CA2680755C - Method and device for connecting a tanker at sea - Google Patents
Method and device for connecting a tanker at sea Download PDFInfo
- Publication number
- CA2680755C CA2680755C CA2680755A CA2680755A CA2680755C CA 2680755 C CA2680755 C CA 2680755C CA 2680755 A CA2680755 A CA 2680755A CA 2680755 A CA2680755 A CA 2680755A CA 2680755 C CA2680755 C CA 2680755C
- Authority
- CA
- Canada
- Prior art keywords
- tanker
- loading
- stern
- facility
- sea
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Fee Related
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING
- B63B27/00—Arrangement of ship-based loading or unloading equipment for cargo or passengers
- B63B27/24—Arrangement of ship-based loading or unloading equipment for cargo or passengers of pipe-lines
Abstract
A method and device for connecting a tanker (1) at a loading facility (2) at sea, in which, after having positioned itself at the loading facility (2), the tanker (1) is connected to a loading hose (4) for fluid to be transferred from the loading facility (2) to the tanker (1), and in which the stern (20) of the tanker (1) is turned towards the loading facility (2), the tanker (1) being provided, at its stern (20), with propulsion machinery (16) steerable in the horizontal plane, and in which the loading hose (4) is then connected to a cargo manifold (10) positioned at the stern (20) of the tanker (1).
Description
METHOD AND DEVICE FOR CONNECTING A TANKER AT SEA
This invention relates to a method for connecting a tanker at sea. More particularly, it relates to a method for connecting a tanker to a loading facility at sea, in which, after having positioned itself at the loading facility, the tanker is con-nected to a loading hose for fluid to be transferred from the loading facility to the tanker. The stern of the tanker is turned towards the loading facility, the tanker being pro-vided at its stern with propulsion machinery which is steer-able in the horizontal plane, after which the loading hose is connected to a cargo manifold located at the stern of the tanker.
So-called buoy loading of tankers at sea is used to a consid-erable extent, for example for loading crude oil from some fields in the North Sea. The offshore loading facility may include, for example, a loading buoy or a production ship, often referred to as an FPSO (Floating Production, Storage and Offloading) vessel.
Several solutions have been developed, some of which include mooring of the tanker and connection to a submerged buoy, whereas, in other solutions, it may be unnecessary to moor the tanker.
Gradually, so-called bow loading has come into relatively wide use. The method involves that the tanker to be loaded moves its bow up to the loading facility. A loading hose is then passed from the loading facility and connected to the cargo manifold of the tanker, which is at the bow of the tanker. During the loading the tanker is held in position by means of the propulsion machinery of the tanker and rela-tively powerful thrusters at the bow of the tanker.
However, loading of this kind is relatively vulnerable to weather, as forces from waves and wind acting on the bow of the tanker must be balanced by sufficient force from the thrusters to hold the bow of the tanker in a substantially fixed position relative to the loading facility. Especially in the wintertime it happens that loading must be put off be-cause the effect of the thrusters is not sufficient to ensure that the bow of the tanker will stay in the right position during the loading.
Besides, bow manifolds are relatively highly exposed to sea spray and, thereby, icing in wintertime. This may entail con-siderable extra work before loading can be started.
The invention has for its object to remedy or reduce at least one of the drawbacks of the prior art.
The object is achieved according to the invention through the features which are specified in the description below and in the claims that follow.
A method in accordance with the invention for the connection of a tanker to a loading facility at sea, in which, after having positioned itself at the loading facility, the tanker is connected to a loading hose for fluid to be transferred from the loading facility to the tanker, is characterized by the stern of the ship being turned towards the loading facil-ity, the tanker being provided, at its stern, with propulsion machinery which is steerable in the horizontal plane, and the loading hose then being connected to a cargo manifold which is located at the stern of the tanker.
With advantage, the tanker is provided with so-called dynamic positioning, in which a control system calculates, by means of external navigation signals, any current deviation from a desired position, the control system seeking to reduce the deviation by means of the steering and propulsion machinery of the tanker.
Preferably, the propulsion machinery, which is steerable in the horizontal plane, includes at least two propellers which are arranged to be pivoted in the horizontal plane. The pro-pulsion machinery of tankers of this kind has substantially greater efficiency than what could possibly be transmitted via thrusters at the bow.
Thus, matters are well arranged for the tanker to be held in position by means of the positioning system's control of the power and relative direction of the propulsion machinery, while the stern of the tanker is connected to the loading fa-cility. This is also the case in considerably worse weather conditions than those under which it is possible to load when the bow of a tanker is to be held in a particular position.
