EP2691293A1 - A system for evacuation of personnel from a capsized vessel - Google Patents

A system for evacuation of personnel from a capsized vessel

Info

Publication number
EP2691293A1
EP2691293A1 EP12722929.2A EP12722929A EP2691293A1 EP 2691293 A1 EP2691293 A1 EP 2691293A1 EP 12722929 A EP12722929 A EP 12722929A EP 2691293 A1 EP2691293 A1 EP 2691293A1
Authority
EP
European Patent Office
Prior art keywords
vessel
escape hatch
evacuation
room
lockable
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.)
Withdrawn
Application number
EP12722929.2A
Other languages
German (de)
French (fr)
Inventor
Asbjørn Brevik DYB
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Individual
Original Assignee
Individual
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Individual filed Critical Individual
Publication of EP2691293A1 publication Critical patent/EP2691293A1/en
Withdrawn legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B17/00—Vessels parts, details, or accessories, not otherwise provided for
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B19/00—Arrangements or adaptations of ports, doors, windows, port-holes, or other openings or covers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B29/00—Accommodation for crew or passengers not otherwise provided for
    • B63B29/20—Arrangements or adaptations of ladders
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63C—LAUNCHING, HAULING-OUT, OR DRY-DOCKING OF VESSELS; LIFE-SAVING IN WATER; EQUIPMENT FOR DWELLING OR WORKING UNDER WATER; MEANS FOR SALVAGING OR SEARCHING FOR UNDERWATER OBJECTS
    • B63C9/00—Life-saving in water
    • B63C9/28—Adaptations of vessel parts or furnishings to life-saving purposes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63J—AUXILIARIES ON VESSELS
    • B63J2/00—Arrangements of ventilation, heating, cooling, or air-conditioning
    • B63J2/02—Ventilation; Air-conditioning
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F21—LIGHTING
    • F21L—LIGHTING DEVICES OR SYSTEMS THEREOF, BEING PORTABLE OR SPECIALLY ADAPTED FOR TRANSPORTATION
    • F21L4/00—Electric lighting devices with self-contained electric batteries or cells
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B3/00—Hulls characterised by their structure or component parts
    • B63B3/14—Hull parts
    • B63B3/62—Double bottoms; Tank tops

