EP3999409A1 - Procédé et dispositif de manipulation de ligne d'amarrage - Google Patents

Procédé et dispositif de manipulation de ligne d'amarrage

Info

Publication number
EP3999409A1
EP3999409A1 EP20753294.6A EP20753294A EP3999409A1 EP 3999409 A1 EP3999409 A1 EP 3999409A1 EP 20753294 A EP20753294 A EP 20753294A EP 3999409 A1 EP3999409 A1 EP 3999409A1
Authority
EP
European Patent Office
Prior art keywords
towboat
mooring line
end portion
moveable arm
mid
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Withdrawn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
EP20753294.6A
Other languages
German (de)
English (en)
Inventor
Esben GRUNDTVIG
Thomas Bangslund
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.)
Svitzer AS
Original Assignee
Svitzer AS
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 Svitzer AS filed Critical Svitzer AS
Publication of EP3999409A1 publication Critical patent/EP3999409A1/fr
Withdrawn legal-status Critical Current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 
    • B63B35/00—Vessels or similar floating structures specially adapted for specific purposes and not otherwise provided for
    • B63B35/66—Tugs
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B21/00—Tying-up; Shifting, towing, or pushing equipment; Anchoring
    • B63B21/04—Fastening or guiding equipment for chains, ropes, hawsers, or the like
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B21/00—Tying-up; Shifting, towing, or pushing equipment; Anchoring
    • B63B21/04—Fastening or guiding equipment for chains, ropes, hawsers, or the like
    • B63B21/08—Clamping devices
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B21/00—Tying-up; Shifting, towing, or pushing equipment; Anchoring
    • B63B21/56—Towing or pushing equipment
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B35/00—Vessels or similar floating structures specially adapted for specific purposes and not otherwise provided for
    • B63B35/66—Tugs
    • B63B35/68—Tugs for towing
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B21/00—Tying-up; Shifting, towing, or pushing equipment; Anchoring
    • B63B2021/003—Mooring or anchoring equipment, 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 
    • B63B35/00—Vessels or similar floating structures specially adapted for specific purposes and not otherwise provided for
    • B63B2035/006—Unmanned surface vessels, e.g. remotely controlled
    • B63B2035/008—Unmanned surface vessels, e.g. remotely controlled remotely controlled

Definitions

  • the present invention relates to a method and device for handling a mooring line.
  • the quay is shorter than the length of the vessel. This means that the vessel cannot be moored directly to the quayside along the entire length of the vessel. This is often the case for oil tankers or liquid natural gas tankers where the vessel is moored in a small bespoke terminal or service platform. In such cases, the vessel is moored to a central quay or service platform but also moored to additional smaller adjacent satellite offshore mooring structures which may be called“mooring dolphins” and“breast dolphins”.
  • the smaller satellite offshore mooring structures can be set back from the central quay. This means that when the hull of the vessel is adjacent to the central quay, the bow and stern of the vessel are not adjacent to the smaller offshore mooring structures.
  • the mooring line cannot be passed or thrown down from the vessel to the quayside. In this case the mooring line must be physically moved by a towboat from the vessel to the satellite offshore mooring structure.
  • a problem with passing the mooring line down to the towboat is that the mooring line must be manually thrown from the deck of the vessel onto the towboat. This can be difficult, and the crew member may take several attempts to successfully place the mooring line close enough to the towboat for the mooring line to be picked up by the towboat. In some cases, the mooring line is caught with a boat hook by a crew member on the towboat. If the mooring line enters the water, then in some circumstances the weight of the mooring line will increase making its line handling harder.
  • a known tugboat is shown in NL1010650 which describes a tugboat using a hook connected to a towline and the hook is mounted on a boom for catching a light line hanging from a vessel.
  • the hook catches the light line and when the light line is drawn back up to the vessel, the tow line is drawn up to the vessel and attached to the vessel.