Preferably, the cargo manifold, which is at the stern of the tanker, is set back somewhat on the poop of the tanker, in order for any leakage at the manifold connection to be cap-tured and directed to a collecting tank.
The loading hose may be formed by known loading hose arrange-ments and is not limited to a loading hose which is reeled up, in its inactive position, at the loading facility.
The cargo manifold, which is located at the poop, is well protected from sea spray and icing during the sailing to the loading device, which simplifies to a substantial degree the connecting work in cold periods and in northern waters.
In what follows, there is described a non-limiting example of a preferred method and embodiment which are visualized in the accompanying drawings, in which:
Figure 1 shows schematically a side view of a tanker which is connected to a production ship; and Figure 2 shows schematically a plan view of the tanker and production ship of figure 1.
In the drawings the reference numeral 1 indicates a tanker, for example a so-called "shuttle tanker" which is used for transporting crude oil from sea-based production sites to in-shore receiving facilities. The tanker 1 is connected to a loading facility 2 in the form of a production ship by means of a loading hose 4. The loading hose 4 is formed by, for ex-ample, a flexible hose which is reeled up, in its inactive position, on a drum 6 on the production ship 2.
At its free end portion, the loading hose 4 is provided with a connection 8 which complementarily fits a cargo manifold 10 in a manifold housing 12 on the poop 14 of the tanker 1.
The propulsion machinery 16 of the tanker 1 includes two pro-pulsion propellers 18 steerable in the horizontal plane, which are placed at the stern 20 of the ship 1. In figure 2 the propulsion propellers 18 take different directions rela-tive to the longitudinal axis of the tanker 1. This indicates that the direction and thrust of the propulsion propellers 18 are controlled to keep the stern 20 of the tanker 1 in a de-sired position relative to the production ship 2.
In the main, the bow 22 of the tanker 1 may be allowed to turn according to the wind and weather. If necessary, the thrusters 24 of the tanker 1 are used to maintain the direc-tion of the tanker 1.
When a tanker 1 is to connect to a production ship 2, alter-5 natively another loading facility, not shown, the stern 20 of the tanker 1 is turned towards the production ship 2, the tanker 1 being moved to an appropriate distance from the pro-duction ship 2.
The stern 20 of the tanker 1 is stabilized in this position as explained above.
A line, not shown, is shot across from the production vessel 2, whereby the loading hose 4 is gradually pulled across and connected to the cargo manifold 10 on the poop 14, after which loading of the tanker 1 may take place.
1s When the loading is finished, the loading hose 4 is discon-nected from the cargo manifold 10 and pulled back onto the production ship 2. The tanker 1 then sails to its destina-tion.
This invention relates to a method for connecting a tanker at sea. More particularly, it relates to a method for connecting a tanker to a loading facility at sea, in which, after having positioned itself at the loading facility, the tanker is con-nected to a loading hose for fluid to be transferred from the loading facility to the tanker. The stern of the tanker is turned towards the loading facility, the tanker being pro-vided at its stern with propulsion machinery which is steer-able in the horizontal plane, after which the loading hose is connected to a cargo manifold located at the stern of the tanker.
So-called buoy loading of tankers at sea is used to a consid-erable extent, for example for loading crude oil from some fields in the North Sea. The offshore loading facility may include, for example, a loading buoy or a production ship, often referred to as an FPSO (Floating Production, Storage and Offloading) vessel.
Several solutions have been developed, some of which include mooring of the tanker and connection to a submerged buoy, whereas, in other solutions, it may be unnecessary to moor the tanker.
Gradually, so-called bow loading has come into relatively wide use. The method involves that the tanker to be loaded moves its bow up to the loading facility. A loading hose is then passed from the loading facility and connected to the cargo manifold of the tanker, which is at the bow of the tanker. During the loading the tanker is held in position by means of the propulsion machinery of the tanker and rela-tively powerful thrusters at the bow of the tanker.
However, loading of this kind is relatively vulnerable to weather, as forces from waves and wind acting on the bow of the tanker must be balanced by sufficient force from the thrusters to hold the bow of the tanker in a substantially fixed position relative to the loading facility. Especially in the wintertime it happens that loading must be put off be-cause the effect of the thrusters is not sufficient to ensure that the bow of the tanker will stay in the right position during the loading.
Besides, bow manifolds are relatively highly exposed to sea spray and, thereby, icing in wintertime. This may entail con-siderable extra work before loading can be started.
The invention has for its object to remedy or reduce at least one of the drawbacks of the prior art.
