent edition of the referenced publication applies.

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CHAPTER 2 SHIPYARD LAYOUT

2-1 SHOP FACILITIES.

Locate a dry dock near yard supporting industrial shops, or vice versa, from which
material requiring fabrication or manufacture may be obtained.

2-2 LAYDOWN SPACE.

Provide ample space on both sides of a dry dock. If there are no restrictions, furnish a
strip at least 250 ft (76.2 m) wide on each side of the dry dock coping and at the head
end.

2-3 POWER AND UTILITIES.

Proximity to sources of power and utilities is desirable but seldom a determining factor.
Electricity, fresh water, saltwater fire protection, compressed air, steam, oxygen,
acetylene, and sewers are usually required as described in CHAPTER 8.

2-4 CRANE AND CRANE TRACKS.

Captive cranes should not be used if it can be avoided. Trackage should be

interconnected for portal crane utilization elsewhere in the same yard.

2-5 SHIP APPROACHES.

Maneuvering a ship into a dry dock necessitates careful attention to the shape of the
approach body of water, locations of ship channels, prevailing winds, currents, and
relationship to other waterfront structures.

2-5.1 Turning Basins.

A ship must parallel the long axis of a dry dock before it enters; therefore, provide a
turning basin of appropriate width, length, and depth of water outboard of a dry dock
entrance. The length and depth of a dry dock are indicative of the maximum ship to be
accommodated. The turning basin should have a width outboard of the dry dock at least
two times the dock length and properly shaped for turning. The depth of water in the
turning basin should be no less than that at the entrance sill of the dry dock. Where
piers or other structures extend into a waterway and flank the approach to a dry dock
entrance, the turning basin should be large enough to allow a ship to be turned before
coming abreast of such flanking structures. A dry dock must not be located where
flanking structures are too close to the path of a ship entering or leaving the dry dock.
Leave room for tugs to operate beside a ship until it is clear of the dry dock entrance.
The distance between such structures and the side of the ship path should not be less
than 150 ft (45.7 m).

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2-5.2 Dry Dock Orientation Effect.

In some cases, through necessity or choice, a dry dock may be oriented with the axis at
an acute angle to the general shoreline.

This orientation is advantageous where, like a river, there is a current parallel to the
shoreline, in which case the slanted position precludes the necessity of having a ship
abreast of the current flow when entering or leaving the dry dock. Turning basin layouts
are modified by such positioning, but the guidance for clearance of structures flanking
the entrance must be observed.

2-6 FITTING OUT/REPAIR PIERS.

Fitting out or repair piers should be provided adjacent to dry docks.

2-6.1 Existing Piers.

In planning dry docks for existing shipyards, it may be that existing piers can serve this
purpose for ships to be built or overhauled in the dock. The locations of such piers might
influence positioning new dry docks reasonably near the piers, but the importance of
this is not great since it involves only a single transfer of the ship after undocking.

2-6.2 New Piers.

When fitting out/repair pier capacity does not exist, new piers or wharves must be
included in the project as essential support for dry docks. Refer to UFC 4-152-01, Piers
and Wharves, for pier and wharf design.

2-7 SILTING AND SCOURING.

Ascertain the stability of the access waterway with regard to silting or scouring. A
prospective site should be reconsidered if the possibilities of silting or scouring indicate
excessive future dredging maintenance. Study historical characteristics of the waterway
and possible effects on current flow due to planned new work or anticipated future
structures.

2-8 TOPOGRAPHY, HYDROLOGY, AND METEOROLOGY.

2-8.1 Site Conditions.

Prior to the design of a dry dock, certain minimum information is required about
conditions at the proposed site. Dry dock construction methods used are usually closely
related to site conditions and to the type and shape of a dry dock.

2-8.2 Yard Grades.

The coping of a new dry dock must be compatible with general grades in a yard, or at
least the grades in the vicinity of the dry dock and supporting facilities serviced by dry

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dock cranes. Also, the elevation of the top of a dry dock must provide a certain
minimum freeboard dependent on the highest anticipated tides, waves, and storm surge
with consideration for sea level change.

2-8.3 Tide Range.

Ascertain the tidal range. Use this information as a basis to determine the final height of
a dry dock, and also the height and strength of cofferdams or other temporary structures
possibly involved in the dry dock construction. For predictions, which may be peculiar to
the specific site, refer to records and predictions of National Oceanic and Atmospheric
Administration (NOAA), and to the local historical records.

2-8.4 Storm Potentialities.

Ascertain potentialities of a site. These data have a bearing on the determination of the
freeboard height of a dry dock, and on the design of temporary construction work.
Design for at least 1-percent annual exceedance probability storm event (100-year
return period). In some areas, 0.2-percent annual exceedance probability storms (500-
year-return period) and tides should be considered.

2-8.4.1 Wind Effects.

Include a study of prevailing winds and their velocities, fetch of water involved, and the
length and height of waves. When these data are combined with tide records, they
indicate the expected probable high-water conditions. The wind effects may influence
the design of fenders or moorings contiguous to a dry dock. Refer to NOAA wind
records for areas of the United States and possessions.

2-8.5 Water and Air Temperatures.

Approach body of water temperature ranges are important in designing heating and
ventilating systems, coolers, cathodic protection systems, and any systems utilizing the
water. Air temperature data are required for similar reasons. Obtain water and air
temperature in the vicinity from NOAA and the local historical records.

2-8.6 Water Chemical Content.

The chemical content of water is subject to pollution when a dry dock is located on a
river. When water is supplied by wells or well points from soil layers permeated by other
than seawater, the chemical content is not known. The corrosiveness of the water must
be determined for design of pipes, coolers, any equipment utilizing the water, pumping
equipment, and dry dock pressure relief systems. Refer to UFC 3-230-01, Water
Storage and Distribution.

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2-9 FOUNDATION CONDITIONS.

2-9.1 Features.

Dry docks generally have diverse and varied types of foundation designs, which
encompass the whole gamut of soil and foundation engineering. Designs are found in
the complete range of such engineering, from the simplest spread footing to a complex
elastic mat. Consequently, site specific soil investigations must be especially thorough
and complete in the determination of a great variety of soil properties.

2-9.2 Borings.

Examine all available records of borings in the vicinity of a proposed site. The scope of
previous borings will help determine the program extent for additional borings. For soil
investigation procedures, refer to UFC 3-220-01, Geotechnical Engineering.

2-9.2.1 Depths of Borings.

Overall or mean soil pressures under dry docks are not great; therefore, for areas under
the main body of a dock, borings need not be as deep as for other structures where
load concentrations are severe. Where a dry dock is likely to be the relieved type, the
depths of borings should be sufficient to allow proper analyses of percolation problems.
Where piles, either the bearing or hold-down types, might be used, boring depths
should adequately indicate the soils to be penetrated.

2-9.2.2 Usage.

Borings determine soil properties and ground water levels for establishing tip elevations
for piles supporting special structures. Borings can also be used for conducting
permeability and pumping tests, if necessary. Refer to UFC 3-220-01 for criteria for
pumping and permeability field tests and laboratory permeability tests.

2-9.3 Pile Driving Records.

Consult previous pile driving records for applicable information. Supplement these
records, if necessary, by new test pile data, especially in areas where appurtenant
foundation structures may be used for track supports, capstan foundations, and similar
facilities. Pile driving information and equipment is discussed in UFC 3-220-01.

2-9.4 Laboratory Tests and Soil Analyses.

Laboratory tests applicable to soils are generally necessary. For application and
interpretation of such tests refer to UFC 3-220-01.

2-9.5 Bearing Capacities of Soils.

Make tests for bearing capacity appropriate to the types of applied loading in
accordance with provisions of UFC 3-220-01. For designs of dry dock cross-sections,

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especially those with thin floors, the soil modulus of subgrade reaction under a floor is
important.

2-9.6 Foundation Materials.

Many types of foundation materials may be encountered in a site, and almost all may be
utilized for supporting a dry dock. This material variability, however, results in a number
of structural types from which a selection must be made. For selection of structural
types affected by foundation conditions, refer to CHAPTER 4. Seismicity of the area
should be considered.

2-9.6.1 Soils.

Types of soil which may be encountered, and upon which dry docks may be founded,
include soft and hard rock, hardpans and shales, sand and/or gravel, soft and hard clay,
marl, soft and hard mud, and certain types of coral. Extremely cavernous coral, through
which water flows in quantities that precludes even grouting, cannot be used as a site
support.

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CHAPTER 3 DETERMINATION OF GRAVING DOCK DIMENSIONS

3-1 MINIMUM DIMENSIONS.

This chapter presents design criteria on graving dock dimensions with particular
reference to minimum inside length, width, depth, and configuration. The minimum
inside dimensions of a graving dock depends on the classes of ships to be
accommodated. However, the exact configuration of the inside of the walls and the
resulting shape of the inside cross section will represent a compromise between several
conflicting factors, the dominating one being the structural type that is finally selected.
For designation of dry dock features, see Figure 3-1.

It is important to remember that all areas of the dry dock must be accessible for
inspection. This includes all tunnels, chambers and ballast tanks. Inspection is
performed by humans on a regular basis. Therefore, making tunnels tall enough to walk
through and openings that allow for ladders is important for the design.

3-2 REPAIR AND SHIPBUILDING DRY DOCKS.

This type of double function dry dock is the only type constructed in naval shipyards.
Ships needing routine maintenance and repair, or those coming into dry dock in a
damaged condition, require a deeper dock than ships under construction that are
generally removed to a fitting-out pier for completion. A damaged ship may have a
severe list and/or trim requiring additional dry dock depth.

3-2.1 Basic Dimensions.

Lay out dry dock plans according to the applicable type of ship as shown in Table 3-1.
The values listed in Table 3-1 are recommended for new dry dock layout and may not
be applicable for existing dry docks. Guidance for minimum dimensional allowances to
ease ship positioning and provide industrial space for shipbuilding or repair work are:

• Normal keel block height: 6 ft (1.8 m). Other size blocks are available and
acceptable. Minimum recommended height of blocking is 4 ft (1.2 m).
Consider taller blocking ships with sonar domes.
• Ships keel clearance over blocks: 2 ft (0.6 m). NSTM CH 997 requires 1 ft
(0.31 m) clearance from hull or appendage during docking evolution.
• Ship to head end clearance: 10 ft (3.0 m)
• Ship to caisson end clearance: 40 ft (12.2 m)
• Ship to wall clearance, each side: 15 ft (4.6 m)

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Designation of Dry Dock Features

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Table 3-1 Basic Dry Dock Dimensions a

Width, Clear Length, at coping Depth, from MHW

Inside Body from Head to Outer to Dry Dock Floor
Ship Type b Caisson Seat
ft (m) ft (m) ft (m)

SSN Submarine 90 (27.4) 630 (192.0) c 43 (13.1)

SSBN or SSGN 130 (39.6) 800 (243.8) c, d 48 (14.6)

Destroyer or
90 (27.4) 650 (198.1) 42 (12.8) e
Frigate

Cruiser 115 (35.1) 800 (243.8) 38 (11.6)

Auxiliary 130 (39.6) 850 (259.1) 45 (13.7)

Floor 210 (64.1)

Carrier 1,250 (381.0) 55 (16.8) f
Coping 190 (58.0)
Note:
a Dimensions listed are basic planning guidance. Ship class, site-specific conditions, and
anticipated industrial work to be performed will dictate final design dimensions.
b Refer to the following website for ship characteristics: https://www.nvr.navy.mil/SHIPS.html
c Allowance for shaft and dome removal included.
d Minimum floor work area. Does not include Caisson End shown in Figure 3-1 (a).
e Allowance for sonar domes below keel line included.
f Damaged condition.

3-2.2 Allowance for Sonar Domes.

Sonar domes are ordinarily located on the fore part of the ship keel. For a new dock to
accommodate vessels so equipped, use the height of blocking required for removing
domes with a sonar dolly. Sonar equipment is of various configurations and no set rules
can be given (see Figure 3-2). Specific criteria must be outlined in project requirements.
Sonar dome pits have been installed in some dry docks to reduce the required height of
blocks.

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Sonar Dome

3-2.3 Caisson Seats.

Provide an inner and an outer caisson seat at the entrance to graving docks. The outer
seat is required to permit repairs to be made on the inner seat. For seat dimensions,
refer to CHAPTER 9. A double-faced seat is required if a super-flooding feature is
installed. For new construction, the inclusion of the superflood seat is negligible design
and construction cost, therefore always provide an inner, outer and superflood caisson
seats.

3-3 DRY DOCKS FOR SHIPBUILDING ONLY.

These dry docks, although sometimes built under the auspices of the Navy, are
generally built in private shipyards and usually for a particular class or classes of ships.
This type of dry dock is usually semi-permanent for economic reasons. The overall
design, layout, pumping systems and utilities will be similar to repair dry docks.
However main dewatering pump capacity can be reduced considerably as dewatering is
only necessary prior to start of construction and not for docking existing ships.

Other considerations may be made to reduce cost if the life span of the dry dock will be
20 years or less. Determination of the dock lifespan and compromises weighed should
be carefully considered. Experience has shown that docks built as semi-permanent
have now been reclassified, and the associated life-extension project costs and risk
have been considerable.

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3-3.1 Height of Floor.

The draft at the time of undocking is predicated on the degree of vessel completion to
be attained in the dry dock before removal to fitting-out pier. The weight and
displacement will determine the elevation of the floor below mean high water.

3-3.2 Width.

Shipbuilding docks may be made narrower than repair dry docks for the same class of
ships. Provide sufficient clearance to accommodate the required construction
equipment between the hull and walls.

3-4 INSIDE CONFIGURATION.

3-4.1 Head End Shape.

The head end of the dry dock may be square, semicircular, trapezoidal, or ship shape
as shown in Figure 3-3. One shape may best fit the pattern of adjacent structures.
Additionally, there are other advantages and disadvantages which are directly
associated with the construction and operation of the dry dock itself. A tabulation of
these for each shape of head end is shown in Table 3-2, and is to be used as follows:

3-4.1.1 Square.

Use the square end for multiple docking, or for docks that are likely to have future
extensions.

3-4.1.2 Semicircle.

Use the semicircular end for medium sized docks that cannot readily be lengthened at
the head end.

3-4.1.3 Trapezoid.

Use the trapezoidal shape for small docks that are not likely to be lengthened at the
head end.

3-4.1.4 Ship Shaped.

Ship shaped dry docks are not versatile and are obsolete.

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Table 3-2 Design Considerations for Various Head End Shapes

Design Considerations Square Semicircle Trapezoid

Economy of formwork Poor Fair Best
Economy of concrete Poor Best Good
Simplicity of crane tracks Poor Best Good
Simplicity of installation of
Best Poor Good
service facilities
Fit into yard Poor Good Good
Adaptability for future
Best Poor Fair
extensions
Providing access to dock
floor:
for Carriers Best Fair Poor
for Other Ships Good Good Good
Suitability for multiple
Best Fair Poor
docking

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Head End Shapes

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3-4.2 Entrance End.

At the entrance end of a dock, the walls may be vertical or sloped outward. Refer to
CHAPTER 9 for caisson dimensioning and details of the seats.

3-4.2.1 Clearances.

Ship clearances are not as large at the entrance as in the body of the dock where
working space is necessary. For docks having vertical walls, allow 5 ft (1.5 m) minimum
clearance from the ship hull on each side.

3-4.2.2 Roadway.

Where an entrance caisson is to be used as a roadway for vehicular traffic, the dock
coping in the way of the caisson must be designed and detailed to suit.

3-4.3 Cross Section.

The most important influence of the inside as well as the outside shape of a dry dock
cross section is the structural type (and construction methods) adopted. For relation of
shape to these factors, refer to CHAPTER 4.

3-4.3.1 Floor and Wall Coping Elevation.

Design the coping of the dry dock wall high enough so that it will not be overtopped by
severe waves which could possibly occur at extreme high water (storm surge) level, or
at the grade of the surrounding yard, whichever is higher. See Section 3-5. Establish
floor elevation per Section 3-2; Floors should provide drainage to prevent standing
water via crown, slope or trenches.

3-4.3.2 Service Tunnels and Galleries.

In order to bring utilities and services from the shipyard to the docked ship it is
convenient to have either service tunnels, galleries or both along the top of the dry dock
wall. Attention should be paid to the location of these wall features and the anticipated
water level in a flooded dock. Flooding service tunnels and galleries is not desired.

3-4.3.2.1 Service Tunnels.

Service tunnels are located in and near the top of walls. The tunnel is utilized to route
large size salt and fresh water piping from the yard to the dry dock. Smaller piping such
as for compressed gases, electrical and data cabling can also be run in these tunnels.
The tunnel must be designed for intermittent human occupancy. Openings from the
service tunnel to galleries allow service to pass through. Service tunnels and galleries
should be designed and constructed such that they are always kept dry. Sump pumps,
isolation valves and tunnel drains should be installed if necessary. Tunnels should be
wide enough to accommodate all the required piping plus clearance for people to walk
and to effect repairs. The height should provide 6.5 ft (2 m) headroom even where pipe

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crossovers exist. Refer to Section 3-4.3.5 entitled “Crane Rails” for the relation of shape
and location of tunnels to crane tracks.

3-4.3.2.2 Galleries.

Galleries can be set into the wall or cantilevered out from the wall surface. Their design
should consider ship clearances during docking evolutions. The purpose of the gallery is
to allow that final length of hose connection from the services in the tunnel to the ship.
Gallery size should use the same parameters as service tunnels.

3-4.3.3 Steps or Altars.

The number of setbacks or altar platforms in the inboard faces of the dock walls should
be kept to a minimum. Modern reinforced concrete design practically eliminates the
necessity of any altars.

For full hydrostatic dry docks, gravity walls, a single step back may be made, part way
up on the inboard face, to reduce concrete thickness in the upper part of the wall and to
improve the stability of the wall.

3-4.3.4 Flooding and Drainage Tunnels.

Flooding and drainage tunnels are usually provided in the walls of dry docks. In order to
create the most favorable stress conditions- See CHAPTER 6 and CHAPTER 7 for
design considerations for these systems. Any tunnel should be designed for periodic
human inspection but made as small as is compatible with hydraulic requirements.
Large tunnels should never be less than 6 ft (1.8 m) high. Except for pure gravity walls,
drainage tunnels present structural problems and result in increased cost.

3-4.3.5 Crane Rails.

Place one crane rail on top of the wall as close to the centerline of the dry dock as
possible and compatible with other wall and tunnel design considerations. Never place
the inboard rail nearer than 5 ft (1.5 m) to the edge of the coping. Rails should be set
with the top flush with the concrete surface. The companion rail is generally located off
the wall structure and supported independently. For additional criteria regarding location
of crane rails, refer to CHAPTER 8.

3-5 FLOOD ELEVATION AND SEA LEVEL CHANGE.

A design flood elevation (DFE) must be determined in order to set the coping elevation,
protect a dry dock and supporting infrastructure from flooding, and calculate the
buoyancy factor of safety (FS). DFE is based on expected flood levels, additional water
levels from extreme events, and future sea levels. Integrating shipyard and supporting
infrastructure at new and retrofitting existing dry docks is both cost and time prohibitive.
Therefore, a risk-based, adaptive approach is recommended in order to design for
future extreme water events. Unless other guidance superseding this UFC is released,
the following methodology is recommended.
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1) First, calculate a design flood elevation using each of the three methods
described below.
2) Second, rank the three elevations from lowest to highest. Begin a design that
meets all structural requirements for the lowest elevation and formulate
strategies to adapt to the higher elevations.
3) Finally, perform an analysis of alternatives (AOA) for future adaptive mitigations.
This can be done by assigning relative cost and risk values to each of the three
elevations relative to buoyancy FS, over-toping the dock, and the shipyard flood
mitigation plans.

3-5.1 Flood Elevation Determination Methods.

3-5.1.1 UFC 3-201-01 Method.

This method follows UFC 3-201-01 using Table 2-1 for ASCE Flood Design Class 4.
The coping is set to the minimum Design Flood Elevation (DFE) using the Base Flood
Elevation (BFE). The BFE is the elevation of flooding, including wave height, having a
1% chance of being equal or exceeded in any given year.

Equation 3-1 Computation of Flooding Rate

𝐷𝐷𝐷𝐷𝐷𝐷 = 𝐵𝐵𝐵𝐵𝐵𝐵 + 3 𝑓𝑓𝑓𝑓 (0.91 𝑚𝑚)

3-5.1.2 Extreme Event Method.

Compute the Extreme Flood Elevation (EFE) by using the FEMA value for elevation of
flooding, including wave height, having a 0.2% chance of being equal or exceeded in
any given year + 1 foot to coping.

Equation 3-2 Computation of Flooding Rate

𝐸𝐸𝐸𝐸𝐸𝐸 = 𝐹𝐹𝐹𝐹𝐹𝐹𝐹𝐹 0.2% + 1 𝑓𝑓𝑓𝑓 (0.31 𝑚𝑚)

3-5.1.3 Sea Level Change Approach.

Sea Level Change (SLC) affects the future storm surge and extreme tides. Global and
local SLC shall be considered on any new construction or major dry dock renovation
project. The science of SLC and application to design is an area under rapid
development. All SLC values shall use the projections for at least the year 2100.
Compute the extreme sea level elevations (ELSE) by:

Equation 3-3 Computation of Flooding Rate

𝐸𝐸𝐸𝐸𝐸𝐸𝐸𝐸 = 𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿 𝑆𝑆𝑆𝑆𝑆𝑆 + 𝑀𝑀𝑀𝑀𝑀𝑀𝑀𝑀 + 𝐸𝐸𝐸𝐸𝐸𝐸𝐸𝐸𝐸𝐸𝐸𝐸𝐸𝐸 𝑊𝑊𝑊𝑊𝑊𝑊𝑊𝑊𝑊𝑊 𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿

Where:
Local SLC = Global Scenario + Site Specific Adjustments
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3-5.2 Minimum Values for New Construction.

The coping elevation shall be at or above the ELSE when using the medium global
scenario and compared to the high and highest scenario for purposes of the AoA.
Buoyancy FS shall be satisfied at ELSE for at least the high global scenario. If the FS is
below 1.0, iterate on the design by adding mass or additional hold down elements.
Check and report the FS for the highest global scenario.

3-5.3 Adaptive Strategies for Existing Docks.

For existing docks, the prediction and analysis should follow the same methodology
minimum values. The mitigation for buoyancy is limited to adding hold down elements
via tension piles through the floor to engage the rock or earth below the dry dock.
Mitigating the potential for high water events that over-top the dry dock coping and
caisson weather deck include permanent or semi-permanent floodwalls, adding a weir
to the caisson, and raising the elevation of the immediate surrounding area. For any
approach, the increased hydrostatic loads and resilience must be analyzed.

3-5.4 Shipyard Area Planning.

Recognizing that the dry dock does not stand alone and its mission requires the
resources of the entire shipyard. Mitigating strategies for flooding the surrounding
shipyard can only be addressed at the installation level. Dry Dock construction projects
shall consult the area development plan and the Shipyard Infrastructure Optimization
Planning (SIOP) office PMS 555 in order to maximize the dock’s operational days per
year.

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This Page Intentionally Left Blank.

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CHAPTER 4 STRUCTURAL TYPES OF DRY DOCKS

4-1 DESIGN AND CONSTRUCTION.

This section deals with the influence of foundation requirements on shape and the
reasoning leading up to specific type selection.

4-1.1 Basis of Type Designation.

