Dynamic and structural analyses of floating dock operations considering dock-vessel coupling loads

Floating docks are important for increasing the capacity of land-based shipyards and serve as essential platforms for vessel construction, maintenance, and repair. As the size of modern vessels increases, ensuring the structural safety of the floating docks becomes challenging. To enhance the operational safety of the floating docks, this study aims to develop an in-house code for a comprehensive global response assessment of a full-scale floating dock. The code is developed under a quasi-static assumption and enables dynamic and structural response assessments for the floating dock and docked vessel during the vessel-docking operations. The floating dock and docked vessel are represented as rigid bodies with six degrees of freedom and subjected to hydrostatic, hydrodynamic, mooring, and contact loads. The piping network of the floating dock's ballast water system is modelled to calculate the flow rates out of all ballast tanks. A modified proportional controller (P-controller) is employed to achieve automatic ballast control, regulating opening angles of ballast tank valves to minimize roll and pitch motions of the floating dock and docked vessel. For structural response assessment, a bending model is proposed to evaluate the bending deformation of the floating dock based on the load distribution along the dock's length. Results show that the present code can successfully simulate the vessel-docking process. The automatic ballast control strategy effectively minimizes roll and pitch for both the floating dock and docked vessel, ensuring stable control of the entire system. Minimal discrepancies are observed in the dynamic responses and bending of the floating dock between one- and two-way couplings. The longitudinal shift of the docked vessel's centre of gravity (CoG) increases the relative motions between the docked vessel and the floating dock, especially in surge, sway and pitch. A significant shift distance might cause the mooring rope breakage. Positioning the vessel's CoG closer to the dock's CoG proves safer for vessel-docking operations. In general, the developed code can support the decision-making for dock masters and optimize the docking plan.