  • the arrangement shown in NL1010650 is for managing tow lines and requires passing the tow line up to the vessel which increases the line handling time. This arrangement is not suitable for line handling of mooring lines.
  • a method of handling a mooring line having a first end portion attached to a vessel comprising: capturing a second end portion of a mooring line with a moveable arm mounted to a towboat; securing a mid-portion of the mooring line between the first end portion and the second end portion with respect to the towboat; and moving the second end portion of the mooring line from a first position to a second position whilst the mid portion of the mooring line is secured to the towboat.
  • the capturing comprises grasping the second end portion suspended from the deck of the vessel.
  • the securing comprises positioning the mid-portion of the mooring line in a securing mechanism fixed with respect to the hull of the towboat.
  • the method comprises moving the mid-portion of the mooring line from a position outside a perimeter of the towboat to a position inside the perimeter of the towboat before securing the mid-portion of the mooring line.
  • the moveable arm moves the second end portion and the mid-portion of the mooring line at the same time.
  • the moveable arm is rotatable or slidable with respect to the towboat.
  • the moveable arm is rotatable about an arc of substantially 180 degrees with respect to the towboat.
  • the method comprises towing the tow line or the mooring line with the towboat after the mid-portion of the mooring line is secured to the towboat.
  • the method comprises presenting the second end portion of the mooring line for handling once the second end portion of the mooring line is moved into the second position.
  • the second end portion of the mooring line is presented for manual handling by a person on the shore.
  • the method comprises slackening the mooring line between the second end portion and the secured mid-portion.
  • the slackening comprises moving the moveable arm coupled to the second end portion of the mooring line towards the secured mid-portion.
  • the tension between the first end portion of the mooring line and the secured mid-portion is greater than the tension between the secured mid-portion and the second end portion of the mooring line.
  • the moveable arm is telescopic.
  • the method comprises displaying an image of the moveable arm to an operator of the moveable arm.
  • the method comprises providing feedback to an operator of the moveable when the moveable arm successfully grasps the second end portion of the mooring line.
  • the mid-portion of or the mooring line is fixed with respect to the towboat in front of a propulsor of the towboat.
  • the method is carried out autonomously by a towboat controller or manually by an operator of the towboat.
  • a line handling device for handling a mooring line having a first end portion attached to a vessel comprising: a moveable arm mounted on a towboat and arranged to capture a second end portion of a mooring line; a securing mechanism mounted to the towboat and arranged to secure a mid-portion of the mooring line between the first end portion and the second end portion with respect to the towboat; wherein the moveable arm is arranged to move the second end portion of the mooring line from a first position to a second position whilst the mid-portion of the mooring line is secured to the towboat.
  • a towboat comprising a line handling device according to the second aspect.
  • Figure 1 shows a perspective view of a terminal according to an example
  • Figures 2, 3 and 4 show a side view of the towboat handling the line according to an example
  • Figure 5 shows a cross-sectional front view of the towboat along the line A-A according to an example
  • Figure 6 shows a schematic view of the towboat according to an example
  • Figure 7 shows a flow diagram of the line handling method according to an example.
  • Figure 1 shows a perspective view of a terminal 100 for mooring a vessel 102.
  • the vessel 102 can be any type of vessel such as an oil tanker, an LNG tanker, a container ship, a bulk carrier ship or any other vessel which can be moored at a terminal.
  • the terminal 100 comprises a central quay or service platform 104 extending out from the shore 106 via a pier structure 108.
  • the terminal 100 further comprises smaller satellite offshore mooring structures 1 10, 1 12 connected to the central quay 104 via catwalks 122, 124.
  • the satellite offshore mooring structures 1 10, 1 12 are called“breast dolphins” or “mooring dolphins”.
  • the offshore mooring structures can be any suitable arrangement for mooring the vessel 102.
  • the term“offshore mooring structures” will be used.
  • the smaller satellite offshore mooring structures 1 10, 1 12 are set back from the central quay 104. In this way, when the vessel 102 is adjacent to the central quay 104, there is clear water between the stern 1 14 and the bow 1 16 of the vessel 102 and the smaller satellite offshore mooring structures 1 10, 1 12.