Type designations are determined by the structural requirements necessary to

neutralize the pressure of the water that surrounds it.

4-1.1.1 Hydraulic Pressure.

Hydraulic pressure can be resisted by the employment of sufficient weight and strength
to resist the full pressure potential or can be diminished by absorbing the flow so as to
lower the hydraulic gradient under the dry dock. The degree to which the water pressure
is relieved determines the type terminology: (1) full hydrostatic; (2) fully relieved; and (3)
partially relieved.

4-1.1.2 Piles.

Each of the three types of dry docks may be built with or without piles. For the full
hydrostatic type, piles may be used to engage soil beneath the dry dock to contribute to
the hold-down weight. For the fully and partially relieved types, piles may be used to
improve the elastic modulus of the foundation or to reinforce the soil at locations of
excessive soil pressure; for example, beneath the toes of walls or under ship blocking.

4-1.2 Methods of Construction.

Since a dry dock is constructed on the shore or extending into water, there is always the
problem of excluding water from the construction site. To define completely the
structural type of a dry dock, it is generally necessary to state its method of
construction.

4-1.2.1 Water Exclusion.

On sites where water exclusion is feasible, a cofferdam, should be used. Since it must
be deeper and wider than the finished dry dock, a cofferdam often presents technical
and engineering problems more difficult than for the structural design of a dry dock
itself. The structural type and shape of the dry dock may be influenced by the method
used to solve the cofferdam problem. On sites where water exclusion is not feasible, a
dry dock must be constructed by underwater methods, in which case the method used
also influences the structural type and shape.

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4-2 TYPES DICTATED BY FOUNDATION CONDITIONS.

4-2.1 Full Hydrostatic.

A dry dock is classed as full hydrostatic unless there is a relief drainage system that
lowers the natural hydraulic head on the walls or floor. No material, even rock, can be
considered impervious in the sense that it will prevent or decrease the hydraulic
pressure on the structure. The full buoyancy of the dry dock must be resisted by one or
more of the following factors: (1) weight of concrete; (2) weight of soil below the dock
engaged by hold-down devices; or, (3) weight of earth resting on a ledge formed by the
projection of the floor slab beyond the sidewalls or friction of the earth on the sidewalls.

4-2.1.1 Selection of Type.

Theoretically, a full hydrostatic dry dock can be built under almost any site or foundation
condition. However, for large and deep docks, where the pressure on the floor and
sidewalls is great, and especially where it is not feasible to secure a satisfactory hold-
down system to the material beneath the dock, economic considerations may force the
choice of another type.

4-2.1.1.1 Dry.

A full hydrostatic type of dock does not require relief pumping and, therefore, has the
least cost of power and maintenance. If possible and where all other local conditions are
suitable, it should be constructed in the dry.

4-2.1.1.2 Wet.

All dry docks constructed in the wet are of the full hydrostatic type because conditions
preclude installing reliable relief systems underwater. Docks of this type can be
constructed with or without pile hold-downs. See (a.) of Figure 4-1 for the cross section
of a full hydrostatic dock constructed in the dry and (b.) of Figure 4-1 for a dock
constructed by tremie methods.

4-2.2 Fully Relieved.

A fully relieved dry dock requires a drainage system to eliminate or reduce the pressure
on the floor and walls so that these elements may be of minimum size. Lower original
cost will be offset to some degree by higher pumping costs throughout the life of the
structure. The pressure relief type may be built for all types of foundation conditions if
the flow of water is naturally cut off by not too pervious soil, or by natural or manmade
means. The exception is for dry docks constructed in the wet.

4-2.2.1 Dry Dock in Rock.

For this type, it is necessary to line the rock excavation with concrete and provide weep
holes through the floor and sidewall concrete lining. For an example of this type, see
(d.) of Figure 4-1.

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Graving Dock Sections by Structural Type and Construction Method

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4-2.2.2 Dry Dock in Impervious Soil.

Where the soil is impervious, or nearly so, and the volume of seepage water to be
handled is small, provide for this water to be drawn off through drainage courses placed
under the floor and against the walls. This drainage course may or may not be
supplemented by a pipe system to carry the seepage water into the dry dock chamber
for disposal by pumping. The volume of seepage water that must be pumped during the
life of a dry dock will depend on the degree of perviousness of the soil.

4-2.2.3 Dry Dock in Pervious Soil.

For a fully relieved dry dock to be built in pervious surrounding soil, provide a suitable
cutoff outside the dry dock to stop the greater part of the general flow.

4-2.2.3.1 Sheet Pile Cutoff.

A dry dock may have an immediate surrounding of granular material underlain by an

impervious stratum. A sheet pile cutoff, perhaps originally a part of the construction
cofferdam and located at a distance from the dry dock, when driven to the impervious
layer, can provide the necessary obstruction for cutting off the large volume of seepage
flow which would otherwise reach the dry dock. For an example of this type, see (e.) of
Figure 4-1.

4-2.2.3.2 Granular Material Filter.

Granular materials generally found at these dry dock sites must be excluded from the
relief system flow. This requires the use of carefully designed filter courses and a
system of drainage pipes adjacent to the walls and under the floor. The amount of
pumping for this type will depend on the efficiency of the cutoff and the permeability of
the soil.

4-2.3 Partially Relieved.

A partially relieved dry dock has relief provided for the floor only. Its use reduces the
amount of floor concrete and minimizes difficulty in construction of the cofferdam.
Provide the following:

4-2.3.1 Cutoff Wall.

Generally, a cutoff wall to surround the floor area only.

4-2.3.2 Filter Course.

A filter course under the floor. A system of collector pipes in the filter course may be
used to carry the seepage water into the dry dock collecting tunnel.

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4-2.3.3 Alternate.

As an alternative to a collector system, provide holes through the floor for the seepage
water to flow into the dry dock chamber then through trenches and scuppers to the
collecting tunnel. See (c.) of Figure 4-1.

4-2.4 Miscellaneous Types.

For dry docks of temporary or semi-permanent nature, a great variety of types may be
used. These types are so much different in general character from the conventional
naval dry dock that classification in accordance with the method of solving the water
pressure problem is not entirely definitive. These dry docks are generally for
shipbuilding or for building other types of floating structures and take a great variety of
shapes and forms (see Figure 4-2). For these dry docks, provide the simplest drainage
systems. Either the floor or walls, or both, may not be watertight, and the water may
seep through them into the dock chamber and run off the floor into trenches or pump
sumps for disposal by pumping.

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Miscellaneous Types of Dry Docks

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CHAPTER 5 STRUCTURAL DESIGN

5-1 SCOPE.

This section presents criteria on structural design of dry docks, with particular reference
to dead loads, hydrostatic pressure, earth pressure, live loads, special conditions of
loading, materials and design stresses, and methods of analysis.

5-1.1 Design Life.

Half the graving dry docks in the Navy’s inventory are over 100 years old. It is
incumbent on the design agent and end user to consider both the current mission and
the future environment.

5-2 DEAD LOADS.

Dead loads are of special significance because the deadweight of the structure,
including all mobilized earth weight plus friction and tension piles, must be greater than
the maximum buoyancy.

5-2.1 Weight of Concrete Structure.

For design purposes, compute the weight of reinforced concrete structures on the basis
of 150 lb/ft3 (23.56 kN/m3) weight in air. For plain or mildly reinforced concrete, assume
it to be 145 lb/ft3 (22.78 kN/m3), unless higher value is justified by testing.

5-2.2 Weight of Earth.

In computing the total resistance to uplift, include the weight of earth engaged by any
extension of the slab beyond the outside of the wall. Earth below the dry dock floor,
when engaged by hold-down piles or other devices, is included in the computation of
the total weight.

5-2.2.1 Weight of Earth on Floor Slab Projections.

5-2.2.1.1 Specific Weights.

Unless special, lightweight soils are encountered, use 60 lb/ft3 (9.42 kN/m3) for
submerged soils and 100 lb/ft3 (15.71 kN/m3) for soils above water levels. The use of
alternate values estimated based on geotechnical testing, is permitted.

5-2.2.1.2 Computation of Volume.

To compute volume with a dock empty and with mean high water, use the soil weight
above the slab projection between a vertical plane at the outer edge of the projection
and the back of the wall. With a dock empty and extreme high water, add the weight of
earth wedge between the vertical plane and an intersecting plane sloping 15 degrees
outward from the vertical plane.

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5-2.2.2 Weight of Earth Engaged by Floor Slab Hold-downs.

5-2.2.2.1 Specific Weights.

This earth is always submerged. For ordinary soils, use 60 lb/ft3 (9.5 kN/m3). Since this
weight is usually very important, determine the correct weight by geotechnical testing if
there is any indication that the soil may be of a greater or lesser weight.

5-2.2.2.2 Computation of Total Weight.

The hold-down capacity of individual piles may be computed by methods given in UFC
3-220-01. The total hold-down capacity is not necessarily the sum of the individual
capacities of a pile group.

• Weight: In computing the weight of this block, assume its plan dimensions
to extend beyond the outer rows of piles by one-half the typical pile
spacing.
• Depth: For the depth of block, assume the block bottom is above the pile
tips by a distance of one-half the typical pile spacing. Where spacings are
different in each direction, use the larger of the spacings.

5-3 HYDROSTATIC PRESSURE.

5-3.1 Weight of Water.

In computing pressures, use 64 lb/ft3 (10.05 kN/m3) for seawater and 62.4 lb/ft3 (9.80
kN/m3) for fresh water. For brackish water, the specific weight should be adjusted based
on the water salinity content.

5-3.2 Buoyancy Computations.

Minimum factor of safety (FS) for buoyancy is 1.0 under all conditions and at all stages
of the dry dock’s life. This includes construction and through the end of the dry dock’s
expected operational life. Make all buoyancy computations for four water levels, as
follows:

5-3.2.1 Extreme High Water (EHW).

To check safety against uplift with the maximum (15-degree) earth wedge mobilized. A
FS shall be no less than 1.1 for this condition.

5-3.2.2 Mean High Water (MHW).

To check safety against uplift with the minimum earth block and friction mobilized. Refer
to Section 5-2 entitled “Dead Loads” and Section 5-4 entitled “Earth Pressure”.

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5-3.2.3 Extreme Low Water (ELW).

With a ship in dock to determine maximum downward load on foundation soil or piles.

5-3.2.4 Flood Elevation.

Current and future flood elevations must be considered. After determining the design
flood elevation (DFE), see Section 3-5, check the dry dock stability at this extreme
event. For dry docks with a safety wall or flooding barrier the water above the yard
grade may provide additional mass to counter act this increased buoyant force.

5-4 EARTH PRESSURE.

5-4.1 Variations.

Acting against a dock structure, the resultant outside earth pressure will vary
considerably according to pressure and weight conditions inside the dock. Resultant
earth pressures will be different when a dock is full of water, when a dock is dry but
contains a vessel, and when a dock is empty. See UFC 3-220-01 for determination of
earth pressures.

5-4.2 Water or Ship in Dock.

Active pressure is to be used because the rotation of the wall with respect to the floor is
negligible. Do not use surcharge for computing pressure on dry dock walls except
where railroad rails on ballast are near the wall.

5-4.3 Dock Empty.

Assume partial passive pressure to be operative where there is structural continuity at

the juncture between sidewalls and floor because, with the dock empty, sidewalls of full
hydrostatic docks tend to rotate outward against the backfill. The amount of passive
resistance must be determined by assuming a uniform increase in resistance to occur
throughout the sidewall height, starting from zero value at the top to an ascertained
maximum bottom value. The rate of increase is based on the condition that the total
internal work of the bending stresses throughout the dock cross section has a minimum
value.

5-4.3.1 Inconsistency in Partial Passive Pressure Assumption.

The earth pressure at floor level should be no greater than active pressure, because the
horizontal displacement of sidewalls is zero at about floor level, which is the
approximate center of rotation for the sidewalls. Nevertheless, the method of
approximating the total passive resistance for the condition of dock empty, as described
previously, has proved satisfactory for existing structures so designed.

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5-4.3.2 Upward Pressure.

5-4.3.2.1 Full Hydrostatic Dock.

The distribution of upward pressure beneath a dock designed to resist full hydrostatic
pressure is known when the dock is empty, because the dock weight is nearly equal to
total buoyancy.

5-4.3.2.2 Relieved Floors.

For relieved floors, earth pressures are not uniform because they are dependent on slab
deflections induced by concentrated ship loads and moments at the wall bases. For the
solution of elastic foundation problems and associated soil pressures, refer to any of the
industry accepted foundation analysis books.

5-4.3.2.3 Friction on Sides.

In addition to the dock deadweight, friction piles, and earth weight over projections, the
frictional resistance between backfill and sidewalls also is effective in preventing uplift.

• Mean High Water (MHW): To determine the frictional resistance for an

empty dock at mean high water, the lateral force acting against the
sidewalls (that is, the force corresponding to the active pressure of
submerged earth) is multiplied by the coefficient of friction for the earth
material on the sidewall material.
• Extreme High Water (EHW): Stability against uplift at extreme high water
is computed using a deadweight of the earth wedges as described in
Section 5-2 entitled “Dead Loads”, instead of frictional resistance.

5-5 LIVE LOADS.

For design purposes, conditions comprising live loads are:

• Shiploads applied to dock floors through blocking.

• Wheel loads from crane wheels, railroad tracks, and trucks applied to local
beam and slab supports.
• Local static and moving loads on roofs and floors or pumpwells.
• Railroad track loadings, as a surcharge of earth pressure, from tracks
carried on ties and ballast adjacent to sidewalls of docks and walls of
pumpwells.
• An impact allowance of 15-percent is made for moving loads for structural
members forming the primary support for the moving loads.

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5-5.1 Shiploads.

Determine shiploads on the floor for the specific class ship. Shiploads on the floor must
be determined in accordance with the guidance provided in MIL-STD-1625, and NSTM
Chapter 997.

5-5.1.1 Thin Floors.

For thin floors, investigate the effect of these extra heavy loads, and reinforce the floor
locally as necessary.

5-5.1.2 Positioning.

Base the blocking arrangement for design of the floor on any likely positioning of ships
in the dock. Larger ships may be docked only on the centerline of the graving dock. For
docks wide enough to permit multiple docking of ships abreast, or long enough to permit
various placement fore and aft, apply the load pattern for such smaller ships multiple
docked in odd positions to the floor as well as the load pattern of larger ships docked on
the centerline.

5-5.2 Wheel Loads.

The typical wheel loadings for a 40 ST (36.3 t) locomotive crane, 25 ST (22.6 t), 35 ST
(31.7 t), and 50 ST (45.4 t) portal cranes are given in UFC 4-152-01.

5-5.2.1 Full Hydrostatic Graving Docks.

Crane wheel loads do not normally influence the design of the main wall of graving
docks designed to resist full hydrostatic pressure, because of the extensive longitudinal
distribution of the wheel loads by the walls. Wheel loads from cranes operating around
full hydrostatic graving docks, therefore, usually are significant only in the design of
local beam supports under rails crossing the overhead of service tunnels, pumpwells,
and other auxiliary structures.

5-5.2.2 Relieved and Partially Relieved Graving Docks.

For relieved and partially relieved graving docks, crane wheel load may influence the
design of main dock walls as well as the design of local beam supports.

5-5.2.3 Mobile Crane Loads.

Mobile cranes are to some extent replacing locomotive cranes. Use truck crane wheel
loads as given in UFC 4-152-01 or the crane manufacturers wheel load specifications
(covering many of the larger ~ 220 ST (199.6 t) mobile cranes used by
PWDs/Shipyards/Private Contractors) for beams, slabs, and the overhead structure of
the pumpwell, where crane track loading does not govern.

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5-5.3 Loads on Pumpwell Overhead and Floors.

Pumpwell overhead should be designed for a uniform load of 600 lb/ft2 (28.8 kN/m2) and
for truck crane wheel loading when it is at ground level. The critical load for floors
supporting main pumps usually corresponds to the maximum upward pressure. Use a
uniform load of 300 lb/ft2 (14.4 kN/m2) for floors not subject to upward hydrostatic
pressure; also these floors are to sustain loads from operating machinery placed
thereon either in a permanent operating position or in a temporary overhaul position.
Include vibrations induced by reciprocating and rotating equipment in the design.

5-5.4 Anti-Terrorism, Bomb and Blast Resistance and Security.

Dry docks are not usually designed to resist bombing or blast effects because of the
massive size of the structure involved. In some locations, consideration should be given
to protective construction for the upper part of the pumpwell and the service tunnels. For
waterfront security and anti-terrorism/force protection criteria, refer to UFC 4-025-01,
Waterfront Security Design.

5-6 EARTHQUAKE LOADS.

Seismic analysis of the dry dock must be performed in accordance with MIL-STD-1625.
Seismic forces should be considered as an “extreme” load and are to be combined with
the additional forces that are present during regular operations, with appropriate load
factors in accordance with UFC 4-152-01. Site specific geotechnical studies must
address seismic and soil-structure interaction based on the hazard levels addressed in
MIL-STD-1625, consider Chapter 4 of ASCE 61.

5-7 SPECIAL CONDITIONS OF LOADING.

5-7.1 Full Hydrostatic Dry Docks.

Although there are many special loading conditions to be considered in the design of a
graving dock (for example, nonsymmetrical loads, wave action on exposed walls,
earthquake, and unusual water differentials), the design of full hydrostatic pressure
docks generally is concerned with four especially critical conditions.

• Case I. Dock under construction.

• Case II. Dock empty. Maximum hydrostatic uplift.
• Case III. Maximum ship load. Minimum hydrostatic uplift.
• Case IV. Dock full of water. Include superflooding, if applicable.

5-7.2 Partially and Fully Relieved Dry Docks.

Critical conditions for partially and fully relieved designs are similar to those for full
hydrostatic dry docks, except for appropriate allowance for decreased upward and
lateral water pressures in accordance with the degree of lowering of hydraulic gradients.

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5-7.3 Dry Docks Built by Underwater Methods.

When completed, these dry docks are always of the full hydrostatic type. In some
cases, however, this method of construction involves loadings not encountered with
construction in the dry. These cases occur when walls are built entirely in the dry in
cofferdams set on slabs previously constructed underwater. Under these conditions,
when wall cofferdams are dewatered, the partially completed structure does not have
the benefits of wall and finish floor slab weight to overcome the buoyancy of the
cofferdams, or the full sidewall thrust to overcome the tension in the slab. For examples
of two such conditions, see Figure 5-1.

These dry docks are frequently associated with the use of hold-down piles, necessary if
the weight of the floor slab is insufficient to overcome the total buoyancy including that
of the empty cofferdam or cofferdams. Note in (a.) of Figure 5-1 there is a tendency to
develop tension in the slab bottom without benefit of axial compression from a sidewall
thrust. In (b.) of Figure 5-1, there is a tendency to develop tension in the slab top with a
side thrust that is much smaller than will be developed against the walls of the
completed dock.

5-8 MATERIALS AND DESIGN.

This section contains special provisions applying to concrete for dry dock walls, floors,
and general cross section.

5-8.1 Concrete.

5-8.1.1 Classes of Concrete.

Recommend using concrete as specified in UFGS 03 31 29 or UFGS 03 31 30 Marine

Concrete as appropriate. Use minimum 3,500 psi (24.12 MPa) estimated 28 days
compressive strength cast-in-place concrete for the main body of the dock. Classes of
greater strength may be used in accordance with structural requirements. Do not
specify mortar intrusion concrete (see APPENDIX B, Glossary) for permanent dry
docks.

5-8.1.2 Admixtures.

Admixtures may be used to produce air entrainment, higher strength, greater durability
and better workability, up to maximum percentages detailed in the project specifications.

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Dry Docks with Slabs Constructed Underwater, Walls and Finish Floor
Constructed in Dry

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5-8.1.3 Mass Concrete.

The designer must follow the guidance in UFGS 03 31 29, UFGS 03 31 30, ACI 207.1R,
ACI 207.2R, and ACI 207.4R to prevent undesirable cracking in mass concrete used to
construct the dry dock. A thermal study must be conducted as a part of the design effort
when mass concrete will be used in construction of the dry dock. The designer must
specify the methods of crack control to be used including mix design, pour size and
sequencing, and temperature control during placement and curing. Consideration must
be given to the following during design to minimize cracking:

• Maximizing aggregate size.

• Limiting monolith widths to 50 ft (15.5 m).
• Increasing temperature and shrinkage reinforcement above the minimum
requirements of ACI 318 up #9 (#29) bars at 12 in. (305 mm) in each face.
• Requiring the contractor to conduct a mass concrete simulation test (mock
up) prior to construction to validate the adequacy of crack control
measures.
• Mass concrete temperature control plans.

5-8.2 Reinforcing Steel.

5-8.2.1 Cover.

Minimum concrete protection for reinforcement is as follows:

• 6 in. (152 mm) where face of concrete will be in contact with soil, and
surfaces subject to cavitation or abrasion erosion.
• 3 in. (76 mm) for formed or finished surfaces not in contact with soil.
• 2 in. (51 mm) over bearing pile butts.
• At piles intended as tension piles and having a considerable length of
embedment in the concrete, place the reinforcement as in the first bullet
above.

5-8.2.2 Reinforcing Bars.

Reinforcement should have a minimum yield strength of 60,000 psi (413.7 MPa), and
conform to either of ASTM A706/A706M, Standard Specification for Deformed and Plain
Low-Alloy Steel Bars for Concrete Reinforcement or ASTM A615/A615M, Standard
Specification for Deformed and Plain Carbon Steel Bars for Concrete Reinforcement,
Grade 60. High strength or special large size reinforcement should conform to Grade 75
or Grade 80. Consider use of galvanized, coated or corrosion resistant reinforcement
such as fusion bonded or purple bar coating. To control cracking, the maximum center-
to-center spacing should not exceed 12 in.

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5-8.3 Foundations.

Evaluate safe soil bearing capacity by methods set forth in UFC 3-220-01. Where the
safe capacity of the soil is exceeded, provide structural support. Types of structural
supports applicable to the foundation of dry dock proper and to supplemental structures
are: timber piles, concrete piles, steel H-piles, pipe piles with open or closed ends, and
caissons. For pile capacities, analytical treatment, information on range of capacities for
various types of piles, and capacity of caissons, refer to UFC 3-220-01.

5-8.4 Cellular Cofferdam Wall.

The dock wall consisting of cellular sheet pile structure should be designed based on
USACE EM 1110-2-2503 Design of Sheet Pile Cellular Structures Cofferdams and
Retaining Structures.

5-8.5 Design.

5-8.5.1 Reinforced Concrete.

5-8.5.1.1 Load and Strength Reduction Factors.

In design of reinforced concrete structures, proportion members for adequate strength

in accordance with provisions of the latest edition of ACI 318, Building Code
Requirements for Reinforced Concrete, using load factors and strength reduction
factors (Φ) specified.

5-8.5.1.2 Service Load Stresses.

Alternatively, non-prestressed reinforced concrete members may be designed using

service loads and permissible service load stresses in accordance with provisions of
ACI 318-99, Appendix A, Alternate Design Method.

5-8.5.1.3 Buoyant Condition Increases.

For a buoyant condition of a continuous U cross section, which might be produced in a

relieved or partially relieved dock resulting from failure of the pressure relief system, or
for construction stages, the ordinary working design criteria may be increased 50
percent.

5-8.5.2 Steel and Other Materials.

For appurtenant structures of concrete, steel, wood, and other structural materials,
design must be in accordance with UFC 1-200-01.