Definitions

  • the present invention regards a device and a procedure for the evacuation of a vessel, and especially the evacuation of a capsized vessel and where the remaining escape routes for various reasons cannot be used.
  • MS “Bourbon Dolphin” was an anchor handling vessels owned by shipping company Bourbon Offshore Norway in Fosnavag. It was built at Ulstein Yard in 2006 and was of the type "Ulstein A102.” The ship capsized while moving the anchor for the semi- submersible drilling rig Transocean Rather about 75 nautical mile west of Shetland, at 18.20 on 12 april 2007. Seven of the 15 crew were rescued alive, eight were found dead.
  • MS "Rocknes” was a specialized vessel for dumping of rocks on the seabed. In the afternoon, 19 January 2004 the ship was southbound in the Vatle Stream, south of
  • US 1130301 describes a solution where there is a hatch that can be opened in the bottom of a rescue vessel.
  • the invention describes a solution that will make it possible to get out of the rescue vessels if they were to be washed ashore up / down and you do not have the ability to open the main escape hatch at the top of the vessel. This solution is designed for relatively small vessels and only if it is washed ashore.
  • Figure 1 is a cross section of the hull of a vessel with an embodiment of the invention implemented.
  • FIG. 2 is a more detailed picture of the invention according to the embodiment shown in Figure 1
  • Figure 3 shows the hull of a vessel as seen from the outside with the present invention implemented.
  • Figure 1 is an embodiment of the present invention. It is shown a cross section of the fuselage 101 of a vessel. It can be seen that the hull comprises an inner 102 and an outer part 101 with a layer of air in between. This is a common solution in large vessels and is called watertight bulkheads. This is to prevent water from entering the vessel if the outer hull 101 is damaged and has sprung a leak.
  • Attached to the escape hatch 103 is, for example, either a rope ladder 104, or a ladder 108 in order to let the crew in the evacuation room 107 climb up and out of the escape hatch 103.
  • the escape hatch 105 should turn inwards into the evacuation room 107. This is because in the event of damage to the hull and water in the evacuation room 107 it will not be possible to open the escape hatch 105, which can have disastrous consequences and even accelerate the sinking of the vessel.
  • the escape hatch 105 gives access to the sealed escape room 107. Similar to the outer escape hatch 103, it is connected steps 204, in order to make it possible for people who are in the boat to get to the evacuation room 107 between the two escape hatches 105, 103.
  • the automatic emergency light in the control room, shaft and evacuation room is activated if the vessel would end upside down.
  • An air vent ensures ventilation in the evacuation room. This air vent closes before the last escape hatch is opened.
  • the valve can also be closed from the engine by, in case of damage to the hull.
  • the emergency hatches can advantageously have a solution that makes it impossible to open the outer escape hatch 103 if the inner escape hatch 105 is open. This is in order to prevent that the opening of the outer escape hatch 103 will affect the buoyancy of the vessel. If both escape hatches are opened, the air that keeps the boat floating will escape when the vessel is evacuated .
  • the light from these lamps 201 is connected to a battery pack 202 that is activated when the vessel has a bias of a certain number of farms.
  • the evacuation room 107 is equipped with a vent 205 regardless of the condition the ship is in. This is because the area is classified as a moist and damp area. In order to prevent the emergency equipment and the like from being destroyed, there must be some form of ventilation.
  • the air valve can easily be closed before evacuating the ship. Should the ship hit the bottom, and that the hull damaged, the valve can also be closed, e.g. from the engine room.
  • the system of escape hatches can be arranged so that it is not possible to have both doors open simultaneously.
  • the life rafts inflate when in water and the escaping people can get away from the ship and wait to be picked up by rescue personnel.
  • Figure 3 it is shown a perspective view of the bottom of a vessel.
  • the number of escape hatches 301 and escape routes 302 has to be specially adapted to each ship in order to make all rooms located in the bottom of the vessel evacuate able thru the hull of the vessel. Examples of such spaces may be cabins, control rooms and engine rooms.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • General Engineering & Computer Science (AREA)
  • Emergency Lowering Means (AREA)
  • Ladders (AREA)
  • Buildings Adapted To Withstand Abnormal External Influences (AREA)
  • Control Of Motors That Do Not Use Commutators (AREA)
  • Valve-Gear Or Valve Arrangements (AREA)
  • Table Devices Or Equipment (AREA)

Abstract

System for evacuation of personnel from a capsized vessel via a lockable escape hatch (103) in the bottom of said vessel, characterized in that the system comprises a first lockable escape hatch (105), said first lockable escape hatch(105) leads to an evacuation room (107), said room (107) is provided with a second lockable escape hatch (103), said room (107) is illuminated by lamps (201) receiving energy from a battery pack (202) not connected to the said vessel's energy system,said first and second lockable escape hatch (103, 105) cannot be opened simultaneously,in relation to said first lockable escape hatch (105) it is connected a device (106) for climbing, said climbing device (106) unfolds when the said vessel has a lopsidedness in excess of a predetermined number of degrees.

