EP1583689B1 - Rescue ship for disabled vessels, vessel rescue method, and use of a rescue ship - Google Patents

Abstract

The rescuer (10) has a shell that delimits a stretched basin (12) of dimension 150 m of length and 30m of width. A ballasting device enables a change of draft of water of 15 m. The shell has two balanceable kinks (14) surrounding the basin and a poop. The poop has a door (18) that is watertight and closes the rear of the basin. Two longitudinal sides of starboard have height of 20 m delimited in front and back of a ship. Independent claims are also included for the following: (a) a process of rescue of ship in distress with the help of a balanceable ship rescuer having a basin (b) an application of a ship rescuer to the shifting of modules of marine farm of breeding in higher sea.

Description

The present invention relates to a ship rescuer for a ship in distress, its method of implementation, and applications of such a ship.

Damage of any kind that occurs to tankers carrying toxic substances creates pollution known as "oil spills" in the case of hydrocarbons. The consequences of these pollutions are considerable. We can mention in particular the possible loss of the tanker by sinking (value of the ship), the loss of some or all of the cargo, and especially the considerable economic losses for the coastal populations concerned (destruction of the sites, destruction of the farms aquaculture, destruction of wildlife, loss of fishing, etc.).

These oil spills are therefore the source of ecological problems with political consequences.

It should also be noted that not only can these pollution be caused by accidents of tankers in bad condition or old, but also that the same problems arise in case of incompetence of the crew, and in the case of tankers in good much newer state that were built with high-strength steels that allowed for a reduction in thickness, a weight gain and an increase in deadweight. However, the tankers formed of these steels get tired very quickly and pose the same problem as the old tankers and in bad condition.

To remedy these problems, a first solution envisaged is the towing of the ship to a place where it can be less harmful in case of sinking. However, practice has shown that the situations generating these pollutions generally occurred in very bad weather and that it was practically impossible to carry out such a towing during the first few days during which the ship is still afloat.

It was therefore envisaged to use pollution control vessels. These vessels are intended to draw oil from ships in distress, usually after they have sank. The largest ships of clearance planned are able to remove only a few thousand tons of therefore, in the case of a major oil spill, there must be many rotations between the site of the incident and a port capable of accepting the recovered materials. It takes a considerable time and during this oil spill can continue its effects. These depollution ships are therefore only a very partial solution. In addition, they can work only in relatively calm weather and not stormy weather.

These depollution vessels do not prevent the vessel in distress from sinking and becoming at that time a kind of "time bomb" capable of creating pollution for long periods, regardless of the significant ecological risk posed by such a ship at the time. bottom of the sea.

GB 2144680 is considered to be the closest state of the art, and describes a floating dock that can surround submerged hulls. This dock has limited capacity and reduced maneuverability.

If we study the causes of these pollution or oil spills, we note that they are generally the fact of tankers who are subject to damage (breakage of hulls, leaks, breakdowns) because of their obsolescence, or tankers who suffer maritime casualties (damage due to storms, collisions or breakdowns) due to the incompetence of a crew.

Apart from a few rare cases where, as a result of a collision, a ship sinks very rapidly, the vast majority of pollution or oil spills were caused by a ship that continued to float for several days. In addition, the vast majority of the tanker fleet has a total length of less than 250 m, and even 200 m.

The object of the invention is to eliminate the vast majority of pollutions or oil spills by the very incapacitated disablement of vessels in distress which may be the cause of significant pollution or spills, or of similar dangers, such as chemical and biological risks.

The invention therefore relates to the recovery of both the ship and its cargo by securing, in a manner that then allows either repair or recovery of the cargo, or both operations.

For this purpose, the main object of the invention is the provision of a lifeguard vessel having a pool of very large, able to move quickly near the ship in distress and to place this ship in distress in its basin whose dimensions are obviously much higher than those of the ship in distress.