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5-8.5.2.1 Allowance for Corrosion of Steel Structures.

Steel structures must be designed with a corrosion allowance such that allowable
stresses will not be exceeded when corrosion has reduced structural component cross
sectional areas by the amount of the corrosion allowance. Corrosion allowances should
be tailored to suit the environment of each steel structure. All pressure or flooding
boundaries must be considered. This includes such examples as the caisson hull,
watertight hatches and sluice gate thimble plates.

5-9 METHODS OF ANALYSIS.

5-9.1 Full Hydrostatic.

For analysis of four basic conditions of loading, refer to American Civil Engineering
Practice, Volume II.

5-9.2 Fully or Partially Relieved.

Where these dry docks have relatively thin floors, concentrated ship blocking loads and
wall reaction produce deflections resulting in variations in foundation pressures and
requiring methods of elastic foundation analysis. The problem is to be treated as two-
dimensional. The elastic foundation method may be used to assist in estimating
foundation pressures for the special loading conditions discussed in Section 5-6 entitled
“Special Conditions of Loading”.

5-9.3 Seismic Analysis.

Simple method of analysis such as Seismic Coefficient Method and Equivalent Lateral
Method should be implemented in the initial stage of analysis and later progressing to
increasing complexity by implementing linear elastic response spectrum, time-history
modal-analysis and non-linear time history-direct integration procedure, if necessary.
Refer to EM 1110-2-6053, Earthquake Design and Evaluation of Concrete Hydraulic
Structures for general approach for the seismic analysis.

5-9.4 Computer Analysis.

The dock structure may be analyzed using structural finite element analysis (FEA) and/
or soil-structure interaction (SSI) analysis codes, depending on the complexity of the
structure and loading. The analysis may initially be performed on two-dimensional (2D)
sections and later progressing to three dimensional (3D) analysis, if necessary.

5-10 SAFETY CONSIDERATIONS.

5-10.1 Basic Safety Standards.

For general safety standards see OSHA Part 1915, Occupational Safety and Health
Standards for Shipyard Employment, and Part 1910.29 Fall protection systems and
falling object protection-criteria and practices. Local shipyard safety instructions or

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other current U.S. Navy safety requirements may take precedence. Consult
representatives from the local safety office and the appropriate subject matter experts
before finalizing the design of safety features.

5-10.2 Safety Features Peculiar to Dry Docks.

Observe the safety features described in the sections below.

5-10.2.1 Coping Railing.

It is necessary for coping railings to be removable to avoid fouling lines when docking
and undocking ships. The removal and replacement must be accomplished with as little
hazard as possible because of the seriousness of the accident should a person fall into
an empty dock. Chain rail with removable stanchions were used in the past, but
maintaining adequate chain tension is a common problem. Solid metal pipe or fiberglass
railing, provided in 6 to 10 ft (1.8 to 3 m) sections for ease of removal/reinstallation, is
preferred. The design and locations of the top rail, mid rail, and toeboard must meet fall
protection requirements. Refer to the shipyard safety office or current U.S. Navy safety
guidelines for specific requirements.

5-10.2.2 Stairways.

Use open mesh treads on all framed stairways. Use non-slip treads for concrete
stairways. At the top of steep, infrequently used stairways provide a guard. Closing
chains may be used however; self-closing gates are preferred because they do not rely
upon personnel to reattach the chains after each use. Open stairways must have top rail
and mid-rail. If the top rail is used to guard an opening then the top of the rail as
measured from the stair nosing is between 36 in. and 38 in. (914 mm and 965 mm).

5-10.2.3 Toeboards.

Provide toeboards in accordance with fall protection requirements at all rails where
falling object protection is required. At the coping edge, a curb may serve as a toeboard.

5-10.2.4 Obstructions to Mooring Lines.

Keep the top of coping clear between the edge of the coping and the line of capstans
and bollards.

5-10.2.5 Stepdowns in Tunnels and Culverts.

Avoid unprotected stepdowns in all unlighted tunnels and culverts. Use guardrails, or an
arrangement of rails and gratings, to protect personnel while still retaining the water
carrying capabilities of the tunnel or culvert.

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5-10.2.6 Spillways.

Provide replaceable corrosion resistant (type 316 Stainless Steel or Composite) ladder
rungs or guardrails, depending on steepness, up flooding and discharge spillways, to
aid in access for inspection of sluice gates and stoplogs.

5-10.2.7 Dock Floor Irregularities.

Graving dock floors should present an unbroken surface. Cover drainage conduits with
gratings that do not protrude above the floor level. Run service pipes near the sidewalls
and bridge them at stairways. Floor finish should be sufficiently rough to prevent
slipping, but not so rough as to injure blocks.

5-10.2.8 Painting.

Paint obstructions with a striped pattern composed on contrasting colors as outlined in

UFC 3-190-06.

• Service pipes are customarily painted according to established color

codes, but those below headroom or otherwise forming obstructions
should be painted with contrasting colors in stripes.
• Channel pedestrian traffic through safety zones by marking the borders of
pedestrian passageways with traffic zone paint.

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CHAPTER 6 FLOODING

6-1 DESIGN FACTORS.

This chapter contains criteria and information on flooding of dry docks, particularly
methods of flooding and the design of hydraulic structures.

6-1.1 Requirements.

Flooding of dry docks is done entirely by gravity; superflooding feature installations

require a pumping system to raise the water inside basin to water levels to higher
elevations than the tide range allows. Design and arrange all flooding systems to
operate with a minimum of disturbance to ship blocking, no intake of silt or floating
objects, a minimum of required special gate control, and no vacuum or cavitation effects
in the water channels. Gates and gate operating mechanisms must be reliable and
durable.

6-1.2 Flooding Periods.

The average time for flooding Navy Dry Docks of the five types may be used as a
design guide. Flood times are for empty docks. Actual flood time will depend on many
factors. New docks or renovations shall set flooding time requirements based upon
operational, environmental and functional needs of the shipyard. The times for flooding
the docks should be, for the main classifications:

• SSN Submarine and destroyer docks, 90 minutes.

• Cruiser docks, 135 minutes.
• Carrier and Auxiliary docks, 135 minutes.

6-2 FLOODING METHODS.

There are three general methods used for flooding graving dock basins.

1. From flooding intakes on one or both sides of the entrance through

culverts built into the lower parts of sidewalls and connected to floor
openings spaced along the dock length at the floor.
2. From flooding intakes on one or both sides of the entrance through
culverts passing transversely under the floor near the entrance with
openings leading upward into the floor.
3. Through ducts or tubes in the caisson or entrance closure gate. This is
referred to as a flood through caisson.

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6-2.1 Common Intake Features.

Except under special conditions, place one intake opening on each side of an entrance.
For very large docks requiring large culverts, two openings on each side may be used to
reduce sluice gate sizes. Opening edges should be rounded to reduce eddying and
contraction of the stream.

6-2.1.1 Opening Elevations.

No standardization can be established for opening elevations since these depend on

tidal ranges, stem rises of gate valves, and proximity and character of entrance
approach bottoms. In general, depths below mean low water, where opening soffits are
placed, should not be less than opening heights. When an entrance approach bottom is
near the invert or openings, protect the bottom area in front of and adjacent to the
openings from erosion by heavy rip-rap or other means.

6-2.1.2 Trash Racks.

Place trash racks over openings to prevent intake of solid matter. Trash racks must be
removable for maintenance and replacement.

6-2.1.3 Stoplogs.

Between trash racks and sluice gates, provide vertical slots in culvert sides to
accommodate stoplogs furnished to shut off the water for sluice gate maintenance with
double valve protection.

6-2.1.4 Sluice Gates.

Control graving dock flooding with sluice gates. Provide two sluice gates per flooding
opening or a sluice gate plus a stoplog to assure “double valve protection” against
inadvertent flooding as required by MIL-STD-1625.

6-2.1.4.1 Minimum Design.

When under heavy hydrostatic pressures occurring during high tide levels with wave
action, design must be adequate to prevent operating and maintenance troubles caused
by distortion, warping, and excessive friction.

6-2.1.4.2 Maximum Design.

Design maximum sluice gate sizes to allow flooding a dock within the specified time.

6-2.1.4.3 Design for Two-Way Pressure.

When sluice gates are subjected to two-way pressure, they must be specifically
designed for such service.

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6-2.1.4.4 Specific Requirements.

• Minimum design life of 30 years.

• Maximum leakage of 0.05 gpm/ft (0.6 lpm/m) of the seal perimeter at the
design seating and unseating head.
• Limit the largest dimension to 96 in. (2.44 m).
• Provide local mechanical gate position indicators at gate stands, and
remote electrically operated indicators at pumpwell control boards.
• Design structural supports for gate lifting mechanisms to carry a load two
times the manufacturer rated lifting force (Factor of Safety = 2.0).
• Sluice gates used in dock flooding, dewatering, or drainage systems must
be oriented such that the greatest pressure they will experience will seat
the gate leaf against the gate frame. Sluice gates that will experience
pressure from both sides (dock flooding gates for superflooding docks,
gates in interconnecting tunnels between dry docks, etc.) must be
specifically designed to accommodate expected unseating heads.
• Suitable corrosion resistant thimbles should be embedded in concrete for
attachment of sluice gate frames.
• For all wedges and seating surfaces where sliding occurs, the use of a
metal sliding against a metal of the same alloy composition may create
galling problems. Use metals of different alloy composition or the same
metals with different hardness and anchor these seating surfaces with
dovetail grooves. For specific wearing problems, consult a metallurgist.

6-2.1.5 Draft Boards and Dock Marks.

Draft Boards or water level indicators must be placed on dry dock walls near the
entrance on each side and on dry dock walls near the head end on each side. The
indicators must be clearly visible from the opposite side at the top of a dry dock. Mark
gauges with numerals 6 in. (152 mm) high, 3 in. (76.2 mm) clear space above and
below and with the bottoms of numerals corresponding to multiples of 1 ft (305 mm) of
draft.

The gauges may be cast as recesses in wall concrete and painted, colored tile
cemented into a wall, noncorrosive metal anchored into the wall or plastic composite
also anchored to the wall. The zero level may be referenced to the dock floor elevation,
sill height or the top of the standard docking blocks used. Refer to NSTM Chapter 997,
and MIL-STD-1625 for additional requirements.

Dock marks are longitudinal markings along the dock length. They are helpful in
referencing utility locations, work orders for maintenance requests and progress during
dock evolutions. They should be placed along the upper wall or top-level coping facing
inward so that they are visible from the opposite sides of the dock and from the floor

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when the dock is empty. Zero should be the inner caisson seat face. Maximum
increments must not exceed 100 ft (31 m) center to center.

6-2.1.6 Vents.

Vents must be provided behind each gate, leading from water duct soffits to the free
atmosphere on the coping where the vent openings must be covered by grating. A vent
must be located at the highest point of a soffit before it curves down into the flooding
culverts proper.

6-2.2 Flooding Culverts.

One of the two following types of culverts may be used to conduct flooding water from
entrance works into a dry dock chamber.

6-2.2.1 Sidewall Type.

Sidewall culverts are located in the lower parts of sidewalls, connected to the sea
through the entrance works. Floor openings and one or two large sidewall openings are
connected to them.

6-2.2.1.1 Advantages.

This arrangement achieves filling without dangerous currents. A flooding culvert often
serves in part as a drainage and/or dewatering culvert. The use of floor openings for
filling provides a blanket of water to cushion the force of water from the outlets and also
flushes the floor drains.

6-2.2.1.2 Flooding Design.

In a flooding culvert, maximum velocity occurs during early flooding stages and is
gradually reduced by loss of head resulting from the rising water level inside a dock.
The flooding time is greatly affected by the flow rate at reduced heads when a dock is
nearly full. Therefore, large culverts and openings are desirable. It is important to
reduce friction, eddy currents, and turbulence, by making interior surfaces of culverts
smooth and all changes of direction by means of gradual curves.

6-2.2.1.3 Tunnels.

This system is efficient if hydraulic requirements do not result in tunnels of such size as
to produce complex and high stress concentrations in the walls. This is especially true
of thin walls with stressed reinforcing steel and less true in gravity walls. Even for the
latter case, formwork is expensive. Long stretches of tunnel increase cleaning and
maintenance work. From experience long stretches of tunnels that wrap around the
dock floor or deliver water to the head end of dock are unnecessary. For existing docks,
these tunnels should be filled, after checking for structural concerns, during renovations
of the dock.

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6-2.2.2 Transverse Floor Type.

Transverse floor culverts comprise a number of openings, spaced across a dock floor
above a wide culvert located parallel to, and from 10 to 18 ft (3.1 to 5.6 m) inboard of,
the inner caisson seat; the inboard distance depending on the dock size. The culvert
ends rise in the sidewalls and terminate in the entrance works.

6-2.2.2.1 Flooding Factor.

In operation, the method of flooding through openings of transverse culverts

necessitates partial opening of the sluice gates for a sufficient time to attain adequate
water depth on the floor, so the flow velocity toward the head end will not dislodge or
damage the blocking.

6-2.2.2.2 Cost Factor.

A properly designed system of this type will comply with specified flooding times at
lesser cost than the system of flooding through sidewall culverts.

6-2.3 Flood Through Caisson.

Dry docks can be flooded through ducts or tubes in an entrance closure caisson or gate.
This method for flooding the dry dock can be used exclusively, or it can be used in
combination with flooding intakes in the dock walls. This is the preferred method
because it provides greater redundancy and is more cost effective than the other two
methods for both initial construction costs and O&M costs. Conversion of existing docks
from using culverts to caisson flood through tubes is recommended when repair of
flooding sources is studied.

For this method of dry dock flooding, multiple round tubes or ducts penetrate the
caisson shell plating through the caisson ballast tank. Tube diameter is normally 30 in.
(762 mm) and should not be larger than 36 in. (914.4 mm). The number of flooding
tubes is dictated by the desired flooding time and hydraulic characteristics. However,
utilize at least two flooding tubes for redundancy if the dock is to be flooded exclusively
through the caisson. Each flooding tube must meet the requirements of double valve
protection per MIL-STD-1625. This can be accomplished by having two valves installed
in series or with one valve and flanges on the exterior of the caisson for steel blanks.
Additional requirements are contained in CHAPTER 9.

6-2.4 Super-flooding.

Super-flooding is a system to raise the inside water levels to higher elevation than that
of the normal tides. A super-flooding system has been used in several graving dry
docks with inadequate water depth to enable them to dry dock sonar equipped ships
and ships of newer deep draft design. Ideally a dry dock would be designed without the
need for such a system. However, increased ship docking capability may be obtained
by installing a super-flooding system that lifts ships by flotation. The operation consists
of off-center vessel entry into the dock chamber, placing entrance caisson in seat,
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pumping water into the dock chamber thus raising the ship, breasting the ship over
preset keel blocks, and then dewatering the dock chamber.

It also requires that the dry dock have an inboard faced caisson seat or securing
devices for the entrance closure to resist the outward hydrostatic pressures caused by
the raised interior water level. Super-flooding is most cost effectively accomplished by
installing the super flooding pumps in the caisson. At least two super flooding pumps
should be used. The system should be piped to allow suction to be taken from the
outside face of the caisson and discharged into the dry dock. Super-flooding can also
be accomplished by using the main dewatering pumps thorough a specifically designed
arrangement of sluice gate and dewatering valves. This design requires that the main
dewatering pumps take suction from the flooding source and discharging into the dock.

6-3 HYDRAULIC DESIGN.

6-3.1 Overall Factors.

In hydraulic design of flooding systems, consider the factors of waterheads, required

flooding times, optimum configuration of culverts, permissible flow velocities, and
limiting sizes of sluice gates.

6-3.1.1 Heads.

Hydrostatic head causing flow varies from a maximum when a dock chamber is empty,
to zero when a dock chamber is full. Mean high water (MHW) or mean higher high water
(MHHW) is used as the reference elevation for determining maximum head.

6-3.1.2 Required Flooding Time.

Refer to Section 6-1 entitled “Design Factors”.

6-3.1.3 Flow Velocities.

The maximum desired flooding flow velocity should be 25 ft/s (7.6 m/s). This velocity
may not conform to an available head that could produce higher velocities. In such
cases, either provide built-in head losses in the system or reduce the intake area by
sluice gate throttling.

6-3.2 Evaluation of Flooding Time.

The many factors affecting flow in flooding systems make it practically impossible to
compute accurately the time required for the flooding. Such factors include:

• Variations in Hydrostatic Head. These conditions exist because of water

rise in the dock, and the difference in actual tidal conditions from those
assumed in the design.
• Transitions in culvert cross sections in many cases are necessarily abrupt;
for example, at dock floor openings.
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• Changes in elevation and direction of the main culvert alignment.

• Head losses in trash racks and gratings.
• Roughness condition of culvert walls.
• Entrance and discharge head losses.
• Size of ship in dock.

6-3.3 Computation of Flooding Time.

Because of the difficulty in combining the various factors influencing flow, the entire
system is treated as an entity with a single overall flooding coefficient applied in the
basic formulas as in Equation 6-1.

Equation 6-1 Computation of Flooding Rate

𝑄𝑄 = 𝑎𝑎𝐶𝐶𝑓𝑓 �2𝑔𝑔ℎ
Where:
Q = flooding rate, ft3/s (m3/s)
Cf = overall flooding coefficient (dimensionless)
a = cross section area of main culvert, ft2 (m2)
g = acceleration of gravity, ft/s2 (m/s2)
h = difference in elevation between water in dry dock and outside water, ft (m)

To determine the relationship between a varying head, as the water rises in the dry
dock, and an interval of elapsed time, take the expression in Equation 6-2.

Equation 6-2 Computation of Flooding Velocity

𝑄𝑄 𝑑𝑑ℎ
= −
𝐴𝐴 𝑑𝑑𝑑𝑑
Where:
A = average plan area of the water pond in a dry dock, ft2 (m2)
t = interval of elapsed time, sec

Then substituting the value of Q from Equation 6-1,

Equation 6-3 Time Rate of Change

−𝐴𝐴𝐴𝐴ℎ
𝑑𝑑𝑑𝑑 =
𝑎𝑎 ∙ 𝐶𝐶𝑓𝑓 �2 ∙ 𝑔𝑔 ∙ ℎ

Or for definite time intervals (integrating Equation 6-3 between limits h2 and h1)

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Equation 6-4 Time rate of change for definite interval

2 ∙ 𝐴𝐴 ∙ ��ℎ1 − �ℎ2 �
𝑡𝑡2 − 𝑡𝑡1 =
𝑎𝑎 ∙ 𝐶𝐶𝑓𝑓 �2 ∙ 𝑔𝑔

The total time T, for the dock to reach the outside water level (h2 = 0) with an initial
difference h1:

Equation 6-5 Total flooding time

2 ∙ 𝐴𝐴�ℎ1
𝑇𝑇 =
𝑎𝑎 ∙ 𝐶𝐶𝑓𝑓 �2 ∙ 𝑔𝑔

The value of Cf may be obtained from tests on dry docks or other structures such as
ship locks with comparable flooding systems. For proposed flooding systems of unusual
character, or for dry docks of unprecedented size, model tests should be considered.

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CHAPTER 7 DEWATERING

7-1 DEWATERING SYSTEMS.

This section deals with criteria, data, and information on dewatering, with particular
attention to basic components, basic requirements, and pumping systems.

7-1.1 Main Dewatering System.

This system is used to remove water from the dry dock basin during docking operations.
Large grating covered culverts in the dry dock floor adjacent to the main pump suction
chamber are normally used to facilitate flow into this system.

7-1.2 Drainage System.

A drainage system collects the last few inches (centimeters) of water blanketing the
graving dock floor, as well as rainwater, flushing water. The floor should be sloped or
crowned so that water will make its way to longitudinal floor trenches that lead to culvert
adjacent to the main pump suction chamber. The trenches should be covered by
securely anchored strong gratings.

7-1.3 Environmental Systems.

Environmental requirements in most locations now require that potentially contaminated

water be treated prior to discharge. If potentially contaminated and uncontaminated
waters are allowed to mix, the mixture must be handled as contaminated water. For this
reason, it is usually necessary to segregate potentially contaminated water sources in
the dry dock from uncontaminated sources that can be pumped directly into the harbor.
Potentially contaminated sources can include water that contacts the dry dock floor
where industrial activities are occurring. Uncontaminated sources include water pumped
from the dry dock during docking/undocking operations, water that leaks past the
caisson seat, ship’s cooling water, and water that leaks through dock walls or enters the
dock through pressure relief pipes. Segregation is typically done by designating a
location just beyond the sill beyond which all water is handled by the environmental
discharge systems, and any water between this location and the caisson is discharged
by the drainage system.

Design environmental systems so that system failure does not result in flooding of the
dry dock floor. Environmental systems should overflow into the normal floor drainage
system before the water reaches dry dock floor level.

Environmental system requirements vary by location and can be subjective. For this
reason it is critical that environmental system planning and design be closely
coordinated with the regulatory authorities to ensure compliance with environmental
requirements.

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7-2 DEWATERING SYSTEM COMPONENTS.

7-2.1 Floor Trenches.

The floor trench should be narrow and short grating covered leading to the pump
suction chamber, collector channel, a wide, deep, grating covered open culvert leading
to the pump suction chamber, handles the greater portion of water pumped out of the
flooded graving dock by the main dewatering system.

7-2.2 Sand Sumps.

Abrasive materials harmful to pumps and pump fittings are continuously washed off a
graving dock floor in sufficient quantities to justify the installation of a settling basin.
Provide settling basins to retain most of these harmful suspended particles. Locate
these basins in an accessible part of the collector channel to permit easy removal of
collected sediment and sand. Other methods of containing this material may be used as
an alternate, such as floor barriers around the ship.

7-2.3 Suction Chamber.

Provide a suction chamber (large enclosed space) for the suction bells of the
dewatering pumps next to or in dock sidewalls, preferably near the dock entrance.
Specific design requirements are:

• Locate the chamber floor below the graving dock floor approximately 10 ft
(3.1 m); shape it to conform to flow lines of water entering pump suction
bells, if necessary.
• Provide access to the main suction chamber from the dock floor culvert.

7-2.4 Pumpwell or Pumphouse.

Provide a pumpwell or pumphouses of reinforced concrete for housing the pumps,

motors, valves, gates, controls, and other equipment. Pump suction chambers
constitute the lower part of a pumpwell. A design, known as a wetwell (see Figure 7-1),
can significantly reduce the amount of mechanical equipment and flooding risk
compared to traditional Navy dry dock pumpwells. This design combines the suction
chamber and pumpwell areas with an open, flooded center that equalizes with the dock.
Wetwells also make use of more commercial off the shelf equipment vice custom
manufacturing. Contact the NAVFAC EXWC Dry Dock SME for more information.

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Elevation View of Wetwell Operations Level

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7-2.4.1 Pumps and Motors.

Several functional types of pumps with motors may be housed in a pumpwell; main
dewatering units predominate. Other pump and motor units are:

• Drainage pumps.
• Sump pumps.
• Sewage pumps.
• Salt water pumps (fire protection and flushing).
• Vacuum pumps (if required for priming).

7-2.4.2 Valves and Gates.

Include the following valves and sluice gates in a pumping plant:

• Gate valves in discharge line from each main pump.