Description

A SYSTEM FOR EVACUATION OF PERSONNEL FROM A CAPSIZED VESSEL
Technical Field
The present invention regards a device and a procedure for the evacuation of a vessel, and especially the evacuation of a capsized vessel and where the remaining escape routes for various reasons cannot be used.
Background of the invention
When a vessel capsizes the problem arises that the people on board cannot take advantage of the common emergency exits in a ship. This is because they are either under water or are difficult to use due to the fact that they are upside down. In addition, there arises a problem that people who are in the bottom of the vessel, such as the engine room, must find his way out of the vessel when it is upside down and out through escape routes that might be filled with water.
Furthermore, it is important that the watertight bulkheads are closed as quickly as possible to prevent the vessel filling up with water in order to prevent it from sinking. There is thus a danger in a capsize that people are trapped inside the boat, and must be cut out.
There is at the present time no effective solution for evacuation of a capsized vessel and in the report "Risk Estimates for domestic ferry traffic 2008", conducted by the
Norwegian Maritime Directorate, the Norwegian Public Roads Administration and the National Association for Shipping Companies, it is concluded that the "capsize is an accident type with low probability but potentially major consequences."
There are many examples of these consequences from the recent years from Norwegian ships alone.
MS "Bourbon Dolphin" was an anchor handling vessels owned by shipping company Bourbon Offshore Norway in Fosnavag. It was built at Ulstein Yard in 2006 and was of the type "Ulstein A102." The ship capsized while moving the anchor for the semi- submersible drilling rig Transocean Rather about 75 nautical mile west of Shetland, at 18.20 on 12 april 2007. Seven of the 15 crew were rescued alive, eight were found dead.
MS "Rocknes" was a specialized vessel for dumping of rocks on the seabed. In the afternoon, 19 January 2004 the ship was southbound in the Vatle Stream, south of
Bergen. After having run aground on an unmarked nine meter shallow MS "Rocknes" got stability problems and started tilting towards starboard. After a short time she capsized and remained upside down. Of the 30 who were on board, 18 was killed. US 1130301 describes a solution where there is a hatch that can be opened in the bottom of a rescue vessel. The invention describes a solution that will make it possible to get out of the rescue vessels if they were to be washed ashore up / down and you do not have the ability to open the main escape hatch at the top of the vessel. This solution is designed for relatively small vessels and only if it is washed ashore.
Summary of invention
It is therefore an objective of the present invention, as described in the set of claims solve the problems mentioned above. This is done by implementing emergency exits in the bottom of the vessel which can be opened from the inside in case of capsize. The solution consists in a shaft or the like, e.g. from the control room to get to the inner escape hatch in the bottom of the boat. Furthermore, the inner escape hatch is opened and then it is possible to climb into an evacuation room in the bottom of the vessel. When everyone is inside the room the first escape hatch is closed before the outer escape hatch is opened. Finally, e.g. a rope ladder or similar is folded out in order to make the descent into the water easier, and lifeboats are inflated.
Brief description of figures
Figure 1 is a cross section of the hull of a vessel with an embodiment of the invention implemented.
Figure 2 is a more detailed picture of the invention according to the embodiment shown in Figure 1
Figure 3 shows the hull of a vessel as seen from the outside with the present invention implemented.
Detailed Description
Figure 1 is an embodiment of the present invention. It is shown a cross section of the fuselage 101 of a vessel. It can be seen that the hull comprises an inner 102 and an outer part 101 with a layer of air in between. This is a common solution in large vessels and is called watertight bulkheads. This is to prevent water from entering the vessel if the outer hull 101 is damaged and has sprung a leak.