  • the distance between the smaller satellite offshore mooring structures 1 10, 1 12 and the vessel 102 is between 20m to 90m.
  • the mooring lines 1 18, 120 are between 35m and 75m. In some other examples, the mooring lines 1 18, 120 are between 45m and 65m. In some other examples the mooring lines 1 18, 120 are approximately 55m. In some examples, the distance between the smaller satellite offshore mooring structures 1 10, 1 12 and the vessel 102 is greater than half the beam B (as shown in Figure 1 ) of the vessel 102.
  • first and second mooring lines 1 18, 120 are transported between the vessel 102 and the smaller satellite offshore mooring structures 1 10, 1 12.
  • the first and second mooring lines 1 18, 120 are transported from the vessel 102 to the smaller satellite offshore mooring structures 1 10, 1 12 because the distance between the vessel 102 and the smaller satellite offshore mooring structures 1 10, 1 12 is too far to manually throw the first and second mooring lines 1 18, 120.
  • the first and second mooring lines 1 18, 120 are transported from the vessel 102 to the shore 106 (rather than to the smaller satellite offshore mooring structures 1 10, 1 12).
  • the bow 1 16 and the stern 1 14 of the vessel 102 are moored to the shore 106 via the first and second mooring lines 1 18, 120.
  • the terminal 100 optionally does not comprise the smaller satellite offshore mooring structures 1 10, 1 12.
  • Figure 1 shows the first and second mooring lines 1 18, 120 for the vessel 102 used for mooring the vessel 102.
  • further mooring lines can be provided mooring the vessel 102 to the shore 106.
  • a towboat 200 is used to handle the mooring line 1 18, 120.
  • the towboat 200 is arranged to move between the vessel 102 and the smaller satellite offshore mooring structures 1 10, 1 12 whilst towing the first and / or the second mooring lines 1 18, 120.
  • the towboat 200 will now be discussed in further detail with respect to the other Figures.
  • Figure 2 shows a cross sectional side view of the towboat 200 and the vessel 102.
  • the towboat 200 is arranged to handle the mooring lines 1 18, 120 and transport them to the smaller satellite offshore mooring structures 1 10, 1 12 or the shore 106 as required.
  • the examples described below are made in reference to a towboat 200.
  • the towboat 200 can be any other types of vessel that require line handling of mooring lines for other vessels 102.
  • the term“towboat” will be used in reference to the line handling method, but the towboat can be any type of suitable vessel for carrying out line handling of mooring lines.
  • the examples described below are made with respect to mooring lines 1 18, 120.
  • the line handling method is applicable to any lines, wires or ropes which require handling during mooring.
  • Figure 2 shows the towboat 200 before handling the mooring line 120 at the bow 1 16 of the vessel 102. For the purposes of clarity, only part of the vessel 102 is shown in Figure 2. The surface 202 of the water is shown in Figure 2 and represented by the dotted line.
  • Figure 2 shows the towboat 200 positioned at the bow 1 16 of the vessel 102
  • the position of the towboat 200 with respect to the vessel 102 is illustrative and the towboat 200 can be in any position relative to the vessel 102 for the purpose of handling the mooring line 120.
  • a first smaller satellite offshore mooring structure 1 10 is used to tether the stern 1 14 of the vessel 102 with a first mooring line 1 16.
  • a second smaller satellite offshore mooring structure 1 12 is used to tether the bow 1 16 of the vessel 102 with a second mooring line 120.
  • the first and second mooring lines 1 18, 120 can be attached to any suitable location on the vessel 102.
  • the first and second mooring lines 1 18, 120 are attached to the vessel 102 via bollards, capstans or any other suitable fastening arrangement (not shown in Figure 2).
  • the mooring line 120 as shown in Figure 2 comprises a first end portion 212 which is attached to the vessel 102.