Already known from US-5,215,024 is an artificial floating island with basins that can be closed so that ships can be protected against heavy weather during their loading and unloading operations. The artificial island does not have autonomous means of propulsion and can not be ballasted, its function being to be as fixed as possible to fulfill its function. She is not able to quickly get near a ship in distress and place this vessel in distress in her basin.

It is also known from GB-2 144 680, a kind of floating dock box and intended, by ballasting and déballasting, to surround a side shell floating platform to allow repair of the hull. The box has dimensions little superior to those of the side hull, and it has no autonomous means of propulsion, nor even a form of ship, because it is not intended to move at sea. not a lifeguard with a very large pond, able to quickly move near a ship in distress and place the vessel in distress in its basin.

Also known from US-5,988,093, a floating dock constituting a U-shaped structure intended to move along a ship, on the sides and under the bottom thereof, to clean the area. This dock is open at both ends, and it does not form a basin of very large dimensions.

AU-482 040 also discloses a barge transport vessel whose elongate shell defines a space intended to contain barges very close to one another and to the sides of the ship. The internal space defined by the hull does not constitute a basin, because it is fully open at the rear.

To achieve its main purpose, which can not be achieved by any of the devices of the aforementioned documents, the invention relates to a ship rescuer for ship, whose hull defines an elongated basin at least 150 m long and 30 m wide, and which has a ballasting device allowing a draft change of at least 15 m.

Preferably, the basin has a length of at least 250 m and a width of at least 45 m and the change of draft can reach at least 20 m.

In a first embodiment, the shell has two side hulls that can be ballasted and surround the pool, and the stern has a substantially sealed door that can close the rear of the pool.

In a variant, the door which can close the rear of the pelvis comprises two leaves which each comprise two parts hinged to one another about a vertical axis intended to cooperate with the vertical axis of the other wing in the closed position of the door. Preferably, at least one of the ends of the two articulated parts which are spaced from the vertical axis is fixed to the corresponding vertical side of the rear shell by a slider which can move horizontally along the inner side of the rear part of the hull. .

In another variant, the door intended to close the rear of the pool comprises a liftable panel which can be ballasted to pass from a floor position close to the bottom of the pool to a substantially vertical position of the closing door of the rear of the pool. basin.

In a first embodiment, it is advantageous for the ship to have at least one winch for hauling a vessel in distress entering the basin by the stern.

In another embodiment, at least one side of the basin is at least 15 m shorter than at least two other sides. In an exemplary embodiment, the two longitudinal sides port and starboard both preferably have a height at least 20 m less than that of the other two sides delimited at the front and rear of the ship, and their upper edge is practically rectilinear over most of its length. This edge is preferably provided with a reinforcement, advantageously having elastic properties.

In all embodiments, the lifeguard preferably comprises maneuvering means intended to exert a thrust in a direction transverse at least to the longitudinal axis of the ship

Preferably, the lifeguard comprises devices for guiding and maintaining a vessel inside the basin, such as hydraulic pushers incorporated in the basin.

Preferably, the lifeguard has stabilizers which stabilize it in the presence of waves.

Preferably, the lifeguard has movable partitions, possibly articulated, acting as breakwater against basin storms.

The invention also relates to a method for rescuing a ship in distress with the aid of a salvage ship which can be ballasted and having a basin of the aforementioned type; the method comprises a first phase of moving the life-saving ship to the location of the distressed vessel, a second phase, performed in the vicinity of the distressed vessel, of ballasting the life-saving vessel so that at least one upper edge of the basin is at below the level of the keel of the vessel in distress, a third phase of introduction of the vessel in distress into the basin, and a fourth phase of placing the upper edge of the basin above sea level.

Preferably, the fourth phase of setting the upper edge of the basin to a level above sea level is achieved by closing a basin door.

Preferably, the fourth phase of placing the upper edge of the basin above sea level includes moving the vessel in the vertical direction by ballasting, with discharge of water to the outside of the vessel.

Preferably, the method comprises, before the first phase or at the beginning thereof, the ballasting of the vessel to its lowest draft substantially.