• Check valves in discharge line from each main pump.
• Miscellaneous valves and sluice gates for operation of the drainage
system.
• As an alternative, dewatering systems may discharge above sea level or
be looped above sea level (with a suitable siphon breaker). In this case
discharge gate valves and check valves are not required. The system
must be designed to prevent back-flooding into the dry dock with outside
water levels up to the caisson overtopping level if the valves will be
omitted.

7-2.4.3 Double Valve Protection.

Dry docks must be protected from sources of potential flooding through normal flooding
and dewatering sources. Therefore, dewatering and drainage systems must have two
valves or a valve and a stoplog. In situation where an adjacent dock shares a
pumphouse or suction chamber, each dock must be isolated. Combinations of valves
and sluice gates may be used.

7-2.4.4 Amenities within Pumphouse.

Depending on the occupancy category and expected duration of docking evolutions, the
pumphouse may require facilities to be provided for the staff. This may include one or
more toilets, lockers, kitchenettes, even offices and tool rooms. With modern remote
operations, communication equipment and more efficient equipment, the trend has been
to reduce the size of pumphouses and suction chambers. Therefore, less space will be
necessary for staff to continually occupy these areas.

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7-2.4.5 Heating and Ventilating.

Refer to UFC 3-410-01 for heating and ventilating criteria for pumping stations.

7-2.5 Pump Discharge Tunnel.

Design the pump discharge tunnel in the form of a variable section header, or header
tunnel, connecting the various pump discharge lines to carry water into the discharge
tunnel outer portions. The tunnel should be designed for occasional human inspection.

7-2.5.1 Auxiliaries.

Install gate valves and check valves in all pump discharge lines, except in unusual
cases where discharge is above high water.

7-2.5.2 Discharge Stoplog.

Provide a stoplog or hinged stoplog in the discharge tunnel to allow inspection and
maintenance of discharge valves.

7-2.6 Gratings.

Gratings must have small openings to prevent small tools and other objects from going
through the pumps. During work around a docked vessel, some dock floor drainage
grates may be temporarily removed. As an added precaution to prevent damage to the
pumps, it may be advisable to place a grating over pump suction boots or bells.

7-2.7 Salt Water Intake Screen.

Where salt water is to be pumped for fire protection or other purposes, provide a screen
at the intake to catch solids of sizes that would interfere with pump operation. If large
quantities of salt water are to be handled, moving mechanical screens may be required.
Refer to UFC 3-230-01 for screen design.

7-2.8 High Water Sensing Systems.

Provide two independent water level sensing systems. The primary sensing system,
which must operate from station power, must be designed to activate both the pumps
and the alarm. A backup or secondary sensing system must have an independent
power source and operate the alarm only. Both systems must announce locally and at a
central location that is continuously manned. Refer to MIL-STD-1625 for additional
system performance requirements.

7-3 BASIC REQUIREMENTS OF DESIGN FACTORS.

Three basic design factors enter into the design of a pumping system: (1) desired
pumping time, (2) initial cost of pumps, motors, pumpwell structure, and appurtenances,

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and (3) power supply. Also consider the relatively small percent of time that pumps are
in operation.

7-3.1 Pumping Time.

The average time for dewatering Navy Dry Docks of the five types may be used as a
design guide. Pumping times are for empty docks. Actual dewatering time may depend
on many factors. New docks or renovations shall set dewatering time requirements
based upon operational, environmental and functional needs of the shipyard.

• Submarine docks, 135 minutes.

• Destroyer docks, 150 minutes.
• Cruiser and Auxiliary docks, 165 minutes.
• Carrier docks, 240 minutes.

7-3.2 Initial Cost of Installation.

For comparative studies, obtain the cost of various sizes of pumps, motors, controls,
and other mechanical accessories from manufacturers. The cost of pumpwell and
discharge structures increases with the sizes of pumps. This is especially true with
regard to pumpwell foundations that are usually the deepest part of the entire dry dock
foundation and lead to special construction problems.

7-3.3 Power Considerations.

Dewatering pumps of all naval dry docks should be driven by electric motors. These
main pumping units require a considerable amount of electrical energy for brief periods
of time and at infrequent intervals. If electrical current is purchased for this purpose, it
involves a large demand or service charge. If current is furnished by the station, this
results in a relatively heavy station demand, necessitating installation of additional
power capacity for generating equipment.

7-3.3.1 Power Demands.

Keep the maximum power requirements as low as practicable, consistent with the
required capacity. Keep power demands as constant as possible through the whole
pumping head range. Although the initial cost of high-speed standard motors is
relatively low, their operating characteristics are not suitable for driving dewatering
pump units. Therefore, the design of the motor driven, direct connected pumping unit for
dry docks involves an adjustment and compromise of the conditions of: varying
hydraulic head, minimum range of required power, lower unit speeds, and relatively
good efficiency. These conditions often necessitate a sacrifice in efficiency. High
efficiency, however, is not of prime importance in equipment that is operated so small a
percentage of the time.

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7-4 PUMPING SYSTEMS.

7-4.1 Components.

The main dewatering system of a dry dock usually includes:

• The suction inlet located within the dock chamber

• The suction passage and/or culvert
• Pump suction chamber
• Pump suction bells
• Pumps
• Discharge check and gate valves
• Discharge culvert including backwash trash rack
• Hinged stop gate, sliding stoplog, or discharge sluice gate.

Where pumping plants may be designed to remove water from more than one dock,
additional suction sluice gates are required to permit independent pumping of the docks.
The pumphouse only has the operations level and the wet sump below the floor
elevation. The discharge from the pumphouse should be as close to or above the tide
level to reduce flood risk through the dewatering system. See Figure 7-1 for elevation
view of pumphouse operations level.

7-4.2 Elevation of Discharge.

The most desirable operational pumping arrangement is a system in which the

discharge invert is directly overboard above the level of the caisson weather deck, and
in which no discharge check and gate valves, trash racks, or stop gates are required.
Operation is simplified as there is no large power driven valves with electrical controls to
be operated and maintained.

7-4.2.1 Design.

The design outlined above allows elimination of a large portion of the pump room
substructure, with an accompanying reduction in pumping plant initial cost. The
additional elevation required in delivering water overboard above the level of the
caisson weather deck increases the total static pumping head. This increase, however,
may be more than offset by reduction in friction owing to elimination of the pump check
and discharge valves. The designer should consider the installation of a loop in the
discharge piping to carry the water above the level of the caisson weather deck and
then back down to discharge below sea level. The loop should have a siphon breaker
installed at the top of the loop. The looped system may prove to be more efficient than
one discharging at a higher level.

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7-4.3 Pumping Head.

The pumping head of the main dewatering pumps is the sum of the maximum
hydrostatic head and hydraulic system losses. See Figure 7-2. Maximum hydraulic
system losses exist when maximum flow occurs, which is the time of minimum static
head.

7-4.4 Pump Suction.

With reference to design and satisfactory functioning, the most critical portion of a
hydraulic system is the suction portion extending from dock chamber to dewatering
pump suction bell. This portion consists of the suction inlet, suction pit below the inlet,
and conduits leading from the pit to individual pumps or to a pump suction chamber
common to all pumps, and the pump suction bells. If the conduits are separate for each
pump suction, sluice gates may be installed in each conduit to permit working on a
pump without impairing the use of other pumps.

7-4.4.1 Periphery of Pit Opening.

In dewatering a dry dock, one or more of the main pumps may be shut down as the
water level approaches the dock floor, in order to prevent loss of pump suction. As the
water level continues to recede it generally becomes necessary to throttle the discharge
of the last operating pump. This condition occurs when the pump capacity exceeds the
quantity of water flow reaching the pump suction from the dock chamber through the
pump suction pit and conduits. The elevation of the pumps with reference to the dock
floor does not contribute to this condition. To delay the time of shutdown and throttling,
design the dock floor suction inlet to have as large a perimeter as practicable.

7-4.4.2 Area of Pit Opening.

The suction pit opening (free area) should be of sufficient size to result in a flow velocity
in the range of 3.5 to 4.5 ft/s (1.1 to 1.4 m/s). Base the flow on the pumping rate when
the water level is 2 ft (0.6 m) above the dock floor and discharging against mean high
tide. The suction condition may be greatly improved by providing openings on the
opposite side of the dock chamber connected by conduits under the dock floor.

7-4.4.3 Use of Sidewall Culverts.

Where a sidewall culvert drainage system is used to facilitate removal of low-level water
from the dock floor, it should drain to and terminate in the main dewatering pump
suction chamber.

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Characteristic Curves for 54 in. Mixed Flow Pump

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7-4.4.4 Shape of Pump Suction Works.

Design the configuration of a pump suction pit and the conduit leading to the pump
suction chamber, or suction bell, so that the flow will have a constant or uniformly
accelerated velocity. The surface of the passages should be smooth and of such shape
as not to produce eddies. There should be no sharp turns or abrupt changes in a
conduit section. It may be necessary to install stream guide vanes in the suction
chamber to effect good distribution and flow to the pump suction bells.

7-4.4.5 Arrangement of Suction Bells.

7-4.4.5.1 Design for Velocity.

Where several pump suction bells draw from a common chamber, the flow in the region
of the bellmouth should be free from high velocities and changes in direction that tend to
cause vortices.

In addition:

• The velocity of approach should be in the range of 2 to 3 ft/s (0.6 to 0.9

m/s).
• The designed bellmouth velocity should be in the range of 4 to 5 ft/s (1.2
to 1.5 m/s).
• The water depth below the bellmouth should be approximately one-half
the bellmouth diameter.
• Laterally there should be no obstruction to flow within one diameter of the
centerline of the bell.

7-4.4.5.2 Design for Vortex Action.

The system design should give such hydraulic characteristics as will preclude vortex
action at the suction inlet and at the suction bell.

7-4.5 Pump Discharge.

The design of the pump discharge line is less critical than that of the suction line. The
discharge conduit surfaces should be smooth, and sharp angles that tend to produce
eddy currents must be avoided. The conduit should be such that the streams from
individual pumps converge in as near a parallel direction as practicable. Changes in
conduit sectional areas should be gradual and should not produce fluctuating velocities.

7-4.5.1 Allowable Velocities in Discharge Works.

At discharge of individual pumps, use 20 ft/s (6.1 m/s) maximum. In cross section of
combining discharge culvert, use 14 ft/s (4.3 m/s) maximum.

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7-4.5.2 Head Losses.

Head loss computations exclude losses through the pumping unit. These are included in
the manufacturer rating. Total loss should not exceed 10 to 12 ft. (3.1 to 3.7 m). Suction
loss should be not more than 2 to 3 percent of total loss.

7-4.5.3 Valves.

Where the discharge terminations are submerged, both gate and check valves are
required. Where the discharge is above water, only a low resistance discharge flap
valve is required. Gate valves should be the outside stem and yoke type suitable for
throttling operation, and should be motor driven with push-button control. Check valves
should be the low resistance, horizontal, nonslam, or dashpot control type. Check
valves must be designed to shut automatically upon a power outage.

7-4.6 Pump Capacity.

Base the capacity of the main dewatering pumps on the desired dewatering time,
volume to be removed, type of graving dock construction, and characteristics of the
hydraulic system. As the water level in the dock recedes, the pump discharge volume
falls off accordingly. The unit pump rating in gallons per minute should be taken as the
average discharge volume. This average is based on the pump discharge when the
hydrostatic suction head ranges from that of mean high water down to the head existing
when the water level in the dock is 2 ft (0.6 m) above the dock floor.

7-4.7 Pump Efficiency.

Rate dewatering pumps in accordance with average overall efficiency instead of

efficiency at a fixed capacity rating. Average overall efficiency is based on the range of
head stated above, and is defined as the ratio of the total work done to the total power
input to the motor. The total work is determined by multiplying the amount of water
pumped in each interval between water level readings, by the average head in the same
interval.

7-4.8 Pumps.

In the design and operation of pumping units, provision must be made for certain
relationships between the suction lift and/or head, discharge head, capacity, and speed.
This design factor is necessary to obtain rated capacity and efficiency, and to avoid
outage and high maintenance from vibration and cavitation.

7-4.8.1 Main Dewatering Pumps.

At least two main dewatering pumps are required to meet the dewatering time
requirement and to have redundancy. Limit the size to 54 in. (1.4 m).

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7-4.8.1.1 Classes of Pumps.

The three general classes of pumps suitable for moving large volumes of water at
relatively low heads are as follows:

• Axial flow. For static head pumping up to 25 ft (7.8 m), axial flow units
(propeller) may be the most desirable.
• Mixed flow. Mixed flow units give good results on heads up to
approximately 75 ft. (23.3 m).
• Centrifugal. Centrifugal pumps are more suitable for the higher heads.

7-4.8.1.2 Design Problems.

Dry dock dewatering presents unusual water pumping problems because of the extreme
variations in both suction and discharge heads. See Figure 7-2 for typical operating
characteristics of a 54 in. (1.4 m) mixed flow impeller pump operating under graving
dock hydraulic conditions.

7-4.8.2 Drainage Pumps.

Provide drainage pumps to remove seepage, precipitation, caisson and valve leakage,
and wash water, and to clear the dewatering pump suction chamber and drainage
system. Because of sandblasting operations, the drainage pumps (and sump pumps
discussed below) must be capable of handling a certain amount of sand and
sandblasting products in suspension without excessive wear on casings of impellers.
Also, ready access should be provided to pump suction chambers through manholes or
other openings located so as to facilitate easy cleanout of these chambers.

7-4.8.2.1 Pump Capacity.

Estimate the total capacity required for relieved docks from an evaluation of the
foundation permeability. For gravity docks, where only two units are required, the
capacity of each unit should be:

• Submarine or destroyer docks: 2,500 gpm (568 m3/h).

• Cruiser docks: 5,000 gpm (1,135 m3/h).
• Carrier and Auxiliary docks: 7,500 gpm (1,703 m3/h).

7-4.8.2.2 Types.

Drainage pumps should be vertical shaft, direct connected, motor driven; they may be of
the wet or dry pit type:

• Wet pit pumps may be similar to main dewatering pumps of the axial
discharge type.

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• Dry pit pumps may be a mixed flow or centrifugal unit.

• Axial discharge pumps are the least expensive in that no suction piping
and only a relatively small amount of discharge piping is required.

7-4.8.2.3 Head and Motor.

The required pumping head of drainage pumps is higher than that for the main
dewatering pumps and is not so variable. Motors are generally located on the
dewatering pump motor drive floor.

7-4.8.2.4 Environmental Requirements.

Local regulatory authorities may have specific requirements for drainage pumping
discharges. Refer to local regulations.

7-4.8.3 Sump Pumps.

Sump pumps, vertical drive wet pit (submerged) centrifugal type, should have a capacity
of 75 gpm (~280 l/min) each, and should be installed in duplicate.

7-4.9 Pump Drives.

Use vertical motors directly connected by line shafts to pump impellers. Main
dewatering pumps generally are of the dry pit type. Install the motors and electrical
switchgear on a floor only sufficiently below the top of the dock to allow for equipment
and operating headroom. Place drainage pump motors and the drive mechanism for
control of the main valves on the motor drive room floor. Drainage pump motors may be
at a lower elevation to shorten the shafts, as long as they are above the possibility of
being flooded due to a flooding pumpwell, or are submersible.

7-4.9.1 Speed.

Speeds of dewatering pump motors are dictated by the specific speed of the pump
impellers; generally, low speed motors are required.

7-4.10 Driving Shaft.

The entire weight of revolving parts of the vertical pumping unit should be carried by a
thrust bearing in the base of the motor at the top of the shaft. Specific requirements
include the following:

7-4.10.1 Thrust Bearings.

Use self-aligning thrust bearings.

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7-4.10.2 Guide Bearings.

Guide bearings must be of sufficient strength and adequate design to prevent vibration
for lateral deflection of the vertical shaft. Use self-aligning and adjustable; the bearing
surfaces may be of bronze or babbitt.

7-4.10.3 Lubrication.

Provide adequate lubrication. Generally, use water for this purpose where the bearings
are submerged in the pump discharge stream. Provide clean, cold, fresh water of ample
volume and pressure.

7-4.11 Elevation of Pumps.

Determine pump elevation by the vertical position of the dewatering pump impeller
centerline. For vertical type centrifugal or mixed flow dewatering pumps, refer to the
centerline of the pump discharge. For vertical mixed flow main pumps, the pump
elevations must be about 3 ft (0.9 m) below the dry dock floor.

7-4.12 Priming.

All graving dock pumps not set at an elevation at which the impeller is submerged at all
times must be equipped for priming. Priming consists of flooding the pump suction
piping and the pump casing surrounding the impeller by removing air by means of a
vacuum pump.

7-4.13 Heating and Ventilating.

Provide heating and ventilation in the pump room, as required to prevent damage by
moisture condensation and freezing, and for the comfort of the operating personnel.

7-5 FIELD TESTING OF DEWATERING SYSTEM.

In order to check the operating characteristics with design requirements, it is necessary

to field test the dewatering pumps, including the hydraulic system as installed. These
tests cover pump capacity, power consumption, and evaluation of efficiency. For the
results of an actual field test, see Figure 7-3.

7-5.1 Determination of Capacity.

Prepare a volumetric curve on which the volume of water in the graving dock, in cubic
feet, is plotted against elevations referred to the datum plane, or to some other fixed
elevation such as the graving dock floor or coping. When appreciable leakage occurs, a
leakage curve is prepared by recording the rate at which water in the dock rises at
various elevations.

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Curves from Field Tests

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7-5.1.1 Curve Construction.

During pumping tests, the water elevations in the dock are usually taken at intervals of
10 minutes. To the amounts of water pumped, as determined from these observations,
add the appropriate amount of leakage taken from the leakage curves. The average
capacity is the total amount of water pumped, divided by the pumping time. Take water
level readings in the dock with great accuracy, preferably at two or more points
simultaneously, and average. Use specially constructed gauges for obtaining accurate
readings, unaffected by waves. To eliminate inaccuracies in observations, plot all
readings to large scale, draw a smooth curve, and make any necessary corrections.

7-5.2 Power Input.

Take readings, simultaneously with those for capacity, of the power input to motors, as
determined by calibrated wattmeters placed in the circuit as near as practicable to the
main switchboard panels. In computing results, make corrections for ratio, scale, and
phase-angle error. Determine frequency from speeds taken on a synchronous motor
feeding from the same source of supply as the pump motors. Read pump speeds with a
speed counter and stop watch directly from the motor shaft.

7-5.3 Determination of Head.

Efficiency requirements may be based on total dynamic head as determined by

calibrated gauges in the suction and discharge of each pump, but variable results are
obtained by this method. Tests based on static heads between the levels of the water in
the dock and the sea are more reliable than gauge tests, and give a more practical
indication of the performance of the plant as a whole. The objection to this method is
that a pump manufacturer, in order to furnish guarantees of efficiency, must estimate all
friction losses in the system.

7-5.4 Tide Effect.

Generally, tests to determine capacity and efficiency are so timed that the end of the
test will occur when the elevation of the tide is at approximately mean high water or
mean higher high water. Although it is necessary that the pumps be capable of
dewatering docks at any tide stage, the average condition of the tide for graving dock
pumping is probably nearer half tide than high water. At locations where tide range is
considerable, it may be more reasonable to base capacity and efficiency requirements
and tests on half tide conditions.

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CHAPTER 8 FITTINGS, BLOCKING, SHIP SERVICES

8-1 FITTINGS.

Major fittings, and fittings peculiar to graving docks, are covered in this section; other
fittings are merely mentioned. All fittings must be made of corrosion resistant materials
and installed in a way that will minimize maintenance. Ferrous metal fittings must be
zinc coated; small fittings may be cadmium plated.

8-1.1 Capstans.

Capstans are used at graving docks for pulling vessels into the dock chamber, and
entrance caissons into seat or stowed position.

8-1.1.1 Location.

Locate one capstan on the centerline of the dock at the head end; one at each side of
the caisson seats at the entrance end; and others on the sides of the graving dock,
spaced not more than 300 ft (93 m) apart. Set capstans shoreward of the outermost
crane rail of the track nearest to the centerline of the dock.

8-1.1.2 Requirements.

Typical capstan designs use the reversing gypsy-head type consisting of a barrel
mounted on a vertical shaft and driven by an electric motor through reduction gearing.
For electric control typically 460 volts nominal, three-phase 60 Hertz current, a magnetic
reversing controller, including transformer and relay cabinet, push-button station having
flexible cord, with a variable frequency drive (VFD) to provide infinite speed control with
accurate current and thermal overload control. Arrange the completed equipment to
operate with a minimum of noise and vibration.

Horizontal drum, winch type capstans are also acceptable. It is important to solicit and
receive input from the shipyard rigging shop when deciding on capstan requirements.

Arrange all parts subject to wear so that they may be accessible for inspection,
lubrication, and cleaning. Secure all fastenings that are likely to become loosened by
vibration by locknuts or other suitable devices. Use material commonly used for the
service required and marine environment. The entire capstan unit should be designed
and furnished by the same fabricator. Templates should be furnished for setting anchor
rods.

8-1.1.3 Capacity and Speed.

Capstans must be capable of pulling up to 30,000 lbs (13,500 kg) at a line speed of 30
fpm (0.15 m/s) and up to 15,000 lbs (6,750 kg) at 60 fpm (0.30 m/s) with slack speed of
90 fpm (0.46 m/s). Design capstans to also be used as bollards with a line pull of
100,000 lbs (45,000 kg) applied at the center of the barrel and directed upward at an

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angle of 30 degrees with the horizontal. Any required variations in the above indicated
line pulls and speeds will be specified in project requirements.

8-1.1.4 Capstan Pits.

Typically, capstan driving mechanisms and foundations are located below coping
elevation in pits generally consisting of concrete chambers founded on heavily
reinforced concrete slabs firmly anchored and supported by batter and vertical piles. To
avoid interference with lines, expose only the capstan barrel and the watertight cover of
the capstan pit. See Figure 8-1.

• Secure machinery with anchor bolts embedded in chamber foundations.

Provide watertight manholes for limited ready access to machinery, and
an overall pit cover made in sections to permit removal of machinery.
• Provide capstan pits with drainage systems large enough to drain off
normal precipitation as well as possible heavy leakage.
• Capstan pits, subject to humidity that might interfere with electric motor
operation, may require portable blowers to dry out the pit before operation.
For drawing of capstan and pit for dry dock application, refer to American
Civil Engineering Practice, Volume II.

When replacing or renovating capstans consider removable or portable capstan units.

These units would consist of a palletized self-contained capstan or winch, motor,
controller. The capstan unit would be brought in via crane lift or fork truck only for the
evolution, then removed and stored off site during the ship availability. In this design
the capstan unit would not have a pit but a pad at the coping elevation and secured to
permanently installed anchors in the coping concrete similar in design to aircraft runup
pads.

8-1.1.5 Controls.

Install electric power capstan controls in machinery pits. Provide topside controls and
locate them so that they allow the operator an unobstructed view, clear of lines and
working parties. Topside controls should be portable so they may be stowed when not
in use. Install controls in watertight enclosures.

8-1.2 Bollards.

Bollards are iron or steel castings, upright (concrete filled) secured to foundations by
steel bolts. Refer to UFC 4-152-01 and UFC 4-159-03 for description of bollards.

8-1.2.1 Location.

Set bollards in line with the capstans at approximately 50 ft (15.5 m) on centers

between capstans.

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Capstan Pits

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8-1.2.2 Pull.

At a minimum, provide large bollard with horn per Table 6-11 of UFC 4-159-03 (nominal
load 35 ST (31.8 t)).