  • a second end portion 214 of the mooring line 120 is suspended from the bow 1 16 of the vessel 102 ready for capture by the towboat 200.
  • a mid-portion 216 of the mooring line 120 In between the first end portion 212 and the second end portion 214 is a mid-portion 216 of the mooring line 120.
  • the mid-portion 216 of the mooring line 120 is configured to be secured to the towboat 200 during the line handling operation. This will be discussed in further detail below.
  • the mid- portion 216 of the mooring line 120 can be any part of the mooring line 120 between the first end portion 212 and the second end portion 214.
  • the second end portion 214 of the mooring line 120 comprises a loop or an eye 218.
  • the loop or eye 218 is arranged to be placed over a bollard 400 or capstan or other stationary structure.
  • the second end portion 214 of the mooring line 120 does not comprise a loop 218 and the second end portion 214 is tied to a bollard 400 (as shown in Figure 4).
  • Figure 4 shows a cross sectional side view of the towboat 200 and the vessel 102 where the towboat 200 is adjacent to a quay or mooring structures such as the satellite offshore mooring structures 1 10, 1 12.
  • the towboat 200 will now be discussed in further detail with reference to Figure 2.
  • the towboat 200 comprises a hull 204 and at least one fender 206 mounted to the hull 204.
  • the fender 206 projects outwardly from the hull 204 so that the towboat 200 can safely engage the vessel 102 or the quayside. In this way, the towboat 200 can thrust against the side of the vessel 102 and the at least one fender 206 between the vessel 102 and the hull 204 of the towboat 200 prevents damage to either the vessel 102 or the towboat 200.
  • the towboat 200 comprises a circumferential fender 206 which is mounted on the perimeter 500 (best shown in Figure 5) of the hull 204.
  • Figure 5 shows a cross sectional view of the towboat 200 across the axis A-A.
  • the fender 206 can be a plurality of fenders 206 which are arranged around the perimeter 500 of the hull 204.
  • the fender 206 as shown in Figure 2 is a compressible rubber tube mounted on the gunwale of the towboat 200.
  • the fender 206 is a plurality of compressible objects such as rubber tyres (not shown).
  • the at least one fender 206 can be omitted.
  • the towboat 200 comprises at least one propulsor 208 mounted to the hull 204.
  • the towboat 200 comprises a plurality of propulsors 208, 302 (the two propulsors 208, 302 side by side are best shown in Figure 5) for providing propulsion to the towboat 200.
  • Figure 2 shows a single propulsor 208, but further propulsors are provided.
  • the propulsor 208 is an azimuth thruster 208.
  • the towboat 200 has two propulsors 208, 302.
  • the propulsors 208, 302 of the towboat 200 are configured to generate a thrust having a bollard pull of at least 2 tonnes.
  • the towboat 200 is able to pull the mooring line 120 with sufficient thrust to transport the mooring line 120 between the vessel 102 and the smaller satellite offshore mooring structures 1 10, 1 12.
  • the towboat is configured to pull a mooring line 120 having a weight per meter between 1 Kg to 20Kg.
  • the mooring line has a weight per meter of 10kg. In this way, the towboat can pull a 100m mooring line weighing 100kg to 2000Kg.
  • the plurality of propulsors 208, 302 are azimuthing thrusters which can rotate about a vertical axis to direct thrust in a plurality of directions.
  • Some azimuthing thrusters are azimuthing podded drives which are also known as“azipods”. hereinafter, azimuthing podded drives will be referred to as azimuth thrusters.
  • the other propulsor 302 (not shown in Figure 2 but shown in Figure 5) is located adjacent and parallel to the first propulsor 208.
  • one or more propulsors 208, 302 can use the Voith principle. In some other examples (not shown) there can be three or more propulsors.
  • the at least one propulsor 208, 302 is one or more of: a propeller, a thruster, a rudder propeller, an electric rudder propeller, a fixed pitch propeller, a variable pitch propeller, an azimuthing thruster, a water jet propulsor, or an azimuthing podded drives thruster.