Preferably, the method further comprises, after the fourth phase, the displacement of the rescuing vessel to a protected location favoring the execution on the vessel in distress of an operation chosen from among a repair and unloading of the cargo.

Preferably, the ballasting of the vessel at its lowest draft includes draining the pond.

The invention also relates to the application of a life-saving ship of the aforementioned type to the displacement of marine farm modules farmed on the high seas.

It also relates to the application of a life-saving ship of the aforementioned type to the formation of a dry dock.

It also concerns the application of a lifeguard of the aforementioned type to the formation of an artificial harbor for small boats in the event of a storm.

• la figure 1 est une vue très schématique en perspective d'un navire sauveteur dans un premier mode de réalisation de l'invention ;
• la figure 2 est une vue très schématique en perspective d'un navire sauveteur dans un second mode de réalisation de l'invention ;
• la figure 3 est une vue en plan d'une variante du premier mode de réalisation ;
• la figure 4 est une coupe schématique de la variante de la figure 3 ;
• la figure 5 est une vue en plan d'une autre variante du premier mode de réalisation ; et
• la figure 6 est une coupe schématique de la variante de la figure 5.

Other characteristics and advantages of the invention will become more apparent from the description which follows, given with reference to the appended drawing in which:

• Figure 1 is a very schematic perspective view of a lifeguard in a first embodiment of the invention;
• Figure 2 is a very schematic perspective view of a lifeguard in a second embodiment of the invention;
• Figure 3 is a plan view of a variant of the first embodiment;
• Figure 4 is a schematic sectional view of the variant of Figure 3;
• Fig. 5 is a plan view of another variant of the first embodiment; and
• Figure 6 is a schematic section of the variant of Figure 5.

FIG. 1 represents a lifeguard 10 having a basin 12 of very large dimensions delimited between two lateral hulls 14, a front part 16, rear doors 18 and a bottom 20. The ship also has a bridge 22, shown in front, but which can occupy any other location on the ship.

Although these elements have not been shown, the ship advantageously comprises propulsion engines, operating motors, notably allowing transverse displacements at the front and at the rear, stabilizers, breakwaters, etc. . It also comprises at least one winch for hauling a ship to enter the basin 12 when the rear doors 18 are open. This winch can be mounted on a gantry, either fixed, preferably above the door, or mobile along the basin. The ship may also include two gantries, one of which is mobile.

The lifeguard preferably also comprises devices for guiding and maintaining a vessel in distress within the basin, such as pushers, for example hydraulic, incorporated in the basin.

The implementation of the life-saving ship according to the embodiment of FIG. 1 is now described.

When the alarm is given, the lifeguard 10, which is stationed in the center of its surveillance zone, with its empty basin 12, can immediately go towards the vessel in distress at a great speed, because it has a weak pulling water since its basin is empty and its hulls which can be ballasted can be already empty. Otherwise, they can be emptied from the beginning of the trip so that the draft is as small as possible in a manner compatible with the sea state and the actual navigational possibilities.

When approaching the vessel in distress, the rescuing vessel 10 can begin to introduce water into the ballast tanks and sink into the sea. At the same time, the pond 12 begins to be filled, and the gates 18 are filled. wide open. Thanks to its maneuverability, the ship 10, after having launched a cable fixed to the front or the rear of the ship in distress, or even without cable when the ship in distress is still maneuvering, is moving so that its rear part wide open facing the vessel in distress. This is then introduced into the basin 12, either by its own means, or with the propulsion means of the ship 10 which can approach the vessel in distress, or with the help of the winch, or with the help of any combination of these various means. When the ship has entered the basin 12, the doors 18 are closed. Compressed air, preferably previously stored in compressed air tanks, flushes the water ballasts so that the rescuing vessel 10 rises above sea level. From then on, any risk of pollution is deleted. Indeed, the vessel in distress is protected in the basin of the lifeguard, and even if it is able to sink or break, the possible pollution is limited to the basin 12. Depending on the particular case of the ship in distress, the pool can be emptied or not, in part or in whole. At this time, the lifeguard 10 can move to facilitate operations such as repairing the vessel or unloading its cargo, for example by approaching the coast.