8-1.2.3 Shape.

Bollards must include at least one horn and be shaped so that lines will not slip, jam, or
ride off the top.

8-1.2.4 Foundations.

A bollard foundation may be a concrete substructure adequately supported by piles

arranged to resist large overturning moments. Construction economy may be affected
by tying bollard foundations to outer crane rail or dry dock foundations. Refer to UFC 4-
159-03 for description of bollards.

8-1.3 Cleats.

Install 20 ST (18.1 t) cleats spaced at about 60 ft (18.6 m) centers on the coping for
securing mooring lines. Refer to UFC 4-152-01 and UFC 4-159-03 for description of
cleats. Consider aligning cleats on both sides of the dock at the coping level.

8-1.4 Stairways.

Stairways in the dry dock may be cast as part of the wall concrete or may be
constructed of structural steel with open mesh treads bolted to the walls. Stairways can
be damaged by falling objects, fouled lines, and swinging crane loads. Semi-permanent
prefabricated stairways bolted to walls facilitate repair and allow for relocation. Stairs
must comply with NFPA 101, dimensional criteria for new stairs.

The number and location of stairways must meet the following parameters:

• One stairway from coping to dry dock floor on each side of the dock at the
head end.
• One stairway from coping to dry dock floor on each side of the dock at the
caisson end.
• Spacing between stairways along each side of the dock must not exceed
300 ft (91 m).
• Pumpwells must have at least two stairway exits from pump room floor.

Alternatively, a life safety analysis or evacuation plan developed by a qualified fire

protection engineer in consultation with the DFPE, both as defined in UFC 3-600-01,
Fire Protection Engineering for Facilities, may be performed to optimize the number and
location of pumpwell and dry dock floor stairways. The analysis must account for the
actual work performed in pumpwell and on the dry dock floor with a ship in dock, and

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the number of individuals accessing the dock during typical shifts. Obstructions such as
docking blocks, fork trucks, scaffolding, CONEX boxes and other equipment will impact
evacuation. The pumpwell analysis must account for the mechanical equipment in the
pumpwell that would impede movement. The life safety analysis must include those
impacts when evaluating evacuation routes. In all cases, at least two stairways from the
coping to the dock floor must be provided, with one located at the caisson end and one
at the head end.

8-1.5 Ladders.

Provide ladders only where the available space is insufficient for stairways, or where
traffic is too light to warrant stairway construction. Place ladders in pumpwells as leads
to access hatches and large manholes. Refer to 29 CFR 1910.23 for ladder
requirements. Also consult local safety regulations as to the maximum allowed ladder
length without fall protection.

8-1.5.1 Steel Shapes.

Fabricate ladders of steel shapes. Plug weld rungs into rails. Install ladders so that the
distance from the center of the rungs to the finished wall surface will not be less than 7
in. (178 mm). Secure ladders to the adjacent construction with heavy clip angles,
welded to the rails and secured to masonry, concrete, or stud framing with not less than
two 3/4 in. (19 mm) diameter bolts. Intermediate clip angles must be provided not over 5
ft (1.6 m) on centers. Provide brackets as required for securing of ladders welded or
bolted to structural steel and built into the masonry or concrete. In no case should ends
of ladders rest upon finished roof or floor. Ladders and supports must be galvanized
after fabrication unless a corrosion resistant material is used. Bar steel rungs are
installed 12 in. (305 mm) apart, vertically below manholes, and at other locations where
frequent access is not generally necessary.

8-1.5.2 Stainless Steel.

Low carbon stainless steel (UNS S31600/ S31603) rungs and ladders should be
considered for alternating wet-dry, high corrosion areas.

8-1.6 Safety Railing.

Provide railing (guard rail system) around fixed installations (such as machinery),
around open shafts, along dock walls at altars or setbacks, and along the top edge of
retaining walls in accordance with 29 CFR 1910.29. Removable solid railing sections
may be installed where access is required around permanent openings and
installations. Incorporate fall protection requirements where removable railings are
installed. Install fall protection tie off points in areas that require inspection when railings
are removed (fall protection may not be required during docking/ undocking).

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8-1.6.1 On Coping.

Provide a removable railing with toeboards unless the coping wall serves as a fall
protection barrier. Chain railing was used in the past but maintaining adequate chain
tension was a common problem. Solid metal pipe or fiberglass railing, provided in 8 to
12 ft (2.5 to 3.7 m) sections for ease of removal/reinstallation, is preferred. Solid railing
sections should fit securely into sleeves fastened to the coping and are open on the
bottom to prevent debris accumulation.

8-1.6.2 On Stairways.

Provide rigid pipe rails of two parallel pipes approximately 2 in. (51 mm) diameter and
running between fixed pipe stanchions on all stairways. These may be a removable
type, if necessary. The top rail is not less than 36 in. (914 mm) and not more than 38 in.
(965 mm) as measured from the leading edge of the stair tread to the top surface of the
rail, the midrail is midway between the leading edge of the stair tread, and the top rail.

8-1.7 Marking Plates.

Provide plates in dock structures marked with their exact stationing in the dock to
facilitate setting of keel and side blocking.

8-1.7.1 Composition and Marking.

Marking plates should be bronze or stainless steel metal plates approximately 8 in. (203
mm) long by 4 in. (102 mm) wide set flush with end anchored into the embedding
concrete. Each plate must be marked appropriately with centerlines, and with respective
distances to the graving dock centerline and abutment. Figures should be 2 in. (51 mm)
high and permanent.

8-1.7.2 Location.

Marking plates must be laid out accurately. Set marking plates at the following points:

• One on each coping at the dry dock entrance.

• In both copings at approximately 50 ft (15.5 m) intervals from the dry dock
entrance toward head end.
• One near the coping edge on the graving dock centerline, at the head end.
• One several feet back from the coping edge on the dock centerline, at the
head end.
• One in the dock floor, several feet to one side of the dock centerline,
sufficient to clear keel blocks, and at approximately 50 ft (15.5 m) intervals
from the dry dock entrance coordinated with b) above.

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8-1.8 Fenders and Chafing Strips.

To protect masonry structures at a dock entrance, or a caisson berth, provide fenders

and/or chafing strips as required. Use fenders as necessary to protect equipment (such
as stairways, ladders, floodlights, and service outlets) from being fouled by a vessel
entering or leaving a dock. Generally, treated timbers anchored by bolts are used as
chafing strips, but suitable, rotatable, pneumatic and rubber fenders may also be used.
Refer to UFC 4-152-01 for design of fenders, and UFGS 35 59 13.14 20 for polymeric
piles.

8-2 SHIP BLOCKING.

Responsibilities for design and material specification of ship blocking rests with the
Naval Sea Systems Command (NAVSEA). The information herein is basic guidance;
Consult NAVSEA for criteria beyond the planning stage.

8-2.1 Ship Supports.

Provide means to keep a docked vessel far enough above the floor to permit work on its
keel, giving allowance for removal or installation of sonar domes, rudders, propellers,
and similar parts. Blocking arrangements are laid out in the dock in accordance with the
docking plan for each individual vessel.

8-2.2 Dog and Side Shores.

Long overhangs of vessels are frequently supported by shores. Shores are wedged
against the ship bottom and/or its sides, either against dock wall altars or against the
dock floor.

8-2.3 Keel Blocks.

Keel blocks are placed under the longitudinal centerline keel of the vessel. The exact
location of the blocks depends on a vessel’s docking plan. All keel block are
interchangeable; therefore, each is designed for the maximum ship load likely to be
imposed upon it at any location. Compression is the primary stress, but provision must
be made to resist uplift, overturning, and horizontal movements induced by eccentric
loads, earthquakes, or accidental impacts. Reinforced concrete stresses are not critical
in design; grade of concrete and amount of reinforcement steel are selected to resist
rough handling and temperature variations. Standard composite keel blocks (see Figure
8-2) were historically rated at 25 LT/sf (274 t/m2), based on an allowable stress for wet
timber in compression perpendicular to the grain taken at 250 psi (1.7 MPa) for soft
caps. This allowed a reasonable safety factor. For the standard 6 ft (1.9 m) center-to-
center keel block spacing, that rating represented a 37.5 LT/ft (125 t/m) ship load. Now,
the safe allowable timber compressive stress for distributed loading, taken as the fiber
stress at the proportional limit of Douglas Fir, is 370 psi (2.6 MPa). This assumes a
uniform pressure over the entire 42 by 48 in. (1,067 by 1,219 mm) top of a docking
block, resulting in a total load of about 330 LT (335.2 t). Most ships have narrower
skegs and the allowable block loading is decreased accordingly. For allowable block
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loadings for this condition, refer to NSTM Chapter 997, Docking Instructions and
Routine Work in dry dock.

8-2.4 Bilge or Side Blocks.

Bilge or side blocks are composite or timber, built up, shaped, and located according to
dimensions indicated in the table of offsets of docking plan of the vessel. These are
designed for 250 psi (1.72 MPa) load applied uniformly over the effective bearing area
in contact with the hull of the ship. Batten each block adequately for stability, and the
resultant load reaction should fall within the middle one-third of the base dimension of
the block on the dock floor.

8-2.5 Type of Construction.

Build composite blocks with wood top and bottom layers, and concrete sandwiched in
between. Use sufficient concrete to make the blocks non-buoyant. Secure the wood
layers to the concrete with steel bolts embedded in the concrete. U-bolts embedded in
the sides of the concrete may be provided for lifting, or pipe holes may be provided
through the blocks to insert pipes for lifting by forklift or crane rigging. All hardware
(except dogs) should be zinc coated or cadmium plated. For a typical block, see Figure
8-2. For heavy loads, these blocks may be used double as indicated in Figure 8-2.

8-3 SUPPORTING FACILITIES.

8-3.1 Industrial Shop Facilities.

Shipbuilding graving docks and graving docks used for extensive repair, alteration, and
the rebuilding of vessels must be supported by industrial shop facilities capable of
manufacturing or otherwise supplying, installing, and testing the large number of items
required.

8-3.2 Transportation Facilities.

A graving dock must be serviced by the following transportation facilities.

8-3.2.1 Paved Road Network.

This network provides access to the entire dock area and should be capable of carrying
trailer trucks, flatbed trucks, mobile track cranes, truck cranes, and other heavy traffic.

8-3.2.2 Parking Facilities.

Provide parking as space permits clear of the graving dock operating areas.

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Ship Blocks

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8-3.2.3 Standard Gauge Railroad Track.

Where material for the graving dock operations are delivered to the yard by rail, a
standard gauge track may be provided on either side of the dock. At the dock, locate
this track between the portal crane rails nearest to the dock. This standard gauge track
may also be used for the operation of locomotive cranes. At some yards, materials may
be handled by heavy truck cranes instead of locomotive cranes, and railroad tracks may
not be required. Use UFC 4-152-01 for track support design.

8-3.2.4 Portal Crane Track.

8-3.2.4.1 Location.

To minimize the required reach of dry dock cranes over a graving dock, locate crane
rails as close to the edge of the coping as possible, but not nearer than about 5 ft (1.6
m). Because they must withstand high weight concentrations and shock loads, crane
rails, unless supported directly on the dock walls, are usually supported by concrete
beams on closely spaced piles, or by continuous spread footings generally tied in at
intervals with the graving dock sidewalls. There are some locations where trackage may
be supported by ties and ballast. Portal cranes may be designed to operate on either a
two-rail track or a four-rail track. Space tracks far enough apart to allow passage of
railroad and truck traffic between outer rails of pairs of rails.

8-3.2.4.2 Interchangeability.

To obtain maximum operational efficiency and economy, portal cranes should be

interchangeable among the various yard facilities they might serve. As far as possible,
incorporate the following features into a yard crane track layout:

• All portal crane tracks should have the same gauge as other yard crane
tracks.
• When track consists of two pairs of rails, lay each pair at standard railroad
gauge.
• Interconnect the various crane tracks.
• Provide spur track turnouts for repairing cranes.
• Provide a sufficient number of switches and passing tracks to permit
individual cranes and other rolling stock to travel without interrupting the
operation of other cranes.
• Refer to NAVFAC 11230.1 for track inspection, certification, and alignment
procedure.

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8-3.3 Weight and Materials Handling Equipment.

Small capacity locomotive or motor truck cranes are assigned to graving dock activities
to supplement portal cranes. The locomotive cranes operate on the standard gauge
railroad track.

8-3.3.1 Portal Cranes.

These cranes are constructed on portal frame bases that travel on wide gauge (20 to 30
ft (6.2 to 9.3 m)) tracks. Capacities and reach should be as specified for each individual
project.

8-3.3.1.1 Clearances.

Clearances must be such as to permit complete rotation (360 degrees) without

interference with the ship in dry dock, buildings, or other structures. Cranes and track
layout must be carefully studied to ensure adequate clearances in the way of
overhanging deck structures of aircraft carriers. For carrier docks, provide two sets of
tracks on each side of the dock, one of conventional arrangement with rail near the
edge of the coping, and one outboard at a distance sufficient for the crane to clear the
flight deck of the carrier.

8-3.3.1.2 Power Drive.

Portal cranes may be powered by self-contained diesel electric drive or all electric.

8-3.4 Personnel Facilities.

Provide facilities such as lavatories, showers, and lunchrooms near the graving dock.

8-3.4.1 Lavatories.

Provide lavatories fairly close to the graving dock. They should contain toilets, urinals,
washbowls, showers, first aid equipment, and perhaps equipment lockers. They should
be large enough to accommodate the normal complement of the yard crew working in or
around the graving dock, and the crew of any docked vessels. When the sanitary
facilities of a docked vessel are being worked on, they are very often unavailable for
use; therefore, separate dockside facilities are often reserved for use by the vessels
officers and crewmembers on duty.

8-3.4.2 Lunchrooms.

Provide an appropriate type lunchroom near the graving dock.

8-3.4.3 Quarters for Ship’s Crew.

When extensive repairs or alterations are performed on a vessel in active service, work
is often carried on around the clock. The accompanying noise and construction activities

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may prohibit habitation on the vessel. Under these conditions, provide quarters ashore,
or berthing barges for the use of the officers and crew of the ship.

8-3.5 Storage Facilities.

Provide storage space to house the infrequently used dock gear, such as hawsers,
cables, rafts, floats, fenders, portable communication equipment, and portable
floodlights.

8-4 MECHANICAL SERVICES.

Ships in graving docks are unable to fill their own requirements for mechanical services
essential for work, habitation, comfort, and protection. These services, and those
required for repairs and cleaning associated with the docking operations, must be
supplied from dockside facilities. Such services include steam, compressed air, water,
Wheeler system, oxygen, acetylene, and sewage disposal. Utility requirements for
specific ship classes is provided in UFC 4-150-02.

8-4.1 Pipe Galleries and Tunnels.

Carry service pipes, in tunnels, utilidors, or in galleries at the top of the dock sides. The
open type gallery is desirable and should be used unless prohibited by some compelling
reason or when steel is attached to the wall.

8-4.1.1 Design.

Design the gallery to be approximately 7 ft (2.2 m) high, and recessed 4 ft (1.2 m) or

more into the dock wall. Provide a wall on the dock side approximately (2-1/2 ft (0.8 m)
high, topped by a low railing for safety of personnel in the gallery (3-1/2 ft (1.1m) fall
protection barriers).

8-4.1.2 Service Line Location.

Mount service lines on the walls and ceiling of this galleries and pipe tunnels.

8-4.1.3 Advantages.

Open type galleries have the following desirable features:

• Safer to work in than on an altar

• Better lighting
• Ample working space
• Ample room for addition of services
• Accessibility to all outlets along the dock.

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8-4.1.4 Outlets.

Locate service outlets in accordance with criteria in UFC 4-150-02.

8-4.1.5 Looped Pipelines.

Sectionalize and valve all liquid, steam, and gas lines to provide service with a minimum
of interruption of work should a break occur along any line.

8-4.2 Fresh Water.

For industrial use, and with an abundant supply, it may be used to fill fire protection,
flushing and cooling requirements. In cold climates, waterlines must be protected from
freezing. Provide meters to record water consumption. All fresh water outlets must have
a backflow preventive device, and be painted as specified in UFC 4-150-02, for services
on piers.

8-4.2.1 Potable Water.

Provide one 2-1/2 in. (63.5 mm) valved outlet at each service gallery, and size the
mains to adequately provide the required quantity of distilled or potable water at a
residual pressure of 40 to 80 psi (276 to 551 kPa) at any outlet. The quantity of water
required by dry docks is contained in UFC 4-150-02.

8-4.2.2 Flushing and Cooling.

Flushing/cooling systems are to be part of the fire protection systems where high
pressure fire protection systems are provided, including the following:

• If a graving dock is provided with fire hydrants only outside the dock, as
fire protection, install the flushing/cooling systems separately.
• Provide one 2-1/2 in. (63.5 mm) valved outlet in each service gallery.
• Supply the quantity of water required for flushing and cooling to the most
remote flushing/cooling outlets at not less than 40 psi (276 kPa) residual
pressure. Connect systems either to station pumps or to separate graving
dock pumps having a minimum discharge pressure of 150 psi (1034 kPa).
The required quantities for combined flushing, cooling and fire protection
are contained in contained in UFC 4-150-02.

8-4.3 Salt or Non-potable Water Supply.

When fresh water is not abundant, use salt or non-potable water system for flushing,
cooling and fire protection.

Provide salt or non-potable water service to the dry dock to meet cooling, flushing,
auxiliary seawater and fire protection requirements. Flow rates and pressures are

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governed by other documents. Refer to UFC 4-150-02, MIL-STD-1625 and NAVSEA

8010.

8-4.3.1 Station System Connection.

Where a graving dock fire protection system is connected to station fire protection and
flushing/cooling systems, make connection through a valved check valve and a valved
pressure reducing valve in a bypass permitting the station system to supply
flushing/cooling water to the dock system. This arrangement also permits the graving
dock fire protection pumps to augment the station system in emergencies.

8-4.3.1.1 Alternative Arrangement.

If this arrangement is not possible, install flushing/cooling pumps with minimum

discharge pressures of 150 psi (1034 kPa) at most remote outlet. Arrange graving dock
fire pumps in parallel operation for flushing and cooling, and arrange series operation
for standby fire protection.

8-4.3.1.2 Fire Pumps.

Redundancy must be provided such that the required flow rate and pressure can still be
provided after the loss of any single fire pump and/or the loss of the normal system
power supply. Standby diesel fire pumps are normally provided to meet this
requirement. Fire pump installations must conform to the provisions of NFPA 20,
Standard for the Installation of Stationary Pumps for Fire Protection.

8-4.3.2 Type of Piping.

All piping for graving dock fire protection systems must be cement lined AWWA ductile
iron pipe, class to suit required fire pressures, with lugged and rodded joints and fittings
(except the pipes in pumpwells and service galleries should be flanged). Any joint of
equal strength may be used, subject to the approval of the cognizant Service.

8-4.3.3 Pipe Sizes.

Where station systems are connected to dry dock systems, pipe sizes from station
pumphouse to docks should be generous enough to provide pressures for dry dock
flushing and cooling requirements.

8-4.4 Wastewater Collection.

Segregation of sanitary sewage, industrial wastewater and hydrostatic leakage water is

required. Dry dock and ship sewage will be collected and discharged into the station
sewerage system. Hydrostatic leakage not mixed with industrial waste is not polluted,
therefore can be pumped into receiving waters, except at locations where local
environmental regulations forbid it. Refer to local regulations.

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8-4.4.1 Sanitary Sewer System.

All sewage and hotel wastes from ships in dry dock must be collected and transported
to a treatment plant. Preferably, locate a sewer main on each side of the dock.
Discharge of all sewage to a main on only one side of the graving dock should be
considered if local circumstances dictate. Provide receiving manifolds located along the
coping of the graving dock and connect to the main sewer through laterals. Transport
sewage from the ship to the manifold receiving connection by way of a hose. Design the
sewer system to meet peak flow rates from the largest ship class for which the dry dock
is designed. These are contained in UFC 4-150-02. For additional design criteria refer to
UFC 3-240-01, Wastewater Collection and Treatment.

8-4.4.1.1 Receiving Hose Connections.

Space the receiving hose connections approximately 300 ft (93 m) centers. The spacing
may be varied to suit docking conditions in a specific dry dock. Locate the hose
connections between the edge (coping) of the graving dock and the crane track to
eliminate any interference with the operation of the cranes. Make each connection 4 in.
(102 mm) diameter and install an in-line check valve to prevent backflow.

8-4.4.1.2 Laterals.

Laterals between the receiving hose connections and the main sewer must have a
diameter of 4 in. (102 mm). Where possible, the laterals should be located in the dry
dock service and pipe galleries to minimize installation costs and to facilitate
maintenance. Pitch laterals to drain to the main sewer. Consider local conditions for the
optimum location of the laterals.

8-4.4.1.3 Main Sewers.

Size main sewers to receive ship discharges plus any other flow entering into the
collection system. Main sewers should be located in the pipe galleries or beyond the
structural concrete of the graving dock. Consider local conditions for the optimum
location of the main sewers. Main sewers should be gravity sewers and slope toward
the inboard end of the dock and connect to the station sewer system or to a pump lift
station. Use a force main where it is impracticable to install a gravity sewer. Locate
sewer cleanouts in the main sewers at a maximum spacing of 300 ft (93 m).

8-4.4.1.4 Ship-to-Dock Transfer System.

Ships outfitted with CHT systems discharge sewage under pressure on the lowest
weather deck. Ships not outfitted with CHT systems will discharge through existing
outlets in the hull. For ships not outfitted with CHT systems, a temporary system for
collecting sewage from multiple outlets must be installed.

• Auxiliary Pumping: Gravity dry dock sewer systems may require auxiliary
pumping when the ship’s discharge point is below the level of the top of
dry dock wall. The facilities required for auxiliary pumping include hose,
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portable wet well, and pump. Use a 4 in. (102 mm) sewage hose to
transfer sewage from the ship or portable pumping unit to the dry dock
sewer system. Refer to Figure 8-3.
• Collection System and Components: The temporary collection system for
ships not outfitted with CHT system, and the auxiliary pumping system
components, are collateral equipment to be furnished by the shipyard.

8-4.4.2 Industrial Wastewater Collection.

Collect and treat industrial wastewater, including runoff and hydrostatic leakage that
come in contact with industrial waste, such as sand blasting grit and organotin paint
chips, as necessary, prior to discharge. Refer to UFC 3-240-01.

8-4.5 Steam.

Steam may be required in a graving dock for heating, cleaning equipment and tanks,
and ship use. In northern latitudes, provision must be made for heating those areas in
which personnel must remain for lengthy periods, such as pump rooms, motor rooms,
caissons, toilets, and shower rooms. Use steam for deicing and for keeping necessarily
exposed fresh waterlines from freezing. Freezing may sometimes be prevented by
running a parallel steam line.

8-4.5.1 Quantity.

Exact quantities of steam to be furnished to the ship are difficult to determine. Changes
in ship designs, variations in ships of the same class, and differences in repair
operations make close estimation of steam demand loads purely academic. On the
other hand, providing sufficient steam to take care of the total maximum demand load
that could occur under the worst conditions would result in a grossly over-designed and
expensive system. UFC 4-150-02 gives the design steam demand for various ships.

Use engineering judgment to determine actual working values depending on the

concurrency or nonconcurrency of other steam loads for the dry dock complex,
frequency of docking of maximum ship, and effect of multiple docking. High-pressure
steam for test operations is usually provided from portable generators. Consider
planning for temporary portable steam generators that would utilize shipyard local
power and potable water as supply.