  • the at least one propulsor are bow thrusters.
  • the at least one propulsor 208, 302 are mounted at the stern 210 of the towboat 200 however, in other examples additionally or alternatively the at least one propulsor 208, 302 can be mounted to the hull 204 elsewhere e.g. at the bow 224 of the towboat.
  • the at least one propulsor 208, 302 can be any means suitable for providing propulsion to the towboat 200.
  • the at least one propulsor 208, 302 is coupled to and driven by a first primary mover 600 (as shown in Figure 6).
  • Figure 6 shows a schematic representation of the components of the towboat 200.
  • the first primary mover 600 can be a diesel engine, electrical motor, or a diesel- electric hybrid system.
  • the diesel engine can be a 4-stroke diesel engine or a 2- stroke diesel engine.
  • the engine 600 is an internal combustion engine that can burn any type of fossil fuel.
  • the first prime mover 600 can be any suitable means for powering the at least one propulsor 208, 302.
  • the towboat 200 comprises a wheelhouse 222 mounted on the deck 502 and /or the hull 204.
  • the wheelhouse 222 comprises the towboat operational controls of the towboat 200.
  • the thrust and heading of the towboat 200 are controlled from the wheelhouse 222 by the captain of the towboat 200 with wheelhouse controls 602 (as shown in Figure 6).
  • Manoeuvring of the towboat 200 from a wheelhouse 222 is well known and will not be discussed any further for the purposes of brevity.
  • the captain can further control other operational features of the towboat 200 for carrying the line handling method which will be discussed in further detail below.
  • the wheelhouse 222 is optional and the control of the towboat 200 is autonomous or controlled remotely from the shore 106.
  • Remote controlled and autonomously controlled tugboats are described in Danish patent applications PA 201670186 and PA 201670185 which are herein incorporated by reference.
  • the controller 608 as shown in Figure 6 is configured to carry out autonomous or remote control of the towboat 200. No further discussion of autonomous or remote control of the towboat 200 will be made for the purposes of brevity.
  • the towboat 200 comprises a line handling device 220 for handling the mooring line 120.
  • the line handling device 220 is arranged so that the mooring line 120 can be handled remotely by the captain in the wheelhouse 222 or remotely by another person. In some examples, the remote operation of the line handling method is carried out on shore and not by a person on the towboat 200
  • Figure 2 shows the line handling device 220 mounted to the towboat 200.
  • the line handling device 220 can be mounted to the hull 204 or the deck 502 of the towboat 200.
  • the towboat 200 is in a configuration such that the line handling device 220 is positioned ready to couple the mooring line 120 to the line handling device 220 and the towboat 200.
  • the line handling device 220 comprises a moveable arm 226 moveable between a plurality of positions.
  • the moveable arm 226 is pivotable about pivot 228 which is mounted to the towboat 200.
  • the moveable arm 226 in some examples is pivotable through an arc of substantially 180 degrees. In this way, the moveable arm 226 can move from a stern position on the towboat 200 to a bow position on the towboat 220.
  • the pivotable movement of the moveable arm 226 is shown in Figure 2 with the curved dotted arrow C. Whilst Figures 2 and 3 show the moveable arm 226 moving from stern to bow, in other examples the moveable arm 226 is pivotable through other directions such as from a port side to a starboard side of the towboat 200.
  • the moveable arm 226 is moveable along the longitudinal axis B-B of the moveable arm 226. In this way, the moveable arm 226 can extend its reach. For example, the moveable arm 226 can extend its reach beyond the perimeter 500 of the towboat 200 towards the suspended mooring line 120. In some examples, the moveable arm 226 is telescopic and the moveable arm 226 is extendable along the longitudinal axis B-B of the moveable arm 226.
  • the moveable arm 226 is extendable with other mechanisms other than a telescopic mechanism such as a folding mechanism (not shown).