Furthermore, we see that there is an escape hatch 103 in the outer hull, which opens into the evacuation room 107. This is in order to ensure that it is possible to open the escape hatch 103 when the ship lies heavily in the sea and the hatch 103 is partially under water. The escape hatch 103 is not opened until everybody has put on the rescue equipment that is stored in the evacuation room 107. Everybody will therefore be prepared for the challenges that one may encounter. The point is that anyone who stands in the evacuation room 107 must be prepared for the intrusion of water when the hatch 103 is opened.
Attached to the escape hatch 103 is, for example, either a rope ladder 104, or a ladder 108 in order to let the crew in the evacuation room 107 climb up and out of the escape hatch 103.
In the bottom of the evacuation room 107, there are a further 105 escape hatch. The escape hatch 105 should turn inwards into the evacuation room 107. This is because in the event of damage to the hull and water in the evacuation room 107 it will not be possible to open the escape hatch 105, which can have disastrous consequences and even accelerate the sinking of the vessel.
The escape hatch 105 gives access to the sealed escape room 107. Similar to the outer escape hatch 103, it is connected steps 204, in order to make it possible for people who are in the boat to get to the evacuation room 107 between the two escape hatches 105, 103.
Furthermore, the automatic emergency light in the control room, shaft and evacuation room is activated if the vessel would end upside down. An air vent ensures ventilation in the evacuation room. This air vent closes before the last escape hatch is opened. The valve can also be closed from the engine by, in case of damage to the hull.
All the rope ladders are released automatically if the ship should capsize. Furthermore, the emergency lights will be activated in order to make it possible to navigate if the power goes off.
The emergency hatches can advantageously have a solution that makes it impossible to open the outer escape hatch 103 if the inner escape hatch 105 is open. This is in order to prevent that the opening of the outer escape hatch 103 will affect the buoyancy of the vessel. If both escape hatches are opened, the air that keeps the boat floating will escape when the vessel is evacuated .
It is therefore formed a watertight gate that everybody that wants to be evacuated has to pass through. In Figure 2 we see the solution from Figure 1 in further detail. Here it can be seen a shaft with a ladder 204 leading to the inner escape hatch and into the evacuation room.
Furthermore, it is mounted emergency lights around the escape hatch in order to make it possible for those in the evacuation room to find the escape hatch if the electrical system in the vessel does not work during the evacuation.
The light from these lamps 201 is connected to a battery pack 202 that is activated when the vessel has a bias of a certain number of farms.
Inside the evacuation space 107 between the two escape hatches 103, 105, there is also emergency lighting that is powered by the same battery pack. Further there are containers 203 with emergency equipment that the crew can use in an evacuation. An example of this equipment is survival suits, life jackets, inflatable life rafts, flares, oxygen and the like.
Further, the evacuation room 107 is equipped with a vent 205 regardless of the condition the ship is in. This is because the area is classified as a moist and damp area. In order to prevent the emergency equipment and the like from being destroyed, there must be some form of ventilation. The air valve can easily be closed before evacuating the ship. Should the ship hit the bottom, and that the hull damaged, the valve can also be closed, e.g. from the engine room.
When entering the sluice, the crew puts on the survival suits, close the inner escape hatch 105 and climb out of the outer escape hatch 103. The system of escape hatches can be arranged so that it is not possible to have both doors open simultaneously.
Further, in relation to the outer escape hatch 103, it is attached a rope ladder 106 or the like in order to safely take to the escaping personnel into the water.
The life rafts inflate when in water and the escaping people can get away from the ship and wait to be picked up by rescue personnel.
In Figure 3 it is shown a perspective view of the bottom of a vessel. The number of escape hatches 301 and escape routes 302 has to be specially adapted to each ship in order to make all rooms located in the bottom of the vessel evacuate able thru the hull of the vessel. Examples of such spaces may be cabins, control rooms and engine rooms.