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Schematic of Conditions for Portable Sewage Pumping Systems in Graving

Docks

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8-4.5.2 Steam Mains.

If steam service is required, provide graving docks with steam mains on at least one
side of the dock. Size the pipe supplying the mains to provide a carrying capacity
equivalent to that of the two dock mains. For example, a 6 in. (152.4 mm) mains. Base
the determination of equal carrying capacities on a table of equalization of pipes. Refer
to UFC 3-430-09. The number and location of steam branch outlets vary from three to
six per side, depending on the size of dry dock. Provide a suitable flanged valve
provided with a blind flange for each branch outlet. Size mains and branch outlets for
steam service, unless specifically directed otherwise, in accordance with the following:

8-4.5.2.1 Submarine and Destroyer Docks.

For both single and double width docks, use 4 in. (102 mm) main and 2-1/2 in. (63.5
mm) outlets.

8-4.5.2.2 Cruiser, Auxiliary, and Carrier Docks.

Size mains according to quantity of steam carried and the permissible pressure drop.
Outlets should be 2-1/2 in. (63.5 mm). Provide carrier docks with an additional 4 in. (102
mm) outlet, located at the center group of service outlets on each side of the dock, for
feeding ships with 4 in. (102 mm) steam shore connections.

8-4.5.2.3 Piping.

Steam piping must be in accordance with the provisions of UFC 3-430-09 concerning
steam distribution systems. Condensate return piping usually is not required, but should
be provided when recovery of the condensate is economically desirable or when
dictated by special project requirements.

8-4.5.3 Insulation.

Steam lines must be thoroughly insulated from source to outlets.

8-4.6 Compressed Air.

Compressed air is required in a graving dock for tools and sandblasting.

8-4.6.1 Quantity.

Determination of required quantities is dependent on the operations to be performed

and ranges from 3,500 to 8,000 ft3/min (1.7 to 3.8 m3/s) for small and large docks,
respectively.

8-4.6.2 Mains.

All classes of graving docks should have mains on both sides of dock.

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8-4.6.3 Outlets.

Base number and location of outlets on service air requirements for hull maintenance.
Provide a suitable flanged valve provided with a blind flange for each branch outlet. Do
not use plug valves

8-4.6.4 Size of Main and Outlets.

Size of mains and outlets as shown in Table 8-1 must be as follows:

Table 8-1 Size of Main and Outlet

Main Outlet
Dock
inch (mm) inch (mm)
Submarine and Destroyer 4 (102) 2.5 (63.5)
Cruiser 6 (152) 2.5 (63.5)
Auxiliary 6 (152) 2.5 (63.5)
Carrier 6 (152) 3 (76.2)

8-4.6.5 Piping and Fittings.

Piping and fittings must conform to the requirements of UFC 3-430-09.

8-4.6.6 Air Pressure.

Air pressure at branch outlets should be 100 psi (689 kPa) unless otherwise specified in
project criteria. High-pressure air for testing 3,000 to 4,500 psi (2067 to 3101 kPa)
should be described in project requirements and may be portable equipment.

8-4.7 Oxygen and Acetylene.

Oxygen and acetylene are required for cutting metals, brazing, heating, and welding
operations. Graving docks are, for the most part, not equipped with a central oxygen
and acetylene distribution system, and consequently are supplied from individual
portable tanks (bottles or cylinders). The provision of a central distribution system
should be considered in a new dock construction and in existing docks where large
quantities of these gases are required. If distribution systems are planned, use the
criteria below.

8-4.7.1 Location of Piping.

Never run mains for these gases in a pipe tunnel or an enclosed or partly enclosed
service gallery, because of the extreme hazard involved. Locate both mains and outlets
above extreme high water to prevent contact with oil floating on the water surface during
flooding of the dock. Mains are best located in a special open slot formed as an integral
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part of the coping curb, or placed on the wall of the dock below the coping elevation,
and protected from damage by a heavy fender member.

Place service outlets under open protective hoods above the coping level or on the
inner faces of the coping line. Temporary connections to the dock floor may be made
after each dewatering if distribution to the floor level is required.

8-4.7.2 Oxygen.

For oxygen piping, use standard weight, black steel, seamless tubing with beveled ends
for welding. Pipe should be factory washed.

8-4.7.2.1 Sizes.

Provide these ranges of sizes, unless required otherwise:

• main from supply to side of dock, 2 to 3 in. (50.8 to 76.2 mm)

• distribution piping around the dock, 1-3/4 to 2-1/2 in. (44.5 to 63.5 mm)
• extensions to outlets 3/4 to 1 in. (19.1 to 25.4 mm).

It is standard practice to reduce the pipe size serving the more remote outlets in
accordance with the reduction in volume of gas to be delivered.

8-4.7.2.2 Valves.

Use globe type shutoff valves, 400 psi (2,756 kPa), cold, non-shock gas working
pressure. Prefabricate valve assemblies in the shop to minimize the possibility of
leakage after fabrication.

8-4.7.2.3 Joints.

Use tinned threaded joints, made up with litharge and glycerin.

8-4.7.2.4 Testing.

Before outlets are attached, subject each section of line to a pressure air test at least
1.5 times the working pressure.

8-4.7.2.5 Identification.

Paint oxygen piping green and mark outlet valves “FOR OXYGEN.”

8-4.7.3 Acetylene.

For acetylene piping, use standard weight, black steel with beveled ends for welding.

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8-4.7.3.1 Sizes.

Generally, provide these ranges of sizes:

• main from supply to side of deck, 1-1/2 to 2-1/2 in. (38 to 63.5 mm)
• distribution piping around the dock, 1 to 2 in. (25.4 to 51 mm)
• extensions to outlets, 3/4 to 1 in. (19 to 25.4 mm).

8-4.7.3.2 Valves.

Use forged or cast steel of the lubricated plug type cutoff valves.

8-4.7.3.3 Testing.

After fabrication, but before attaching outlet equipment, pressure test each section of
line to at least 1.5 times the working pressure.

8-4.7.3.4 Identification.

Paint acetylene piping yellow and mark the outlet valves “FOR ACETYLENE.”

8-4.7.4 Supply.

If not supplied in portable tanks, the required supply of oxygen and acetylene may come
from an existing yard system or be produced by stationary generators.

8-4.7.4.1 Alternate System.

If an existing system is not available, the choice between installation of stationary

generators or banks of tanks will depend on the volume of gases required, estimated on
both daily and weekly consumption rate. Where an appreciable volume of gas is
required per week, it may be produced by stationary generators more economically than
if supplied by tanks.

8-4.7.4.2 Building Design.

Buildings housing either tanks or generators should be of light steel construction and
located at least 50 ft (15.5 m) from any adjacent structure or operation.

8-5 ELECTRICAL SERVICES.

8-5.1 Electrical Conduits.

Keep electrical circuits separate from service piping. They may be placed in concrete
encased ducts behind the dock wall or, for large dry docks, in a separate tunnel
shoreward from the pipe tunnel or gallery. Secondary electric power distribution lines
are sometimes placed in supplementary utility tunnels, separate from immediate dry
dock outlet system.
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8-5.1.1 Support.

Wherever electric cables in underground installations are mounted on wall racks,

support the cables away from the wall to allow leakage water to pass by.

8-5.2 Substations.

One or more electrical substations are required per UFC 4-150-02 to provide for
conversion and distribution of electricity at the required voltages and capacities for ship
services, and for operation of dock supporting facilities. Use mobile or portable
transformer units to supply occasional high demand loads, and for testing nuclear
vessels. Provide suitable protected primary feeder terminations at appropriate locations
for portable design guidance.

Two feeders should be run to the pumphouse, in the event that the main feeder goes
down. They should be fed from two separate power sources.

Install a back-up stand-by diesel power generator near each pumphouse to run at least
the drainage pumps and alarms in the event all electrical power is lost. Consider sea
level change and EHW for elevation of substations and generators.

8-5.2.1 Design.

A single substation may be incorporated into the pumpwell machinery room or, for a
large dry dock, one may be required on each side of the dry dock, and not necessarily
in the pumpwell machinery room.

8-5.2.2 Power Service Outlets.

Power must be conducted from the substation to dockside capstans, lights, and other
necessary outlets, through cables in ducts run from manhole to manhole. The outlets
should be weathertight and above mean high water. Make provisions for draining this
secondary underground electric distribution system. Refer to UFC 4-150-02 criteria for
outlets for ship services and portable equipment, and recommended design of electrical
distribution systems.

8-5.3 Power Uses.

Electric power is required for the following:

• Pumps (see paragraphs 8-5.7.1, and 8-5.7.2)

• Sluice gates and valves (see paragraph 8-5.7.3)
• Capstans and winches (see paragraph 8-1.1.2)
• Lighting (dry dock, laydown area and pumphouse) (see paragraphs 8-
5.7.8, 8-5.8.2.1, and 8-5.8.4)
• Ship services (see paragraph 8-5.8.1)
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• Permanent Loads and Industrial Power (see paragraph 8-5.8.2)

• Telephones (see paragraph 8-5.7.9)
• Alarm systems (see paragraphs 7-2.8, 8-5.2, 8-5.8.3, 9-3.5.3, and 9-3.5.4)
• Control systems (see paragraphs 8-5.7.6, 8-5.7.7, 9-3.5.1, and 9-3.5.2)
• Welding machines (see paragraph 8-5.8.2.2)
• Battery charging (for some submarine requirements, see UFC 4-150-02.
• Heating, ventilating fans and air conditioning (see paragraph 7-4.13)
• Caisson (see paragraph 9-3.5.2)
• Elevators (as required by operations).

8-5.4 Methods of Installation.

Install outlets for servicing the vessels in the galleries on the sides of the dock, with
other services. Carefully place outlets to facilitate connecting ships to the shore cables.
All outlets, if subject to flooding, must be the watertight receptacle type. Provide a
grounding system with connections in each service gallery.

8-5.5 Power Requirements.

Estimation of total power requirement calls for a careful analysis of the occurrence of
simultaneous power uses listed in Section 8-5.3 entitled “Power Uses”.

8-5.5.1 Individual Requirements.

Correlate individual requirements by preparing a schedule of probability of usage. For

assistance in formulating a schedule, refer to UFC 4-150-02 that shows ship service
power and welding requirements for the various classes of vessels. These values are
only indicative of range, and may be influenced by special requirements peculiar to any
given installation. Meet the direct current welding requirement with portable converters
rather than a fixed direct current bus system.

8-5.5.2 Special Requirements.

The project scope will specify any special power requirements. The total requirements
for the electrically supplied supporting facilities must be estimated from the final design
capacity of various installations.

8-5.6 Pumping Plant.

All electrical equipment in pumping plants must be a type suitable for installation in
damp, humid atmospheres. Provide electrical heaters in large motors and switchgear to
minimize condensation. The power distribution equipment should be a coordinated
assembly of switchgear. Assemble the controls for all pumps, gates and valves, and the
valve position indicators in a suitable panel or benchboard unit.
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8-5.7 Power Demand Range.

The following tabulation presents probable range of electrical power demand for
pumping the several classes of graving docks and is shown in Table 8-2. These figures
may be used for preliminary purposes of study and/or design but are only indicative of
the ranges to be expected.

Table 8-2 Range of Power Demand for Graving Docks

Range of Power demand

Class of Dock
hp (kW)
Submarine 1,005 to 1,675 (750 to 1,250)
Destroyer or Frigate 1,273 to 1,742 (950 to 1,300)
Cruiser 1,742 to 4,020 (1,300 to 3,000)
Carrier & Auxiliary 4,690 to 6,700 (3,500 to 5,000)

8-5.7.1 Main Pump Motors.

Main pump motors should generally be of the wound rotor induction type, with starting
resistance steps provided in the secondary windings, except where variable pitch
impeller type pumps are used. In this latter case, use synchronous motors with reduced
voltage starting where required. In general, operate these motors on a minimum of
2,400 volts, and at greater voltage where economically sound. Use drip-proof
construction, and provide space heaters to heat the windings to approximately 5 °F (3
°C) above the ambient room temperature whenever the motor is disconnected from its
voltage supply.

8-5.7.2 Drainage Pump Motors.

Drainage pump motors should be of the squirrel cage induction type, operated at 480
volts and at higher voltage where economically sound. Provide reduced voltage starting
when required by design conditions. Provide drip proof construction and space heaters
for the windings of the pump motors.

8-5.7.3 Other Motors.

Provide sump pumps, sluice gates, gate valves, sewage pumps, and ventilation fans
operating at 460 volts. Motors should be drip proof or totally enclosed.

8-5.7.4 Switchgear.

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Install high voltage protection and distribution equipment in a steel-enclosed, dead front
assembly of switchgear. Carefully coordinate interrupting ratings of the gear with the
systems to which connection is to be made. Construction should be drip proof, and
space heaters should be provided to maintain the compartments of the switchgear
approximately 5 °F (3 °C) above the ambient room temperature when the pumping plant
is not in use.

8-5.7.5 Grounding.

Provide grounding systems for all electrical equipment frames, enclosures, and conduit
systems.

8-5.7.6 Control Voltage.

Control voltage for all electrical equipment should be either 115 or 230 volts.

8-5.7.7 Control Panel.

Assemble pushbuttons and indicating lights for all pumps, gates, and valves (in addition
to the synchronous position indicator for each valve and the dry dock water level
indicator) on a steel control panel or benchboard type structure. Provide motor control
on or adjacent to the starting equipment for each motor.

8-5.7.8 Lighting.

Provide vaporproof LED fixtures. Provide receptacle outlets at strategic locations for use
during repair and inspection.

8-5.7.9 Telephone.

Provide telephone outlets at or near the control panels. Consider systems to support
data, cybersecurity, and cell phone signal in pumpwell.

8-5.7.10 Installation.

All electrical installation should be in accordance with the requirements of NFPA 70,
National Electrical Code. Use rigid steel type conduit. Plastic coated rigid steel conduit
should be used where the conduit is exposed and subjected to flooding. Galvanized,
rigid steel conduit should be used where the conduit is exposed but not subjected to
flooding. Concrete encased conduit should be Schedule 40 PVC. Use cables in
accordance with the latest revisions of the Uniform Facilities Guide Specifications
(UFGS) Division 26, Electrical.

8-5.8 Dock Services.

Services are required as described in the sections below, as specified.

8-5.8.1 Ship Services (Hotel).

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Power for ship services is supplied to provide the living requirements of the ship’s crew,
and includes loads such as lighting, cooking, pumps, fans, and other equipment.
Current characteristics of the system must be the same as that of the ship supplied.
Power is taken to the ship with portable cables, and connected to its electrical system
through a connection box at one or more ship service outlets, which are located as
indicated for each ship class in UFC 4-150-02.

8-5.8.2 Permanent Loads and Industrial Power.

Other electrical equipment such as dock lighting, receptacles, weight handling

equipment ,and industrial power should be supplied from dedicated 480Y/277 Volt
transformers.

8-5.8.2.1 Temporary Lighting and Power.

Design temporary lighting and power systems to supply 120-volt, 1-phase power for
portable tools, lights, blowers, and other equipment used aboard the ship for repair.

8-5.8.2.2 Welding.

Provide welding service by both single- and multi-operator welding sets. The multi-
operator sets are generally placed on shore, and single operator sets are placed on
board ship or, if space permits, on shore. Large size welding sets are motor driven. The
small sizes are either motor generator or static types. All types should be 480-volt
operated. The base welding power should provide 75 percent of the total demand, and
the single operator placed either aboard ship or on shore should supply 25 percent of
the total demand.

8-5.8.2.3 Welding Power.

Provide power for welding equipment should from the Industrial power Cam-lok
receptacles.

8-5.8.2.4 Electric Lines.

On small docks, electric lines are placed in ducts encased in concrete on the land side
of the walls. For large docks, where the electrical requirements are great, place lines in
a separate concrete electrical tunnel on the land side.

8-5.8.3 Fire Alarm Service.

For fire alarm system design and installation, refer to UFC 3-600-01.

8-5.8.4 Lighting.

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All lights in the dry dock should be centrally controlled and the lighting intensity on the
work surface should be not less than 10 foot-candles (107.6 lux).

8-5.8.4.1 Temporary Lighting.

Consider the minimum lighting requirements in 29 CFR 1915.82(a)(2) and

supplementation lighting requirements in 29 CFR 1915.82(a)(4) for minimum foot candle
lighting levels.

8-5.8.4.2 Night Lighting.

Provide adequate lighting on the walls of the dry dock for night work and, for daylight
work, in high sidewall dry docks where daylight lighting is often impaired.

8-5.8.4.3 Types.

These lights may be of the submersible or non-submersible type. If the latter, they must
be kept above the dock flooding level. If of the former type, they may be placed at a
lower level, and sometimes at two levels for deeper docks.

8-5.8.4.4 Location.

Place lights on mounts to permit training and elevating, and locate at suitable intervals
horizontally. They must be placed in niches or protected by cages.

8-5.8.4.5 Floodlighting.

Fabrication and material storage areas around the dock generally are lighted by banks
of floodlights mounted on portable or fixed towers, or on sides of buildings. The lighting
intensity for these areas should be about 10 foot-candles (107.6 lux). Portable towers
should be connected to Industrial power receptacles.

8-5.8.4.6 Emergency Lighting.

Provide emergency lighting in accordance with in 29 CFR 1915.82(c)(1) and

1915.82(c)(2).

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CHAPTER 9 ENTRANCE CLOSURES

9-1 SELECTION.

This chapter contains basic data for criteria to design and construct entrance closures,
including various types of gates and caissons. Advantages and disadvantages of each
type are discussed.

9-1.1 Requirements.

Basic requirements in the choice of entrance closure are reasonable initial costs, ease
and rapidity of control, low maintenance, and feasibility of traffic movements across the
top.

9-1.2 Types.

A review of available types reveals why floating caissons have been adopted as
standard for Navy dry docks. Other types may be suitable for smaller, temporary,
nonmilitary dry docks.

9-1.2.1 Miter Gates.

Miter gates were probably the first satisfactory mechanical gates. Each closure consists
of a pair of gate leaves, hinged at the dock walls, swinging horizontally so when closed
the free ends meet in fitted contact. Gates are moved by means of a hawser to a nearby
power capstan. The sides and bottoms bear against seats in the dry dock walls and
floor. This type of gate is suitable for timber construction and steel; however, they are
now no longer commonly used.

9-1.2.2 Hinged Gates.

A flap gate is a rigid, one-piece gate hinged at its bottom, and swinging downward and
outward. It is a compartmented structure with means for varying its buoyancy for raising
and lowering. Although this type of gate does not impose such severe loads on the
hinges as the miter gates, it has similar disadvantages except those of recesses.
Means must be provided to support a gate when down in open position.

9-1.2.2.1 Foster Hinged Gate.

This type of gate was a commercial device developed by C. J. Foster, Inc. It was a
structure that could be folded, and that did not require transverse girders between the
sidewalls of the dock. It was designed for unlimited widths and depths to suit dock
conditions. Reaction due to water pressure on the gate was distributed to the floor slab
of the dock. Massive abutments were not required to support the ends of the gate.

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9-1.2.3 Set-in-Place Gates.

Set-in-place gates are in various forms and may be built in one piece or multiple
sections. They are of beam and plate construction, with reactions carried to the walls by
girders and to the floor by beams. Since their placement and removal must be done by
weight handling equipment, the sizes of cranes required for naval dry dock closures
makes this type of closure unpractical.

9-1.2.4 Sliding and Rolling Caissons.

These types are built-in box shapes, mounted on hardwood sliding surfaces or metal
rollers that move them into or out of place. They may be equipped with air chambers for
buoyancy which reduce the work of moving. They have some advantages of a floating
caisson but require expensive recesses in dock walls for stowage. Cleaning and
maintenance of the roller or slide paths are difficult.

9-1.2.5 Floating Caissons.

Floating caissons are watertight structures with flooding and dewatering systems for
operation. For design of hull, floating stability, and all operational purposes, they are
symmetrical both transversely and longitudinally. See Figure 9-1 and Figure 9-2 for
typical design and hull elements of a floating caisson with flood through capability.

9-1.2.5.1 Advantages.

• The cost is reasonable, since practically all of the hull elements function
structurally.
• A caisson may be handled easily and is seaworthy for towing to other sites
(to another dry dock for repair) or from its construction site to point of use.
• It may be used at more than one seat in the same dry dock or other dry
docks.
• Its symmetrical form allows reversibility with either side toward the dock
chamber, permitting maintenance and repair on exposed side.

9-1.2.5.2 Disadvantages.

• The time for closing and opening the dock entrance is slower than for
other types of closures.
• Because of shore service connections (electric and sometimes air), it is
not operative too far from the caisson seat.

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3D Perspective View of Caisson

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Hull Elements

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9-2 DESIGN OF FLOATING CAISSONS.

9-2.1 Application.

The following paragraphs describe types of floating caissons, their operation, and
materials of construction.

9-2.2 Requirements.

Caissons must allow reasonably rapid opening and closing of the dock entrance at any
tide stage, be stable transversely and longitudinally at any draft, have strength and
other characteristics to resist water pressure, and provide watertight seal when seated.

9-2.3 Types.

Floating caissons are usually one of the four types described below.

9-2.3.1 Ship Type Caisson.

This type has a faired shape similar to the lines of a ship. The required curvatures for
frames and plates make the construction uneconomical, and it is now outmoded.

9-2.3.2 Hydrometer Type.

This type has a narrow width over as much of the height as possible between its
waterline at extreme light draft when afloat and its waterline at mean high water when
seated. This reduces the amount of adjusted water ballast during lowering and raising
for seating and unseating operations.

9-2.3.3 Box Type.

This type is constructed in the shape of a box, with vertical or sloped ends to suit the
seat shape. The girder ends project from the box to bear against the seats built in the
dock side walls.

9-2.3.4 Rectangular Type.

This type is similar to the box type. It has simplified internal and external welded
construction. All body girders and breasthooks are completely enclosed by the plating.
All modern designs have been of this type.

9-2.4 Ballast Control.

The draft of caissons is adjusted for seating, unseating, and towing by flooding or
pumping out water ballast. (Refer to Section 9-2.7 entitled “Machinery” for ballast
control).

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9-2.5 Operation.

Operation is functional as applied to the design objectives. Detailed operational

instructions must be supplied for each installation but are, in general, as described in
the two sections below: “Opening the Entrance” and “Closing the Entrance”.

9-2.5.1 Opening the Entrance.

To open the entrance, the procedure is as follows:

• In preparation for lifting the caisson from its seat, the water level inside the
graving dock must be raised to the water level outboard the caisson, by
flooding the dock basin.
• Caisson dewatering pumps are started; then with the discharge valves
open and sufficient water ballast removed, the caisson floats off the seat.
Pumping is continued until desired draft is obtained. The caisson in
operation is very rarely pumped up to light draft.
• After the discharge valves are closed and secured, and the machinery is
shut down, the caisson is warped out of the graving dock entrance
channel limits by capstans and/or tugs. The caisson weather deck is fitted
with chocks, bitts, and cleats for line attachment.

9-2.5.2 Closing the Entrance.

To close the entrance, the opening operation is reversed, except that ballast tanks are
filled by opening flooding valves to let in water. During submergence, the caisson must
be positioned correctly with respect to seats, and must have negligible list or trim.

9-2.6 Materials of Construction.