  • the moveable arm 226 is foldable and the moveable arm 226 comprises a hinge or pivot (not shown) in the middle of the moveable arm 226 such that the moveable arm 226 can extend the reach of the moveable arm 226.
  • the line handling device 220 comprises at least one actuator 230 coupled to the moveable arm 226 for moving the moveable arm 226 between different positions (for example between the stern position and the bow position shown in Figures 2 and 3 respectively).
  • the at least one actuator 230 as shown in Figure 2 is a hydraulic cylinder 230 mounted on the deck 502 or hull 204 causing pivotal movement of the moveable arm 226.
  • the hydraulic cylinder 230 is coupled to a hydraulic system 604 (as shown in Figure 6).
  • the hydraulic system 604 is powered by the engine 600 or a separate hydraulic genset (not shown) and drives various functions which are hydraulically powered on the towboat 200. In some examples, control of the hydraulic system 604 can be carried out from the wheelhouse controls 602.
  • the telescopic movement of the moveable arm 226 is hydraulically actuated in some examples.
  • additional hydraulic actuators are coupled to the moveable arm 226 and the hydraulic system 604 for extending the telescopic parts of the moveable arm 226.
  • the moveable arm 226 as shown in Figure 2 is partially extended beyond the perimeter 500 of the towboat 200.
  • the moveable arm 226 can be fully retracted within the perimeter 500 of the towboat 200. When the moveable arm 226 is fully retracted, the movable arm can be safely positioned and stowed away for sailing.
  • the moveable arm 226 can be extended well beyond the perimeter 500 of the towboat 200. In some examples the moveable arm 226 extends fully to a reach of 15 meters or 10 meters or 7 meters or 5 meters or 2 meters or 1 meter beyond the perimeter 500 of the towboat 200.
  • the moveable arm 226 is mounted on a rotatable base so that the movable arm 226 is rotatable about the axis A-A. In this way, the moveable arm 226 is moveable from a port side of the towboat 200 to a starboard side of the towboat 200. In some other examples, the moveable arm 226 is not mounted on a rotatable base and the moveable arm 226 is moved in a port direction or a starboard direction by manoeuvring the towboat 200.
  • the moveable arm 226 is coupled to an electric motor mounted at the pivot 228 for causing the pivotable movement of the moveable arm 226.
  • the moveable arm 226 can be slidably mounted on rails (not shown) for moving the moveable arm 226 with respect to the hull 204 of the towboat.
  • the rails are mounted to the deck 502 of the towboat 200. Accordingly, the moveable arm 226 can optionally slide rather than pivot with respect to the towboat 200.
  • the moveable arm 226 is slidable and pivotable with respect to the deck 502 of the towboat 200.
  • the line handling device 220 comprises a gripper 232 for capturing the second end portion 214 of the mooring line 120.
  • the gripper 232 comprises a pair of jaws 234 configured to move between an open and a closed position.
  • the pair of jaws 234 are configured to surround and grip the second end portion 214 of the mooring line 120 when the pair of jaws 234 are in the closed position.
  • the gripper 232 is connected to the hydraulic system 604 and can be remotely operated from the wheelhouse controls 602.
  • the gripper 232 does not comprise a pair of jaws 234. Instead the gripper 232 is a hook for hooking the loop 218 in the second end portion 214. In some examples, the gripper 232 is any suitable mechanism or device for physically engaging the second end portion 214 of the mooring line 120.
  • the gripper 232 is mounted and fixed to the end of the moveable arm 226. In other examples, the gripper 232 is optionally rotatably mounted on the end of the moveable arm 226 such that the gripper 232 can rotate about the axis B-B. Rotation of the gripper 232 can be carried out by a servo (not shown) or a hydraulic actuator coupled to the hydraulic system 604.
  • the moveable arm 226 is optionally extended beyond the perimeter 500 of the hull 204 of the towboat 200. In this way, the moveable arm 226 telescopically extends towards the suspended second end portion 214 of the mooring line 120. In other embodiments, the moveable arm 226 is not telescopic or extendible and the moveable arm 226 is pivoted into a suitable position for grasping the second end portion 214.