The object is achieved according to the invention through the features which are specified in the description below and in the claims that follow.
A method in accordance with the invention for the connection of a tanker to a loading facility at sea, in which, after having positioned itself at the loading facility, the tanker is connected to a loading hose for fluid to be transferred from the loading facility to the tanker, is characterized by the stern of the ship being turned towards the loading facil-ity, the tanker being provided, at its stern, with propulsion machinery which is steerable in the horizontal plane, and the loading hose then being connected to a cargo manifold which is located at the stern of the tanker.
With advantage, the tanker is provided with so-called dynamic positioning, in which a control system calculates, by means of external navigation signals, any current deviation from a desired position, the control system seeking to reduce the deviation by means of the steering and propulsion machinery of the tanker.
Preferably, the propulsion machinery, which is steerable in the horizontal plane, includes at least two propellers which are arranged to be pivoted in the horizontal plane. The pro-pulsion machinery of tankers of this kind has substantially greater efficiency than what could possibly be transmitted via thrusters at the bow.
Thus, matters are well arranged for the tanker to be held in position by means of the positioning system's control of the power and relative direction of the propulsion machinery, while the stern of the tanker is connected to the loading fa-cility. This is also the case in considerably worse weather conditions than those under which it is possible to load when the bow of a tanker is to be held in a particular position.
Preferably, the cargo manifold, which is at the stern of the tanker, is set back somewhat on the poop of the tanker, in order for any leakage at the manifold connection to be cap-tured and directed to a collecting tank.
The loading hose may be formed by known loading hose arrange-ments and is not limited to a loading hose which is reeled up, in its inactive position, at the loading facility.
The cargo manifold, which is located at the poop, is well protected from sea spray and icing during the sailing to the loading device, which simplifies to a substantial degree the connecting work in cold periods and in northern waters.
In what follows, there is described a non-limiting example of a preferred method and embodiment which are visualized in the accompanying drawings, in which:
Figure 1 shows schematically a side view of a tanker which is connected to a production ship; and Figure 2 shows schematically a plan view of the tanker and production ship of figure 1.
In the drawings the reference numeral 1 indicates a tanker, for example a so-called "shuttle tanker" which is used for transporting crude oil from sea-based production sites to in-shore receiving facilities. The tanker 1 is connected to a loading facility 2 in the form of a production ship by means of a loading hose 4. The loading hose 4 is formed by, for ex-ample, a flexible hose which is reeled up, in its inactive position, on a drum 6 on the production ship 2.
At its free end portion, the loading hose 4 is provided with a connection 8 which complementarily fits a cargo manifold 10 in a manifold housing 12 on the poop 14 of the tanker 1.
The propulsion machinery 16 of the tanker 1 includes two pro-pulsion propellers 18 steerable in the horizontal plane, which are placed at the stern 20 of the ship 1. In figure 2 the propulsion propellers 18 take different directions rela-tive to the longitudinal axis of the tanker 1. This indicates that the direction and thrust of the propulsion propellers 18 are controlled to keep the stern 20 of the tanker 1 in a de-sired position relative to the production ship 2.
In the main, the bow 22 of the tanker 1 may be allowed to turn according to the wind and weather. If necessary, the thrusters 24 of the tanker 1 are used to maintain the direc-tion of the tanker 1.
When a tanker 1 is to connect to a production ship 2, alter-5 natively another loading facility, not shown, the stern 20 of the tanker 1 is turned towards the production ship 2, the tanker 1 being moved to an appropriate distance from the pro-duction ship 2.
The stern 20 of the tanker 1 is stabilized in this position as explained above.
A line, not shown, is shot across from the production vessel 2, whereby the loading hose 4 is gradually pulled across and connected to the cargo manifold 10 on the poop 14, after which loading of the tanker 1 may take place.
1s When the loading is finished, the loading hose 4 is discon-nected from the cargo manifold 10 and pulled back onto the production ship 2. The tanker 1 then sails to its destina-tion.
Claims (5)
1. A method for connecting a tanker (1) to a loading facility (2) at sea, in which, after having positioned itself at the loading facility (2), the tanker (1) is connected to a loading hose (4) for fluid to be transferred from the loading facility (2) to the tanker (1), characterized in that the stern (20) of the tanker (1) is turned towards the loading facility (2), the tanker (1) being provided, at its stern (20), with a propulsion propeller (18) steerable in the horizontal plane, and the loading hose (4) is then connected to a cargo manifold (10) positioned at the stern (20) of the tanker (1), after which the tanker (1) receives cargo from the loading facility (2).