Modern caissons are built of welded steel.

9-2.7 Machinery.

The main machinery of a floating caisson consists of dewatering pumps and flooding,
dewatering, and equalizing valves to control the water ballast. Design the ballast control
system so that complete control of trim may be maintained during submerging and
raising operations. The pumps are driven by electric motors powered through cables
attached to shore connections located near the caisson seat at coping. Compressed air,
when used, is also obtained from shore connections, through air hose.

9-2.7.1 Auxiliary Machinery.

Auxiliary machinery may include electric fans, motorized dry dock flooding valves, and
an air compressor. When a dry dock is flooded through the caisson, two valves in each
flooding tube are required for double valve protection.

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9-3 DESIGN OF RECTANGULAR TYPE FLOATING CAISSONS.

9-3.1 Shape.

Since construction of caissons is not sufficiently repetitive, definitive drawings have not
been prepared.

9-3.1.1 Elevation.

In elevation, the shape of a caisson must conform to the shape of the seats in the dry
dock walls, which have been dimensioned to provide the required ship clearances.

9-3.1.2 Height.

The elevation of the caisson weather deck is normally the same as the dry dock coping.
However, the elevation of the weather deck need not be any higher than required to
prevent overtopping at the maximum possible outside water level (storm surge or
extreme high water (EHW) level with consideration for sea level change). If there is a
significant difference between the level of the dry dock coping and the maximum
possible outside water level, then consider a lower weather deck elevation.

9-3.1.3 Cross Section.

For a typical caisson cross section, see Figure 9-3. Determine beam by strength and
stability requirements. Slope the bottom and sides from the stems and keel at an angle
of approximately 45 degrees, to meet the beam width. Slope the sides slightly inward at
the top but maintain requirements for roadway and deck layout.

9-3.1.4 Plan.

Make the structure symmetrical about both axes. See Figure 9-4.

9-3.1.5 Stability Afloat.

Caisson stability afloat must meet the requirements of the current edition of The ABS
Rules for Building and Classing Steel Vessels Under 90 Meters. The stability analysis
will consider all ballasting conditions (tanks empty, partially full, full), towing loads,
windage loads, mooring loads, live loads on weather deck and machinery deck (safety
deck), and free surface effects.

9-3.2 Tanks.

Ballast is used to control the caisson draft and stability.

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Cross Section and Typical Framing Arrangement of Welded Caisson

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Typical Horizontal Girder for Welded Caisson

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9-3.2.1 Fixed Ballast.

Fixed ballast is required to insure stability under all operating conditions. Fixed ballast at
the bottom of a caisson is concrete. Quantity of fixed ballast is determined by the
minimum draft and stability requirements. The minimum draft of a floating caisson must
be such that it can be raised from the sill or seated at mean lower low water.

9-3.2.2 Water Ballast.

The maximum draft of a caisson normally occurs while the caisson is being seated at
extreme high water. As a general rule, caissons are designed to allow for seating at
mean high water, and the machinery deck (safety deck) is located, and dip pipes
proportioned, to suit this condition.

If the dock can be superflooded, adequate water ballast must be provided so the total
weight of the caisson (light weight plus water ballast) exceeds the amount of water
displaced with the water level outside the dock at mean high water and the water level
inside the dock at the maximum superflood level.

If the dry dock is located in an area where there is a significant possibility that the water
level will rise above the overtopping level (coping or floodwall level) and flood the dock
during destructive weather, then the caisson should be designed such that when
floating and fully ballasted it has a freeboard of between 1 ft (0.31 m) and 2 ft (0.62 m)
below the weather deck level. This will allow the caisson to be safely removed from its
seat when the water level approaches the top of the caisson.

9-3.2.3 Ballast Tank Design.

9-3.2.3.1 Tank Layout.

Ballast tanks should be configured so the caisson can be trimmed, if necessary, by

adjusting water ballast. This is normally accomplished by either using a single main
ballast tank with trim tanks on either end of the caisson, or by using two ballast tanks
with a watertight bulkhead on the caisson’s centerline.

9-3.2.3.2 Tank Sizing.

It is desirable to be able to dewater ballast and trim tanks one at a time with the caisson
in its seat and the dock dry to facilitate inspections and maintenance. If tanks are to be
dewatered individually for inspections and maintenance, then they must be sized such
that the caisson’s weight (light weight plus water ballast) always exceeds the caisson’s
buoyant force, and there must never be an unseating moment on one end of the
caisson. This calculation is done with the outside water level at MHW to allow tank
inspection and maintenance under all normal operating conditions.

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9-3.2.3.3 Machinery Deck (Safety Deck) Location.

The locations of machinery decks (safety decks) depend on necessary water ballast,
adaptability to framing arrangements, and required headroom for machinery. There are
advantages to raising the machinery deck (safety deck) higher over the end trim tanks
than over the center tanks of the caisson because it allows use of shorter pump shafts
and valve stems. Locate machinery decks (safety decks) at elevations higher than those
indicated by computations.

9-3.2.3.4 Dip Pipes.

Provide dip pipes in each water ballast compartment to limit ballast water to design level
and to keep water from wetting the underside of the machinery deck (safety deck). Dip
pipes serve as vents until ballast water reaches the pipe ends. Once the dip pipes are
immersed, the air remaining in the ballast tank is compressed until it limits the water
level in the tank to the maximum design level. This provides a safety feature if there is a
failure in the ballast tank’s flooding or dewatering systems. These pipes are installed
extra long, and cut off to the elevation determined by submergence tests. Steel dip
pipes corrode quickly since their interiors are inaccessible and protective coatings can’t
be maintained. For this reason, dip pipes should be constructed from type 316L
stainless steel.

9-3.3 Watertight Integrity.

The caisson hull structure must be watertight below the weather deck level. Main ballast
and trim tank vent/dip pipes, caisson power supply, etc. must penetrate the weather
deck and not the side shell plating. Windows and/or portlights must not be installed in
the side shell plating.

Provisions to ensure the watertight integrity of the weather deck must be provided
including watertight hatches for personnel access to the machinery deck (safety deck)
level and trim tanks (if applicable). Weather deck penetrations for utilities, tank vents,
machinery level ventilation, etc. must be watertight to at least 6” above the level of the
weather deck.

Provisions to ensure the watertight integrity of machinery spaces must be provided.

Watertight hatches must be provided in the machinery deck (safety deck) and
bulkheads (if applicable) for access to the main ballast tank and trim tanks. All
machinery deck (safety deck) penetrations including pump and valve shafts, lubrication
lines, electrical wiring, etc. must be watertight.

The caisson must be designed to ensure that it will remain afloat in a satisfactory
condition of equilibrium with the uncontrolled flooding of any one compartment (main
ballast or trim tank) except the machinery space.

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9-3.4 Analysis and Design.

Analyze and design caissons for all applicable loading conditions such as dead and live
loads, hydrostatic pressure, and seismic. Refer to Figure 9-5 and Figure 9-6 for some
example loading scenarios. Structural steel design may be in accordance with either
AISC Steel Construction Manual or ABS Rules for Building and Classing Steel Vessels
Under 90 Meters.

9-3.4.1 Approximate Analysis.

To resist external water pressure when a caisson is seated and the dock is empty,
consider the caisson closure as a rectangular slab supported at side and bottom edges
with free top edge. For approximate determinations of principal moments, shears, and
reactions, assume the design length as a mean of the top and keel lengths and apply
elastic theory for a rectangular plate supported on three sides. Determine also the
distribution of shears and moments in individual frames and girders, stiffeners, and
plating.

9-3.4.2 Framing.

Main framing should consist of a series of vertical trusses or frames attached to

horizontal girders or frames at panel points. Make a bulkhead frame near each end
watertight for trim tanks. Only the machinery/safety and weather deck horizontal girders
are made watertight. Space vertical frames about 8 ft (2.5 m) on centers, with spacing
of horizontal girders preferably not exceeding 10 ft (3.1 m). Place short intermediate
horizontal girders, usually called breasthooks, in the upper half near the caisson ends,
for better distribution of shears and end reactions.

9-3.4.2.1 Vertical Frames.

For construction details, see Figure 9-3.

Design as follows:

• Design vertical frames to resist caisson shears and bending moments in

vertical directions and local bending between girders. The part of the total
vertical caisson bending moment applicable to a frame is determined from
the approximate analysis (refer to Section 9-3.4 above entitled “Design
Analysis”). Chord stresses are determined by beam analysis.
• Local bending moments between girders on the outboard side result from
water pressure loads brought to the vertical frames by hull plating and
stringers.
• Web member stresses are found by assuming the distributed vertical
pressure loadings to be concentrated at panel points and computing the
consequent shears.

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• Diagonal web members should preferably be tee sections; horizontal strut

members angle sections; and chord members wide angle sections formed
by bent plates or a web plate with a welded flange.
• Web member connections should be fillet welded.

9-3.4.2.2 Horizontal Girders.

See Figure 9-4 for details of a typical girder. Design as follows:

• Design horizontal girders similarly to vertical frames. In general, they are

the same type of construction.
• Girder flanges should be combination tee and wide-angle sections and, for
computing stresses from girder action, include all adjacent hull plating.
• Members of safety and top decks must resist local loads introduced by
secondary framing and deck plating at those locations.
• Webs at the girder ends are longitudinally stiffened plating for required
shear resistance.
• Weather decks should be cambered to provide drainage and designed for
specified uniform live loadings and concentrated vehicular loads normal to
the girder plane.
• Design machinery decks (safety decks) for water pressures and
machinery loads.
• Horizontal members in ballast and trim tanks should be designed such
that air will not be trapped beneath the members as the tanks are flooded,
and water will not be trapped above the members as the tanks are
dewatered. Steel in air pockets will not be protected by the cathodic
protection system when the tanks are flooded. Pooled water will hinder
inspection and maintenance when the tanks are dewatered. Install
vent/drain holes in unstressed areas of horizontal members, as required,
to prevent these problems.

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Example Load Cases for Caisson – 1 of 2

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Example Load Cases for Caisson – 2 of 2

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9-3.4.2.1 Secondary Framing.

Make shell plate stringers of flat bars, structural tees (ST or MT), bulb flats or angles
running horizontally. At keel, provide web plate stiffeners in a vertical direction, spaced
about 2 ft (0.6 m) on centers, between vertical frames. Design stringers as continuous
beams to resist local water pressure transmitted by plating. Stringers for both weather
and machinery decks (safety decks) should run in the long direction of the caisson.
Design them as continuous beams.

9-3.4.2.2 Plating.

Stresses in shell plating are biaxial, due to bending in two directions. Determine
maximum stresses in plating by combining stresses from overall bending and twisting of
the caisson and bending stresses from local water pressure loading. Assume twisting
moments resisted only by shearing stresses in the plating. Determine principal stresses
by combining shear resulting from twisting, stresses produced by bending in both
vertical and horizontal directions, and stresses due to local bending.

9-3.4.2.3 Stems and Keels.

Stems and keels distribute hydrostatic pressures on caissons to the masonry of dry
dock seats. Keels are to be filled solid with concrete ballast, and stiffened with
diaphragm plates.

9-3.4.2.4 Allowance for Corrosion of Steel Structure.

Steel caisson structure must be designed with a corrosion allowance such that
allowable stresses will not be exceeded when corrosion has reduced structural
component cross sectional areas by the amount of the corrosion allowance. Steel
caisson structures will corrode during use regardless of coating systems and cathodic
protection systems used. The use of a corrosion allowance (addition) during design
should allow many years of use before costly structural repairs are required. The
minimum corrosion allowance is listed in ABS Rules for Building and Classing Steel
Vessels Under 90 meters 3-2-6/1.6.4(b).

9-3.4.2.5 Welding.

All caisson welded connections must be continuous to develop maximum strength and
to facilitate cleaning and coating for corrosion protection. Skip welding must not be used
in ballast and trim tanks or on the caisson exterior.

9-3.4.2.6 Maintainability.

The caisson must be designed and constructed such that all structural steel surfaces
are readily accessible for maintenance and repair of protective coatings.

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9-3.4.3 Gaskets and Seats.

The bearing of caisson ends and keel is taken through special molded, steel reinforced,
rubber seals set on both faces of caisson keel and stem. Contact NAVFAC EXWC for
details. See Figure 9-7.

9-3.4.3.1 Graving Dry Dock Seats.

For cruiser, auxiliary, and carrier docks, build recesses into the dry dock entrance floor
2 ft (0.6 m) and into the dry dock entrance side walls 2-1/2 ft (0.8 m), to form docking
seats. For destroyer and submarine docks, these depths may be decreased
respectively 6 in. (152 mm). Protect the bearing surface with either type 316 or monel
armor plating.

9-3.4.3.2 Super-flooding Feature.

For dry dock designs including the super-flooding feature, face the dry dock seat
recesses inboard and outboard to provide bearing reaction from either direction (refer to
CHAPTER 6).

9-3.4.4 Side Docking Keels.

The caisson design must include side docking keels located approximately at the turn of
the bilge on both sides of the caisson. The side docking keels provide a horizontal
bearing surface for bilge blocks when the caisson is drydocked for maintenance or
repair. See Figure 9-8. Side docking keels must be designed to accommodate two
blocking plans such that the portion of the caisson that bears on the bilge blocks in the
first docking plan is fully exposed to facilitate maintenance when the caisson is docked
in the second docking plan. Design analysis must ensure adequate caisson stability
while drydocked per NSTM Chapter 997, Docking Instructions and Routine Work in
Dock.

9-3.5 Equipment.

Mechanical and electrical equipment must conform to the same specifications as the
corresponding equipment in the dry dock pumpwell.

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Detail of Gasket for Caisson

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Caisson Side Docking Keels

9-3.5.1 Major Equipment.

Provide the following major items of equipment. Each system (caisson tank flooding,
caisson tank dewatering, dry dock flooding, etc.) must consist of at least two parallel
and independent systems for redundancy:

• Vertical shaft pumping units as required. Control by start-stop pushbutton

mounted on or near the floor stand and/or at the control console.
• Gate valves or butterfly valves as required for water control. Use motor
operated, except for small valves which may be hand operated. Provide
sea connection with screens and gratings.
• Check valves in discharge pipes of main pump units.
• Inclinometers of suitable type to show both list and trim.
• Gauges for indicating the water level in each ballast compartment and
draft.
• Heating and ventilating systems to suit climatic conditions.
• Dock flooding via piping through the caisson and 36 in. (76.2 mm) valves
with controls. Two valves are required in each pipe. Use valves suitable
for pressure from both sides to accommodate rotation of the caisson.
Locate pipes high enough to avoid sucking mud and debris on the harbor
bottom into the pipes. Consideration should be given to angling the ends
of pipes down to prevent the movement of ship blocking. Install flanges on

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the caisson shell on both sides of the caisson to facilitate the installation of
blanks over the pipes. Refer to CHAPTER 6.
• Pumps and piping systems must be designed such that individual system
components can be removed for repair and replaced without cutting and
welding.

9-3.5.2 Electrical Equipment.

Supply 480 volts nominal, 3-phase, 60 Hertz per second electric current from the dry
dock system to shore connection receptacles on the caisson. Operate main motors at
460 volts. Operate heater and fan motors on 120 volts, obtained from a transformer
provided in each starter. Operate lights and convenience receptacles on 120 volts,
obtained from 460/120-volt transformers. Provide controls, circuit breakers, and similar
items, as necessary.

9-3.5.3 Ballast Tank Alarms.

Provide high and low water alarms for the main ballast tanks. Both alarms must
annunciate locally and at the shipyard operations center.

9-3.5.4 Miscellaneous Fittings.

The following miscellaneous fittings are required:

• Companionway ladder or ladders with railings

• Vertical fenders to ballast compartments
• Timber composite or rubber fenders both sides of hull.
• Cast steel chocks and cleats on the weather deck. If the elevation of the
weather deck is significantly higher than the pier elevation when the
caisson ballast tanks are empty, consider also installing mooring fittings in
the caisson shell at the appropriate elevation. The use of these fittings
when mooring the caisson pier side for extended periods will eliminate
problems with extreme vertical angles on mooring lines
• Non-skid surfacing on weather deck. Do not use a bituminous surface.
• Hinged or portable ramps (where required) for providing pedestrian
access or vehicular access to roadway on caisson.
• Curb lights
• Hand railing (galvanized or other corrosion resistance)
• Access manholes and machinery hatches. Machinery hatches in the
weather deck and machinery deck (safety deck) must be sized and
located to facilitate the removal and reinstallation of all pumps and valves

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• Capstan installations for line handling and warping out of and into dry dock
seat or to mooring location, if necessary
• Visible and audible water alarm on weather deck.

9-3.5.5 Cathodic Protection.

All metal surfaces of the caisson that are normally immersed in sea water including the
exterior shell plating, main ballast tank(s), and trim tanks should be protected from
corrosion by a sacrificial anode type cathodic protection system. UFC 3-570-01,
Cathodic Protection, provides guidance on system design. Consider using aluminum
anodes for caisson cathodic protection rather than the commonly used zinc anodes.
Aluminum anodes are both more efficient (three times as many amps-hours per pound
consumed) and provide more protection (better protective potential for longer time) than
conventional zinc anodes. Zinc is an environmental contaminant of concern in seawater,
and the use of zinc anodes may cause problems with environmental regulators.
Aluminum is not a contaminant of concern in seawater, so utilizing aluminum anodes
instead of zinc anodes should eliminate this issue. However, some aluminum anodes
contain mercury,so be sure to specify aluminum anodes that contain no mercury.

9-3.5.6 Protective Coatings.

Epoxy protective coatings meeting either MIL-DTL-24441D or MIL-PRF-23236D must

be used to protect all caisson steel.

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CHAPTER 10 CONSTRUCTION

10-1 CRITERIA.

This chapter presents data and information as criteria for the construction of a dry dock
body, the entrance closure, supporting facilities and accessories, and mechanical and
electrical equipment.

10-1.1 Approach.

Criteria for the dry dock body are intended to guide the designer by indicating basic
construction problems encountered, depending on the type of dry dock chosen. They
are also intended to assist in the preparation of construction specifications as well as
design drawings. References to construction of the dry dock body are based on the use
of concrete. Phases of construction are presented in chronological order of the work.

10-2 DRY DOCK BODY.

10-2.1 Clearing and Demolition.

A site must be cleared of all interfering structures above and below water. Dispose of
removed material according to contract requirements. Remove all objects that will
interfere with excavation.

10-2.2 Rerouting Utility Lines.

Essential mechanical and electrical services that will be interrupted by construction work
must be rerouted before demolition. Possible extensions of the services to the new dry
dock, when completed, must be considered in rerouting.

10-2.3 Excavation.

Excavation is the first major step in the construction of a dry dock. It is necessary to
make room for construction of the dry dock body, and often the removal of unsuitable
foundation materials is required. Excavation may be done by dredging or in the dry,
depending on the type of material, method of dewatering, or intention to construct the
dry dock by underwater methods. Dredging is generally the most economical method.

10-2.3.1 Dredging.

A Department of the Army, Corps of Engineers permit must be obtained for dredging
work in navigable waters and material disposal. Dredging may be done by hydraulic
methods, or mechanical methods such as clamshell bucket or dragline. If soil is
removed by hydraulic dredging, it may be piped to approved disposal areas, to yard
locations for fill, or to stockpiles for future use. If dredging is done by clamshell or
dragline, the removed soil must be barged to a disposal point.

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Hydraulic dredging is not feasible for certain soils such as stiff clays or those containing
boulders or rock. Blasting may be necessary for very hard materials, after which a
clamshell or dragline is used for its removal. For additional information on dredging
operations, refer to UFC 4-150-06, Military Harbors and Coastal Facilities.

10-2.3.2 Water Removal.

If water can be removed and kept excluded from a site with reasonable effort, construct
dry docks in the dry. This method affords the greatest economies in material and the
best quality of completed construction. The method of handling water percolation
depends on the type of enclosure and on the nature of surrounding and underlying soils.
For dry docks constructed in the dry, continued exclusion of water is most important.
(Refer to the Section 10-2.4 entitled “Cofferdams”.)

10-2.3.3 Dry Excavation.

For hard materials, dry excavation is preferred. Where dewatering a site must be done
by tiers of well points, excavation in the dry is initiated after the water table in the bank
has been lowered. Excavation in the dry may be done by power shovels, draglines,
clamshells, bulldozers, tractor drawn pans, or combinations of these methods.

10-2.3.4 Fine Grading.

Fine grading is done by hand tools, bulldozers, and scrapers. Replace over-excavation
by well-consolidated material or lean concrete.

10-2.4 Cofferdams.

Cofferdams usually consist of sheet pile or earth structures, or both combined. The
function of a cofferdam is to surround a site and to cut off, or minimize, water inflow.
Portions of a cofferdam may become permanent parts of the finished dry dock. At the
dry dock entrance end, a cofferdam must be removable to allow access for vessels
when the dry dock is in operation. There are several types of cofferdams, four of which
are described in the sections below.

10-2.4.1 Excavated Pit Cofferdam.

Where most of a dry dock is on land, and the soil in the area is sufficiently impervious
and mostly of granular character, a hole may be dug and dewatered by means of well
points or deep wells, or a combination of both.

10-2.4.1.1 Entrance Closure.

The entrance closure may be an earth-dike, with or without a line of sheet pile cutoff, or
it may consist of a line of earth filled sheet pile cells.

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10-2.4.1.2 Clay and Rock Foundations.

The open pit method is generally not suitable for clays. Dry docks built in rock fall into
this category, except that water influx is usually small and can be collected in sumps to
be pumped out by conventional pumps, see (d.) of Figure 4-1.

10-2.4.2 Earth Dike Cofferdam.

If suitable foundation and borrow material is available, a simple earth dike may suffice to
exclude water from a site, even where dry docks will be located well out in the water.
Usually, however, a sheet pile cutoff is provided as a dike core. Where sheet pile cutoffs
can penetrate to impervious material, earth dikes are ideal. Where earth dikes are used,
also provide for lowering the water table by well points and/or deep wells. For an
example of a dry dock constructed with this type of cofferdam, see (e.) of Figure 4-1.

10-2.4.3 Cellular Sheet Pile Cofferdam.

For particularly unfavorable soil conditions (for example, where embankment material in
place, or available, is very pervious or otherwise unsuitable), a continuous wall of
cellular sheet piles may be used to enclose an entire dry dock site. Normally, do not
choose this type of construction because the cost is relatively high. This method may
prove feasible for shipbuilding docks of semi-permanent character where sheet pile
cells become incorporated into the dock structure. See (a.) of Figure 4-2.

10-2.4.4 Internally Braced Sheet Pile Cofferdam.

The use of this type depends on special foundation conditions. The bottom must be
relatively impervious and must have the strength to resist a blow. One example of this
type of bottom is firm clay into which sheet piles can be driven to a substantial depth for
cutoff. The clay must be firm enough so that the depth of material surrounded by the
sheet piles has sufficient strength to resist uplift. Design as follows:

• Sheet piles of the Z-type are usually used because of the high ratio of
rigidity to weight.
• Internal bracing must be placed in two directions and in vertical tiers
spaced to accommodate the strength of sheet piles. Wales and struts may
be of wood or steel or a combination of both. Steel is usually required
below the top tier.

10-2.5 Foundation Piles.

Piles may be required to help support dry dock structures constructed on weak soil
types. They may also be used to help hold down a dry dock floor slab against uplift
pressures. Piles may be needed for track and capstan supports.