  • the movement and control of the moveable arm 226 and the gripper 232 is controlled from the wheelhouse controls 602.
  • the operator of the moveable arm 226 can see the moveable arm 226 and the gripper 232 from the wheelhouse 222.
  • the moveable arm 226 is obscured from view due to equipment mounted on the deck 502.
  • the operator of the moveable arm 226 receives status information of the moveable arm 226 if the operator cannot see the moveable arm 226 during operation.
  • the feedback camera 504 is shown in Figures 5 and 6.
  • the images from the camera 504 may be displayed on a display 610 mounted in the wheelhouse 222. In this way, the operator of the moveable arm 226 can still view the moveable arm 226 and the gripper 232 during operation.
  • the gripper 232 there is additionally other sensors for determining the status of the moveable arm 226 and / or the gripper 232.
  • the gripper 232 may comprise an optical sensor, another camera, a proximity sensor, an ultrasound sensor, or any other suitable sensor for determining the presence of the mooring line 120 between the pair of jaws 234.
  • the at least one sensor 504 for providing feedback information sends a signal to the controller 608.
  • the controller 608 sends information to display 610 to the operator that the mooring line 120 is in the correct position to be gripped by the gripper 232.
  • the controller 608 can send a control signal to the hydraulic system 604 and the gripper 232 and / or moveable arm 226 to secure the mooring line 120.
  • the controller 608 can be of a pure software character and include programming instructions described herein for detection of input conditions and control of output conditions, illustrated in Figure 6 and discussed herein.
  • the programming instructions can be stored in a memory of controller 608, not shown. In some examples, the programming instructions correspond to the processes and functions described herein.
  • the controller 608 can be executed by a hardware processor.
  • the programming instructions can be implemented in C, C++, JAVA, or any other suitable programming languages. In some examples, some or all of the portions of the controller 608 can be implemented in application specific circuitry such as ASICs and FPGAs.
  • the operator has a clear line of sight from the wheelhouse 222 to the gripper 232.
  • the camera 504 is not needed because the operator can see when the mooring line 120 is between the pair of jaws 234.
  • the position of moveable arm 226, the gripper 232 and / or the towboat 200 may be adjusted so that the second end portion 214 of the mooring line 120 is positioned within the pair of jaws 234.
  • FIG. 7 shows a flow diagram of the line handling method.
  • the operator or the controller 608 sends a control signal to the hydraulic actuator 230, to move the moveable arm 226.
  • the moveable arm 226 can be seen in the bow position wherein the moveable arm 226 is positioned towards the bow 224 of the towboat 200.
  • the hydraulic actuator 230 is fully extended such that the moveable arm 226 pivots from a stern position to a bow position.
  • the moveable arm 226 pivots about the pivot 228 and rotates substantially 180 degrees with respect to the towboat 200.
  • the wheelhouse 222 is optionally offset to one side of the deck 502 as shown in Figure 5.
  • the wheelhouse 222 is centrally positioned on the deck and the moveable arm 226 does not pivot through the same amount of angular rotation. Accordingly, when the moveable arm 226 is in the bow position, the moveable arm 226 rests on the wheelhouse 222.
  • the mooring line 120 In order for the towboat 200 to tow the mooring line 120, the mooring line 120 must be secured to the towboat 200.
  • a securing mechanism 300 is provided to secure the mid-portion 216 of the mooring line 120 to the towboat 200. Providing an additional securing mechanism 300 better secures the mooring line 120 to the towboat 200.
  • pivoting the moveable arm 226 between the stern position and the bow position causes the mid-portion 216 of the mooring line 120 to move from a position outside a perimeter 500 of the towboat 200 (as shown in Figure 2) to a position inside the perimeter 500 of the towboat 200 (as shown in Figure 3).
  • the mid-portion 216 of the mooring line can be secured to the towboat 200 with the securing mechanism 300.