Claims

Claims
1. System for evacuation of personnel from a capsized vessel via a lockable escape hatch (103) in the bottom of said vessel, c h a r a c t e r i z e d i n that the system comprises
• a first lockable escape hatch (105),
• said first lockable escape hatch (105) leads to an evacuation room (107),
• said room (107) is provided with a second lockable escape hatch (103),
• said room (107) is illuminated by lamps (201) receiving energy from a battery pack (202) not connected to the said vessel's energy system,
• said first and second lockable escape hatch (103, 105) cannot be opened simultaneously,
• in relation to said first lockable escape hatch (105) it is connected a device (106) for climbing,
• said climbing device (106) unfolds when the said vessel has a lopsidedness in excess of a predetermined number of degrees.
2. System according to claim 1 wherein said climbing device (106) is preferably a rope ladder.
3. System according to claim 1 wherein said first lockable escape hatch (105) is illuminated by lamps (201) that receive energy from the battery pack (202) is not connected to the said vessel's energy system.
4. System according to claim 1 wherein said evacuation room (107) is equipped with aeration (205) that can be closed from both sides.
5. System according to claim 2 wherein said second lockable escape hatch (103) is associated with a climbing device (204).
6. System according to claim 5 wherein said climbing device (204) can either be a set of steps or a rope ladder.
7. System according to claim 1 where the number of escape hatches (301, 302) for evacuation of personnel is specially adapted to each vessel's needs.
EP12722929.2A 2011-03-29 2012-03-29 A system for evacuation of personnel from a capsized vessel Withdrawn EP2691293A1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
NO20110483A NO333316B1 (en) 2011-03-29 2011-03-29 escape route
PCT/NO2012/050054 WO2012134303A1 (en) 2011-03-29 2012-03-29 A system for evacuation of personnel from a capsized vessel

Publications (1)

Publication Number Publication Date
EP2691293A1 true EP2691293A1 (en) 2014-02-05

Family

ID=46147658

Family Applications (1)

Application Number Title Priority Date Filing Date
EP12722929.2A Withdrawn EP2691293A1 (en) 2011-03-29 2012-03-29 A system for evacuation of personnel from a capsized vessel

Country Status (7)

Country Link
US (1) US20140014016A1 (en)
EP (1) EP2691293A1 (en)
JP (1) JP2014512299A (en)
KR (1) KR20140020970A (en)
CN (1) CN103459249A (en)
NO (1) NO333316B1 (en)
WO (1) WO2012134303A1 (en)

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KR101615895B1 (en) 2014-06-23 2016-04-27 정지윤 Concealed structure system for emergency escaping of ship
KR20160005626A (en) 2014-07-07 2016-01-15 황득천 supporting frame for escaping from a sinking ship
KR101635364B1 (en) 2014-07-15 2016-07-01 삼성중공업 주식회사 Apparatus for emergency escape
KR101541387B1 (en) * 2014-07-29 2015-08-12 주식회사 베셀 Ship cabin with escape rope
KR101541386B1 (en) * 2014-07-29 2015-08-12 주식회사 베셀 Ship cabin with escape rope
CN104210618B (en) * 2014-08-15 2017-01-18 徐建明 ship lifesaving system
KR101616331B1 (en) 2014-08-29 2016-04-29 삼성중공업 주식회사 Emergency escape apparatus for cabin of vessel
KR101626485B1 (en) * 2014-11-18 2016-06-01 성백수 Apparatus of escape for emergency in ship
KR101570488B1 (en) * 2014-12-12 2015-11-19 정지윤 System for surviving of ship
CN106240760A (en) * 2016-08-16 2016-12-21 中海油能源发展股份有限公司 A kind of emergency escape channel system for FLNG boats and ships
KR101970266B1 (en) * 2017-08-07 2019-08-13 박시언 Vesel having escaping part
CN108357636B (en) * 2018-03-09 2019-10-29 滁州学院 A kind of fast-escape ship with auxiliary implement
KR102247939B1 (en) 2020-02-07 2021-05-04 차혜령 System for rescuing of ship
KR102348807B1 (en) * 2020-05-28 2022-01-10 대한민국 Ship with easy emergency escape
CN113120190B (en) * 2021-04-08 2022-03-18 武汉理工大学 Plug-in type water emergency rescue capsule
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Also Published As

Publication number Publication date
CN103459249A (en) 2013-12-18
WO2012134303A1 (en) 2012-10-04
JP2014512299A (en) 2014-05-22
US20140014016A1 (en) 2014-01-16
NO20110483A1 (en) 2012-10-01
KR20140020970A (en) 2014-02-19
NO333316B1 (en) 2013-04-29

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