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10-2.5.1 Types.

Piles may be of wood, steel, or concrete. Wood piles that are not completely covered
must be treated.

10-2.5.2 Driving.

Piles may be driven either in the dry or underwater. Steel piles placed underwater are
usually driven to a predetermined top elevation. Timber piles driven underwater may be
cut to a predetermined top elevation by an underwater saw operated by a barge
mounted motor and guide frame.

10-2.5.3 Length.

Because piles will vary in length at any given location, the lengths ordered must be
sufficient to allow for possible variations. Piles may or may not penetrate into a
structural foundation slab, depending on design anchorage requirements.

10-2.5.4 Locations.

The accurate positioning of each pile is important to maintain the validity of design
assumptions and make possible the installation of prefabricated items.

10-2.5.5 Precautions in Driving and Handling.

Be sure that piles are undamaged by handling prior to driving, and substitute sound
piles for those damaged in driving. Creosoted timber piles and precast concrete piles
are particularly susceptible to handling and driving damage.

10-2.6 Foundation Course.

To stabilize soft bottom material, place a foundation course consisting of a layer of

gravel or crushed rock several feet thick. For dry docks with relieved floors, grade the
foundation course material to function as a filter. Where drainage pipes are used in
conjunction with the filter course, the material around the pipes must be carefully placed
and carefully compacted, to preclude damage to the pipes.

10-2.7 Foundation Slabs.

Foundation slabs may be poured either by the tremie method or in the dry.

10-2.7.1 Tremie Method.

For the tremie method, divide the floor slab into reasonable size placements by forms
placed underwater. Place as follows:

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• Each placement must be placed through multiple pipes to minimize the

distance of concrete flow after emerging from the tremie pipe end. Pipes
should be no more than 12 ft (3.7 m) apart.
• Water must be excluded from tremie pipes before they are filled with
concrete. Water may be kept out by special foot valves or expelled by
various go-devil devices that separate water from the concrete columns in
the pipes as the columns build up with introduced concrete.
• Tremie concrete must be brought to within 1.5 to 2 ft (0.46 to 0.61 m)
(nominally) of the top of the finished slab. Pour the remainder of the
finished slab in the dry. This procedure allows cleaning the top of the
tremie concrete after dewatering, embedment of various floor fixtures, and
a final accurate floor finish and elevation.

10-2.7.2 In the Dry Method.

When docks are constructed in the dry, the floor is placed to full thickness in one
operation, and contains the embedded items.

10-2.7.3 Field Verification of Weight.

For full hydrostatic docks, verify the actual weight of concrete and reinforcing steel
being placed during construction, in order to ascertain the possible necessity for
additional weight for conformity with design computations.

10-2.8 Sidewalls and Abutments.

Construct all abutments and sidewalls in the dry. For walls constructed on tremie placed
slabs, the walls must be built within dewatered cofferdams placed on top of the tremie
slabs. See Figure 5-1 for examples of cofferdams on tremie slabs.

10-2.9 Miscellaneous Items.

Other structures built in connection with a graving dock (such as capstan, bollard, and
crane rail foundations) present no unusual problems and may be constructed in
accordance with accepted practice. Care must be taken to ensure accurate positioning
of items to be embedded in concrete, and watertightness of such structures as capstan
pits, pumpwells, and service galleries. All holes left by removal of items (such as from
ties) should be patched, because such unevenness in concrete surfaces accelerates
deterioration and may cause leakage.

10-2.10 Backfill.

Backfill may be placed in the water or in the dry next to sidewalls and abutments. For
tremie docks, it may be expeditious to place backfill in the wet. In the dry, backfill should
be placed in shallow layers and each layer thoroughly compacted. Backfills comprise
foundations for roadways, laydown area, and other structures built directly on them, and
must have sufficient strength to support such loads.
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10-3 ENTRANCE CLOSURES.

10-3.1 Construction and Use.

Entrance closures (caissons) are usually built of welded steel construction, but may also
be built of reinforced concrete. Construction may be by a naval shipyard, but is usually
done by a private contractor. Being adaptable for towing, a caisson may be built some
distance away, in a yard particularly suited to economical prefabrication, and
subsequently towed to the graving dock site.

10-3.2 Dimensions.

It is important to accurately check dry dock seat dimensions against those of the
proposed closure, particularly for clearances. This is essential in the case of new
caissons for existing docks. Contract documents for caisson construction should require
that as-built caisson dimensions be within 1/4 in. (6.3 mm) of molded dimensions. Seal
bearing surfaces should be within 1/8 in. (3.2 mm) of a vertical plane (or the designed
shape if the seat is not planar). Measurements should be made during construction to
verify that the as-built dimensions are within tolerance.

10-3.3 Ballast.

Permanent ballast necessary for proper operation and stability of a caisson is usually
provided prior to an inclining test, and additional ballast, if necessary, is added at testing
time.

10-3.4 Launching.

Caissons may be constructed in a graving or floating dry dock or on shipbuilding ways.

Some small caissons can be built on piers and placed, by crane, in the water.

10-3.5 Steel Caissons.

Methods and operations used in prefabrication, assembly, and launching of steel

caissons are very similar to those of other welded steel floating vessels.

10-3.6 Concrete Caissons.

Several prototype concrete caissons were built using practices developed for
construction of concrete vessels and ships. These practices differ from standard
concrete construction methods in the unusual care needed to achieve a watertight,
durable, and structurally sound caisson. The service record of concrete caissons should
be evaluated prior to proceeding with new designs. The concrete caisson may be
placed in the outer seat while the steel caisson is being overhauled.

10-3.7 Closure Tests.

Five types of tests are required as described in the sections below.

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10-3.7.1 Watertightness Test.

Watertightness must be made prior to launching, either by filling a caisson with water or
by use of low pressure air.

10-3.7.2 Seating Test.

After launching, caissons must be seated and then raised several times with both faces
toward the dock, to validate caisson operational performance. Tests should include the
operation of all equipment (pumps, valves, capstans, etc.) and the dock should be
pumped dry to validate performance of the rubber seals. If the dock is equipped for
superflooding, it should be superflooded to the maximum design level with both caisson
faces toward the dock.

10-3.7.3 Deflection Test.

Deflections at various points of a caisson under full load (high tide with a graving dock
empty) must be determined in comparison with no-load positions, and then checked
against original design data. For a convenient reference line, use a wire stretched along
the caisson centerline and fastened at the caisson ends.

10-3.7.4 Inclination Test.

Inclination tests are used to determine the stability of a caisson under light conditions.
The tests are on a caisson equipped and ready for operation, by moving known weights
off center and recording the resulting caisson inclination angles. Angles are indicated by
plumb bob pendulums, and obtained at light drafts only. Occasionally, a change in the
amount of permanent ballast may be necessary because of such tests.

10-3.7.5 Submergence Test.

In a submergence test the caisson ballast and trim tanks are fully flooded. This test
validates the airtight and watertight integrity of the machinery deck (safety deck) and
ensures that the ballast tank dip pipes are cut to the proper length. This test also
ensures that the caisson can sink deep enough to be seated at mean high water, and
that the caisson weather deck will be above sea level when the tanks are fully flooded.

10-4 SUPPORTING FACILITIES AND ACCESSORIES.

10-4.1 Crane Rails.

Provide complete crane foundations, anchor bolts, and rails for portal cranes. Rails
must be factory bent to required curvatures. Thermite weld or weld rail joints in
accordance with alternate methods subject to NAVFAC approval. Refer to typical
installation details in UFC 4-152-01.

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10-4.2 Cranes.

Dry dock cranes are usually obtained by separate contracts with firms specializing in
this type of equipment. Because of size, cranes are assembled at sites by
manufacturers, from prefabricated sections. Performance tests are required after
assembly.

10-4.3 Railroad Tracks.

Installation of ballasted dockside railroad tracks should follow standard railroad

construction practice. Other railroad tracks are supported by a dock wall or special
foundations, such as piles.

10-4.4 Bollards and Bitts.

An important construction problem in the installation of accessory anchorages is that of

correct positioning of anchor bolts during concrete placements. Since changing
positions of embedded bolts after the concrete has set causes difficulties and expense,
and is undesirable structurally, every possible precaution should be taken against
disturbing such bolts during placement.

Accessories subject to corrosion must have basic corrosion resistant shop coats of paint
after manufacture, with finish coats on installation prior to acceptance.

10-4.4.1 Bollards and Cleats.

Space bollards and cleats to suit classes of vessels using the docks. Bollard
foundations consist of large blocks of solid concrete, which generally rest on piles or are
anchored directly to dock structures or crane track foundations. Embed anchor bolts in
the concrete. Set bollard castings by crane on layers of mortar placed on the concrete
foundations.

10-4.5 Ladders.

Use replaceable corrosion resistant ladders, and anchor ladders with 0.75 in. (19 mm)
diameter Type 316 anchors to walls. Refer to 29 CFR 1910.23 for ladder requirements.

10-4.6 Manhole Steps.

Manhole steps may be built into either concrete or brick masonry. If the spacing and
stagger pattern of steps is constant, it is usually economical to fabricate special
stepholding forms as reusable standard wall panels.

10-4.7 Draft Boards.

Do not install ceramic tile draft boards at the same time a concrete wall is placed, but
form the concrete to allow for subsequent tile installation. Set individual tiles flush with

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the wall in a bed of mortar. The gauge zero usually coincides with the elevation of the
blocking 4 to 6 ft (1.2 to 1.9 m) above floor level.

10-4.8 Marking Plates.

Where marking plates already have centerlines, it is practically impossible to set them
accurately at the time concrete is placed. Therefore, either form the concrete for
subsequent plate installation or set plates in the placement and stamp on the
centerlines afterwards.

10-4.9 Fenders and Chafing Strips.

Fenders, chafing strips, and other fittings used for protective purposes (such as timber
or metal guards around stairways, floodlights, and similar items) are customarily
furnished and installed by contractors. Individual guard units should be preassembled,
as completely as possible, and then fastened by anchor bolts embedded in concrete.
Because of exposed positions and repeated submergence, treat all timber and coat all
metal with corrosion resistant material.

10-5 MECHANICAL AND ELECTRICAL EQUIPMENT.

10-5.1 Installation.

Mechanical and electrical equipment for graving docks is manufactured, and to a large
extent assembled, at manufacturers’ plants. Installation of such equipment may be done
under the direction of manufacturer superintendents, general contractor, subcontractor,
or yard forces. Installation of mechanical and electrical equipment is generally in
accordance with standard building practices. Only those installation features peculiar to
graving docks are considered below.

10-5.2 Capstans.

Placement of heavy capstan machinery usually should be done with truck or locomotive
cranes. To maintain an even bearing, place a layer of grout between machinery
foundations and concrete bases containing the anchor bolts.

10-5.3 Pumping Machinery.

Pumping machinery is usually installed by the manufacturer. Because of the complexity

of running performance tests on main pumps, detailed tests are made at the factory.
Usually, only one main pump is tested in sufficient detail to obtain all necessary data for
plotting suitable performance curves.

10-5.3.1 Shaft Alignment.

It is extremely important to install pumps, pump motors, connecting shafts, and shaft
support bearings so the shafts are correctly aligned with no unbalanced stresses
imposed on the bearings.

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10-5.3.2 Running Test.

After installation, perform a thorough running test on the entire pumping plant. Fire
pumps should be tested in accordance with NFPA 20, Standard for the Installation of
Stationary Pumps for Fire Protection.

10-5.4 Piping and Flow Control Equipment.

Piping and flow control equipment should be purchased, installed, and tested by a
separate contractor under the general contractor. Valves larger than 6” should be motor
operated. All motor operated valves and sluice gates should have a handwheel that
allows manual operation in the event of a power failure. All valve and sluice gate
manual handwheels should operate such that turning the handwheel in the clockwise
direction when viewed from in front or above closes the valve or sluice gate.

10-5.4.1 Installation Practice.

Large diameter piping is supported above the floor by small concrete piers. Small
diameter piping is generally hung from ceilings or walls by a variety of suitable pipe
hangers or brackets. An alternate method of installing small diameter piping is to run the
pipes along racks that are attached to masonry walls by expansion bolts or structural
steel. In areas subject to earthquakes, the brackets and connections must be capable of
resisting seismic forces.

10-5.4.2 Installation Timing.

Because of the character of mechanical or piping installation, and general lack of

sufficient working space to improve efficiency, the mechanical work should be done
after the structural work has been nearly completed. This phase is particularly
applicable when separate contracts are let for structural and mechanical work.

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APPENDIX A BEST PRACTICES

Consult NAVFAC EXWC SME for best practices.

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APPENDIX B GLOSSARY

B-1 ACRONYMS.

AASHTO American Association of State Highway and Transportation Officials

ABS American Bureau of Shipping

ACI American Concrete Institute

AOA Analysis of Alternatives

ASCE American Society of Civil Engineers

ASD Allowable Stress Design

ASTM American Society of Testing and Materials

AT/FP Anti-terrorism/Force Protection

AWWA American Water Works Association

BFE Base Flood Elevation (1.0% annual chance of exceedance)

CHT Collection-Holding-Transfer

DFE Design Flood Elevation

DFPE Designated Fire Protection Engineer

EFE Extreme Flood Elevation

EHW Extreme High Water (Highest water level expected on station)

ELW Extreme Low Water (Lowest water level expected on station)

ESLE Extreme Sea Level Elevation

EXWC Engineering and Expeditionary Warfare Center

FDC Fire Department Connection

FEA Finite Element Analysis

FEMA 0.2% 0.2% annual chance of exceedance flood

FS Factor of Safety

LED Light Emitting Diode

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MHW Mean High Water

MHHW Mean Higher High Water

MIL-STD Military Standard

MLW Mean Low Water

MLLW Mean Lower Low Water

NAVFAC Naval Facilities Engineering Command

NAVSEA Naval Sea Systems Command

NFPA National Fire Protection Association

NOAA National Oceanic and Atmospheric Administration

NSTM Naval Ship’s Technical Manual

O&M Operations and Maintenance

OSHA Occupational Safety and Health Administration

PVC Polyvinyl Chloride

PWD Public Works Department

SHT Special Hull Treatment

SLC Sea Level Change

SME Subject Matter Expert

SSBN Ballistic Missile Submarine (nuclear-powered)

SSGN Guided Missile Submarine (nuclear-powered)

SSN Attack Submarine (nuclear-powered)

SSI Soil Structure Interaction

UFC Unified Facilities Criteria

UFGS Unified Facilities Guide Specifications

UNS Unified Numbering System (alloy designation system)

USACE U.S. Army Corps of Engineers

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VFD Variable Frequency Drive

2D Two-dimensional

3D Three-dimensional

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B-2 ABBREVIATIONS AND SYMBOLS.

ea each

ft foot

ft2 square foot

fpm feet per minute

ft/s feet per second

ft3/min cubic foot per min

g gravity

gpm gallons per minute

hp horsepower

in. inch

k kip, kips (1,000 lbs)

kg kilogram (force)

km/h kilometer per hour

kN kilonewton

kN/m kilonewton per meter

kN/m2 kilonewton per square meter

kN/m3 kilonewton per cubic meter

kPa kilopascal

ksf kips per square foot

lb pound

lb/ft pound per foot

lb/ft2 pound per square foot

lb/ft3 pound per cubic foot

lb/in2 pound per square inch

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LT Long Ton (2,240 lbs)

m meter

m2 square meter

m/s meter per second

m3/s cubic meter per second

m3/h cubic meter per hour

mil 0.001 in.

mm millimeter

mm2 square millimeter

MPa megapascal

MPa/m megapascal per meter

mph miles per hour

P Port (left side of vessel when facing forward)

pci pound per cubic inch

pcf pound per cubic foot

plf pound per linear foot

psf pound per square foot

psi pound per square inch

S Starboard

sec second

ST Short Ton (2,000 lbs)

t tonne = metric ton = 1000 kg

V Velocity

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B-3 DEFINITION OF TERMS.

Bilge: The curve of a ship’s hull joining the side and the bottom.

Bitts: A pair of vertical wooden/iron posts mounted either aboard a ship or on a wharf,
pier or quay.

Bollard: A short vertical post used on a ship or a quay for mooring.

Bulkhead: A dividing wall or barrier between compartments in a ship.

Capstan: A revolving cylinder with a vertical axis powered by a motor used to supply
force to ropes and cables.

Captive Crane: A traveling crane limited to use at one facility because of the absence
of track connections to other facilities.

Cavitation: The formation of cavities in a fluid flow due to low pressures attending high
velocities in the fluid.

Chafing Strip: Strips of wood or other material placed on sides of waterfront structures,
fittings, or vessels to protect against chafing from contact with other structures, ropes, or
chains.

Cleat: A T-shaped piece of metal or wood on a pier or vessel to which ropes are
attached.

Cribbing: A framework, usually of timber, designed to distribute concentrated ship

loads and to provide longitudinal stability to the keel blocks.

Elastic Mat: Structural slab on ground (usually of concrete) supporting separated

vertical loads. The elastic deflections of the mat are correlated with resulting nonuniform
soil reaction in computing stresses in the mat and the earth pressures.

Fairlead: A fitting through which a line may be led so as to preserve or change its
direction without inducing excessive friction.

Go-Devil: A tight plug in a pipe, utilized to clear a pipe of liquid or debris.

Gypsy Head: A small auxiliary drum at the side or top of a winch.

Keel: The principal bottom structural element of a ship extending along the centerline
for the full length of the ship.

Mortar Intrusion Concrete: Concrete made by injecting cement or sand-cement mortar

into the interstices of previously placed aggregate (it can be placed in the dry or
underwater).

Skeg: Vertical projection extending below the hull of a vessel to reduce yawing.
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Sonar Dome: A bulge or appendage on the keel of a ship, usually forward, for housing
sonar equipment.

Stoplog: A dam consisting of a piece or pieces in slots in the sides of a waterway to

shut off flow.

Trash Rack: A grille, usually of vertical metal bars, used to screen out debris from the
entrance to a waterway.

Tremie Concrete: Concrete placed underwater in such a manner that there is no free
drop of the concrete through the water. This can be accomplished by pouring through a
pipe or placing with special bottom-dump bucket. See Tremie Pipe.

Tremie Pipe: A vertical pipe through which concrete is placed underwater. In operation,
water must be expelled from the pipe (so as not to mix with the concrete) by a go-devil
(see above) placed ahead of the concrete, or the pipe must be freed of water before
placing concrete and kept dry by means of a special flap valve at the bottom. During
concrete placing, the bottom end of the pipe is kept buried in the concrete mass being
placed to prevent backflow of water into the pipe.

Weep Hole: Opening provided in a wall or bulkhead to facilitate drainage of water. It

usually serves to reduce hydrostatic pressure behind the structure.

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APPENDIX C REFERENCES

C-1 GOVERNMENT PUBLICATIONS.

DEPARTMENT OF DEFENSE,
MILITARY SPECIFICATIONS, STANDARDS, AND PUBLICATIONS (ASSIST)

https://assist.dla.mil/online/start/

MIL-DTL-24441D(SH), Paint, Epoxy-Polyamide, General Specification for

MIL-PRF-23236D, Coating Systems for Ship Structures

MIL-STD-1625D(SH), Safety Certification Program for Drydocking Facilities and

Shipbuilding Ways for U. S. Navy Ships

NAVAL FACILITIES ENGINEERING COMMAND (NAVFAC)

https://www.navfac.navy.mil/

NAVFAC Instruction (NAVFACINST) 11230.1, Inspection, Certification, and Audit of

Crane and Railroad Trackage

NAVAL SEA SYSTEMS COMMAND (NAVSEA)

https://www.navsea.navy.mil/

S9086-7G-STM-010/CH-997R3, NSTM Chapter 997, Docking Instructions and Routine

Work in Dry Dock

S0570-AC-CCM-010/8010, Industrial Ship Safety Manual for Fire Prevention and

Response

S9086-CL-STM-010, NSTM Chapter 077, Personnel Protection Equipment

OCCUPATIONAL SAFETY AND HEALTH ADMINISTRATION (OSHA)

https://www.osha.gov

29 CFR 1910.23, Ladders

29 CFR 1910.29, Fall Protection Systems and Falling Object Protection- Criteria and
Practices

29 CFR 1915, Occupational Safety and Health Standards for Shipyard Employment

29 CFR 1915.82, Lighting

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UNIFIED FACILITIES CRITERIA (UFC)

https://www.wbdg.org/ffc/dod

UFC 1-200-01, DoD Building Code

UFC 3-190-06, Protective Coatings and Paints

UFC 3-220-01, Geotechnical Engineering

UFC 3-230-01, Water Storage and Distribution

UFC 3-240-01, Wastewater Collection and Treatment

UFC 3-410-01, Heating, Ventilating, and Air Conditioning Systems

UFC 3-430-09, Exterior Mechanical Utility Distribution

UFC 3-570-01, Cathodic Protection

UFC 3-600-01, Fire Protection Engineering for Facilities

UFC 4-010-06, Cybersecurity of Facility-Related Control Systems

UFC 4-025-01, Waterfront Security Design

UFC 4-150-02, Dockside Utilities for Ship Service

UFC 4-150-06, Military Harbors and Coastal Facilities

UFC 4-152-01, Piers and Wharves

UFC 4-159-03, Moorings

UNIFIED FACILITIES GUIDE SPECIFICATIONS (UFGS)

https://www.wbdg.org/ffc/dod

UFGS 03 31 29, Marine Concrete with Service Life Modelling

UFGS 03 31 30, Marine Concrete

UFGS Division 26, Electrical

UFGS 35 59 13.14 20, Polymeric Piles

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U.S. ARMY CORPS OF ENGINEERS (USACE)

https://www.usace.army.mil/

EM 1110-2-6053, Earthquake Design and Evaluation of Concrete Hydraulic Structures

EM 1110-2-2503, Design of Sheet Pile Cellular Structures Cofferdams and Retaining

Structures

C-2 NON-GOVERNMENT PUBLICATIONS.

AMERICAN BUREAU OF SHIPPING (ABS)

https://ww2.eagle.org/en.html

ABS Rules for Building and Classing Steel Vessels under 90 meters (295 ft) in Length

AMERICAN CONCRETE INSTITUTE (ACI)

https://www.concrete.org

ACI 207.1R, Guide to Mass Concrete

ACI 207.2R, Report on Thermal and Volume Change Effects on Cracking of Mass
Concrete

ACI 207.4R, Cooling and Insulating Systems for Mass Concrete

ACI 318, Building Code Requirements For Structural Concrete And Commentary

AMERICAN SOCIETY OF CIVIL ENGINEERS (ASCE)

http://www.asce.org/

ASCE 61, Seismic Design of Piers and Wharves

AMERICAN SOCIETY OF TESTING AND MATERIALS (ASTM) INTERNATIONAL

http://www.astm.org/

ASTM A615/A615M, Standard Specification for Deformed and Plain Carbon Steel Bars
for Concrete Reinforcement

ASTM A706/A706M, Standard Specification for Deformed and Plain Low-Alloy Steel
Bars for Concrete Reinforcement

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NATIONAL FIRE PROTECTION ASSOCIATION (NFPA)

http://www.nfpa.org/

NFPA 20, Standard for the Installation of Stationary Pumps for Fire Protection

NFPA 70, National Electrical Code (DoD adopted)

C-3 AUTHORED PUBLICATIONS.

Abbett, R.W. (1956) American Civil Engineering Practice, Volume II. John Wiley and
Sons Inc.

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