2. The method in accordance with claim 1, charac-terized in that the position of the tanker (1) during the loading is maintained by means of dynamic positioning.
3. A tanker (1) for connection to a loading facility (2) at sea, characterized in that at its stern (20) the tanker (1) is provided with a propulsion propeller (18) pivotal in the horizontal plane, and the cargo manifold (10) of the tanker is arranged near the stern (20) of the tanker (1).
4. The device in accordance with claim 3, charac-terized in that the tanker (1) is provided with two or more independently steerable propulsion propellers (18).
5. The device in accordance with claim 4, charac terized in that the cargo manifold (10) is on the poop (14) of the tanker (1).
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| NO20071395A NO336151B1 (en) | 2007-03-15 | 2007-03-15 | Method and apparatus for connecting a tanker to an offshore loading facility |
| NO20071395 | 2007-03-15 | ||
| PCT/NO2008/000088 WO2008127117A1 (en) | 2007-03-15 | 2008-03-11 | Method and device for connecting a tanker at sea |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CA2680755A1 CA2680755A1 (en) | 2008-10-23 |
| CA2680755C true CA2680755C (en) | 2014-09-09 |
Family
ID=39529325
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA2680755A Expired - Fee Related CA2680755C (en) | 2007-03-15 | 2008-03-11 | Method and device for connecting a tanker at sea |
Country Status (11)
| Country | Link |
|---|---|
| EP (1) | EP2121426B1 (en) |
| AT (1) | ATE507139T1 (en) |
| BR (1) | BRPI0808744A2 (en) |
| CA (1) | CA2680755C (en) |
| CY (1) | CY1111948T1 (en) |
| DE (1) | DE602008006531D1 (en) |
| DK (1) | DK2121426T3 (en) |
| ES (1) | ES2364954T3 (en) |
| NO (1) | NO336151B1 (en) |
| PL (1) | PL2121426T3 (en) |
| WO (1) | WO2008127117A1 (en) |
Family Cites Families (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| NO300536B1 (en) * | 1994-11-24 | 1997-06-16 | Norske Stats Oljeselskap | Three anchor system for ships |
| NO970301L (en) * | 1997-01-24 | 1998-07-27 | Pgs Offshore Technology As | Device by tanker |
| US20020134455A1 (en) * | 2001-03-23 | 2002-09-26 | Leif Hoegh & Co. Asa | Vessel and unloading system |
| US6688348B2 (en) * | 2001-11-06 | 2004-02-10 | Fmc Technologies, Inc. | Submerged flowline termination buoy with direct connection to shuttle tanker |
-
2007
- 2007-03-15 NO NO20071395A patent/NO336151B1/en not_active IP Right Cessation
-
2008
- 2008-03-11 DE DE602008006531T patent/DE602008006531D1/en active Active
- 2008-03-11 CA CA2680755A patent/CA2680755C/en not_active Expired - Fee Related
- 2008-03-11 DK DK08723980.2T patent/DK2121426T3/en active
- 2008-03-11 BR BRPI0808744-0A patent/BRPI0808744A2/en not_active IP Right Cessation
- 2008-03-11 ES ES08723980T patent/ES2364954T3/en active Active
- 2008-03-11 AT AT08723980T patent/ATE507139T1/en not_active IP Right Cessation
- 2008-03-11 PL PL08723980T patent/PL2121426T3/en unknown
- 2008-03-11 WO PCT/NO2008/000088 patent/WO2008127117A1/en active Application Filing
- 2008-03-11 EP EP08723980A patent/EP2121426B1/en not_active Not-in-force
-
2011
- 2011-07-06 CY CY20111100656T patent/CY1111948T1/en unknown
Also Published As
| Publication number | Publication date |
|---|---|
| EP2121426B1 (en) | 2011-04-27 |
| DK2121426T3 (en) | 2011-08-08 |
| DE602008006531D1 (en) | 2011-06-09 |
| ES2364954T3 (en) | 2011-09-19 |
| BRPI0808744A2 (en) | 2014-08-12 |
| ATE507139T1 (en) | 2011-05-15 |
| PL2121426T3 (en) | 2011-09-30 |
| WO2008127117A1 (en) | 2008-10-23 |
| CA2680755A1 (en) | 2008-10-23 |
| NO20071395L (en) | 2008-09-16 |
| NO336151B1 (en) | 2015-05-26 |
| CY1111948T1 (en) | 2015-11-04 |
| EP2121426A1 (en) | 2009-11-25 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| EEER | Examination request |
Effective date: 20130206 |
|
| MKLA | Lapsed |
Effective date: 20170313 |