As indicated in the foregoing description, the life-saving ship 10 can reach the location of the vessel in distress in a very short time, at most a few hours, and as soon as the vessel is placed in distress in the basin, any risk of pollution is deleted. In addition, it helps to preserve the ship in distress that is not lost and can most often be recovered.

In one embodiment, the intended life-saving vessel has a pool approximately 95 m wide and 400 m long, with the rear doors having a span of at least 48 m and a height of 78 m.

Maneuvering such doors by a simple vertical joint placed on one edge poses difficult technological problems. It is then useful to make such doors in triangulated form. More specifically, each leaf of the double rear door can be in the form of two parts hinged to one another about a vertical axis intended to cooperate with the axis vertical of the other wing in the closed position of the door. The ends of the two articulated parts which are distant from the vertical axis are themselves fixed to the corresponding vertical side of the rear hull. These bindings can be either simply hinged (for example at the rear end of the side of the ship) or articulated on a slide that can move horizontally along the rear hull side. The two fasteners may also include sliders.

In the case of the aforementioned lifeguard, the dimensions of the basin are such that the phenomenon known as the "basin storm" can be established. It is then preferable to suppress such storms which can constitute a serious inconvenience for the handling of the saved ship. Mobile partitions or breakwaters are then advantageously incorporated between the two lateral shells.

The aforementioned triangulation system can also be applied to other parts of the life-saving vessel, for example to basin storm breakwaters, rescued vessel retention lifts, handling gantry carriers arranged between sides, etc.

In a variant of the embodiment of Figure 1, the basin has a door such as 18 at each end. It is then essential that the two side hulls are connected by several fixed gantries. The necessary elements are housed in both hulls.

In another variant of the embodiment of FIG. 1, at least one door, for example a sliding door, having a height of the order of 40 m and a width of the order of 25 to 30 m, can be formed at front of the basin, in a side hull or at the bow of the vessel. Such doors are intended to allow the exit of one or more tugs that could have been used for the introduction of the rescued vessel into the basin. As this exit occurs when the basin is filled, these doors are arranged upwards of the side hulls. Preferably, two doors are formed at the front of each side shell, so that tugs can leave the basin from the lee side.

Figure 2 shows another embodiment of lifeguard. More specifically, the lifeguard 24 of Figure 2 comprises a shell 28 which defines a basin 26, shown in parallelepiped form, although this form, as in the first embodiment, is not essential. In particular, the bottom is not necessarily flat, and the basin may have for example a shape that narrows downwards, in section through a transverse vertical plane. Such an arrangement can be adopted for example for the acceleration of ballasting.

At each end, the ship has a frame 30 which preferably carries, at its upper part, a control gateway. The frame 30 is not a simple superstructure. In fact, it is much higher than indicated in FIG. 2 so that the ship can be almost totally immersed, only the upper parts of the frames 30 protruding above the sea. Of course, even in this position, the ship has buoyancy reserves making it unsinkable.

When using the lifeguard 24, the latter, which emptied its basin 26, can quickly move to the location of the ship in distress. When approaching the vessel in distress, water is introduced into the ballast tanks so that the lifeguard sinks into the water. When adjacent to the distressed vessel, the upper edges 32 of the basin must be underwater at a depth at least equal to the draft of the vessel in distress plus a margin of safety that depends on the The ship 24, which has transverse propulsion means at both ends, can come laterally under the ship in distress, and then compressed air is rapidly introduced into its ballast tanks to flush out the water. . As soon as the upper edges 32 of the basin are raised above the level of the lower part of the keel of the vessel in distress, it is trapped in the basin. The recovery of the lifeguard 24 is carried out until the upper edges of the basin are above sea level, at a desired height, taking into account the circumstances and especially the weather. At this time, as in the first embodiment, the vessel in distress can no longer create pollution.

Compared with the first embodiment, the lifeguard 24 of the second embodiment has the advantage of not requiring the operation of any moving parts subject to sea state throughout the rescue operation.

Of course, the life-saving vessels according to the invention have very large dimensions. In order for them to avoid most pollutions or oil spills, their basin 12 or 26 must have a length of at least 150 m, preferably at least 250 m and very advantageously at least 300 m. The width of the pond should be at least 30 m and preferably at least 50 m and more. In the example above, the proposed lifeguard has a basin about 95 m wide and 400 m long, and the hull height is 78 m. The life-saving ship is then of considerable size and mass, so that it is practically insensitive to storms and can be used whatever the state of the sea. Moreover, by its dimensions and mass, it allows, by positioning properly, create a local calm facilitating the entry into the basin of the ship in distress, given the swell and current possibly present.

For the extremely unlikely case where the lifeguard would be subjected to a so-called "rogue" wave while being loaded with a ship in distress, it may be advantageous to have redundant devices. Thus, the bridge of command, with its navigation systems, security and others, and the local machines can be duplicate each. Thus, a machine room can be arranged in each of the side shells. Of course, the parties likely to undergo the most important efforts can be suitably reinforced for this purpose.

In the first embodiment, it is desirable that the ballasting of the vessel allows a draft change of the order of 15 m and preferably at least 20 or 25 m. In the case of the ship 24 of the second embodiment, it is desirable that the draft variations can reach 30 m and even more.

Three variants of the first embodiment will now be described with reference to FIGS. 3 to 6.

Figures 3 and 4 show, in plan and in longitudinal section, a lifeguard 10 which has a basin 12 of about 95 m wide and 400 m long, and the height of the hull reaches 78 m. A ship in distress 34 150 m in length is represented in the basin 12. It is realized in these figures that the introduction of the vessel in distress in the basin, either by its own means, or by means of propulsion and It is easy to maneuver the life-saving ship, either with a tug or any combination of these, given the large space available for maneuvering.

Figures 5 and 6 show, in plan and in longitudinal section, a lifeguard 10 which also has a basin 12 of about 95 m wide and 400 m long, and whose hull height reaches 78 m. A distressed vessel 38 360 m in length is shown in the basin 12. In this variant, the rear portion of the bottom of the basin consists of a liftable panel 40 constituting a floor which can itself be ballasted. This floor, having for example a length of 80 m, can be lowered, as shown in Figure 6, to facilitate the entry of a vessel in distress of very large size.

In another variant, the rear portion of the bottom has a floor and a panel, as indicated at 40, which can be ballasted and can slide by pivoting to come close the rear, instead of doors 18 which are then superfluous . Maneuvering this panel is then essentially by ballasting.

Of course, the lifeguard may include other equipment adapted to its missions, for example a landing platform for helicopters, means of mooring ships in distress, means of fighting the fire of a vessel in distress before, during or after entering the basin of the life-saving vessel, means of treatment, in particular by filtration, of the water of the basin, means of storage of waste, in particular recovered by filtration or on the vessel in distress, and / or means of ship repair, at least summary, of a ship having a damage.

The life-saving ship according to the invention has the following considerable advantages.

First, it eliminates the problem of pollution in the shortest possible time, while preventing the vessel in distress from sinking and allowing its recovery more often. The cargo can also be recovered and possibly pumped to an onshore facility or to other vessels.

These possibilities of recovery of the ship and the cargo on the one hand and suppression of all the effects of pollution on the other hand represent considerable economic advantages.

Another considerable economic advantage is that it is no longer necessary to prohibit the navigation of single-hull vessels in good working order, since the problems they may pose can be easily solved. Nor is it necessary to establish safe havens for vessels in distress, a solution which is merely theoretically evoked, presenting such inconveniences that it is unlikely that it will ever really be envisaged.

In addition, such vessels can be used not only to avoid such major pollution but also for other applications. In particular, we are starting to build marine farm farms on the high seas whose modules have considerable dimensions (of the order of a hundred meters or more) and which sometimes have to be moved. Such a lifeguard is ideally suited for this purpose.

The lifeguard has other applications for transporting bulky structures, such as ships and ship parts, and drilling rigs or platforms and parts thereof.

The lifeguard also allows the formation of a dry dock, for example in the case of moving a fleet.

Finally, in case of a strong storm, such a lifeguard can be used as an artificial harbor to protect small boats.

While the lifeguard is usually used only for rescuing vessels in distress, there are long periods when it is waiting, quite offshore, given its large size and draft. . It can then be used as a support for renewable energy generating devices. For example, it can carry wind turbines or photovoltaic devices. The energy obtained can either be stored in electrical or chemical form, for example to be used by the ship for its missions, or transmitted to shore by a connection device at sea.

Of course, various modifications can be made by those skilled in the art to the ships, processes and applications that have just been described by way of non-limiting example without departing from the scope of the invention.

Claims (10)

1. A rescue ship for a vessel, of the type which defines an elongate basin (12) at least 150 metres long and 30 metres wide, and which includes a ballasting device permitting a change of draught of at least 15 metres, having a hull which includes two lateral hulls surrounding the basin (12) and which defines an upper edge at least of the basin (12), and the ballasting device functions between at least two positions, in one of which the basin (12) is emptied and the upper edge at least is above the level of the sea, and in the other of which the basin (12) is filled so that one edge is situated below the level of the keel of a ship in distress, characterized in that the stern has a substantially watertight door (18) intended to close the rear of the basin (12) at the edge which is below the level of the keel of a ship in distress.
2. A rescue ship according to claim 1, characterized in that the basin (12) has a length of at least 250 metres and a width of at least 45 metres, and the change of draught may amount to at least 20 metres.
3. A rescue ship according to claim 1, characterized in that the door which can close the rear of the basin (12) has two leaves, each of which has two parts articulated on each other about a vertical axis intended to co-operate with the vertical axis of the other leaf in the closed position of the door.
4. A rescue ship according to claim 3, characterized in that one of the ends at least of the two articulated parts which are remote from the vertical axis is fixed to the corresponding vertical side of the rear hull by a slider which can move horizontally along the inner side of the rear part of the hull.
5. A rescue ship according to any one of the preceding claims, characterized in that the door which can close the rear of the basin (12) comprises a tilting panel (40) which can be ballasted to pass from a position close to the bottom of the basin to a substantially vertical position for closure of the rear of the basin (12).
6. A rescue ship according to any one of the preceding claims, characterized in that it includes devices for guiding and holding a vessel inside the basin.
7. A rescue ship according to any one of the preceding claims, characterized in that it includes manoeuvring means intended to exert a thrust in a direction transverse at least to the longitudinal axis of the vessel.
8. A method for rescuing a vessel in distress by means of a rescue ship (10, 24) which can be ballasted and having a basin (12, 26) according to any one of the preceding claims, characterized in that it comprises:

   a first phase of movement of the rescue ship (10, 24) towards the location of the vessel in distress,

   a second phase, executed in the vicinity of the vessel in distress, of ballasting of the rescue ship (10, 24) so that an upper edge at least of the basin (12, 26) is situated below the level of the keel of the vessel in distress, and

   a third phase of introduction of the vessel in distress into the basin (12, 26), and

   a fourth phase of bringing the upper edge of the basin (12, 26) above the level of the sea.
9. A method according to claim 8, characterized in that the fourth phase of bringing the upper edge of the basin to a level above the level of the sea is effected by closing a door of the basin.
10. The application of a rescue ship (10, 24) according to any one of claims 1 to 7 to the transport of voluminous structures selected from vessels and parts of vessels, drilling or operating platforms and parts of such platforms, and modules for marine farming in the open sea.

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