  • the moveable arm 226 moves the second end portion 214 and the mid-portion 216 the mooring line 120 at the same time. This means that the second end portion 214 can be moved to the bow position and the mid portion 216 can be moved to the securing mechanism 300 in the same single movement. This means that further movement of the moveable arm 226 may not be needed before the mooring line 120 is secured by the securing mechanism 300.
  • the securing mechanism 300 will now be discussed in further detail with respect to Figures 3 and 5.
  • the securing mechanism 300 is mounted to the hull 204 or the deck 502.
  • the securing mechanism 300 is positioned in front of the propulsors 208, 302 on the towboat 200. This means that the towboat 200 is easier to steer when towing the mooring line 120.
  • the securing mechanism 300 comprises line grippers 508, 510 which are positioned either side of the mid-portion 216 of the mooring line 120.
  • the line grippers 508, 510 exert a force on the mid-portion 216 on the mooring line 120 so that the mooring line 120 is fixed with respect to the securing mechanism 300 and the towboat 200. In this way, when the mid-portion 216 of the mooring line 120 is fixed in the securing mechanism 300, the tension in the mooring line 120 is exerted on towboat 200 via the securing mechanism 300.
  • the line grippers 508, 510 are moveable between a gripping position and a released position.
  • the securing mechanism 300 in some examples is coupled to the hydraulic system 604 and the controller 608. In this way, a control signal from the wheelhouse controls 602 causes the line grippers to move from a released position to a gripping position.
  • the securing mechanism 300 can comprise a plurality of grippers for increasing the friction on the mid-portion 216 on the mooring line 120 without exerting a shearing force which could cut the mooring line 120.
  • the securing mechanism 300 comprises a force sensor for determining the force exerted on the mid-portion 216 of the mooring line 120.
  • the force sensor 612 sends a signal to the controller 608.
  • the controller 608 determines from the signal that the force on the mid-portion 216 exceeds a force threshold, then the controller 608 can issue a warning to the operator.
  • the controller 608 can fully or partially release the line grippers 508, 510 to prevent the mooring line 120 being cut.
  • the securing mechanism 300 comprises a line guide 512.
  • the moveable arm 226 is configured to drag the mooring line 120 once captured by the gripper 232 over the securing mechanism 300 and between the line guides 512.
  • the line guides 512 are positioned on either side of an opening 514 which comprises the line grippers and the mid-portion 216 of the mooring line 120.
  • the line guides 512 are sloped such that when the mid-portion 216 of the mooring line engages the line guide 512, the mid-portion 216 is urged under its own weight to slide down the line guides 512 and in to the opening 514. In this way, as the moveable arm 226 moves from the stern position to the bow position, the mooring line 120 is passed between the line guides 512 and the mid-portion 216 will always slide down into the opening 514 and adjacent to the line grippers 508, 510.
  • the line grippers 508, 510 are elements which squeeze the mooring line 120 from the side along the length of the mooring line 120.
  • the line grippers 508, 510 can comprise other mechanisms for gripping and securing the mooring line 120.
  • the line grippers 508, 510 can comprise a pair of scissoring arms (not shown) that overlapping and push down on the mooring line 120.
  • the line guides 512 alternatively, or additionally are pivotable and fold down on the mooring line 120.
  • the opening 514 can comprise a labyrinthine path (not shown) for the mooring line 120 for increasing the friction between the securing mechanism 300 and the mooring line 120.
  • the towboat 200 is shown adjacent to the satellite offshore mooring structures 1 10, 1 12. In this way, the towboat 200 has towed the mooring line 120 approximately 50 to 100m.
  • the moveable arm 226 moves the second end portion 214 of the mooring line 120 from a first position P1 to a second position P2 whilst the mid-portion 216 of the mooring line 120 is secured to the towboat 200 as shown in step 704 of Figure 7.
  • the moveable arm 226 moves from a fully extended position P1 as shown in Figure 3 to a partially retracted position P2 as shown in Figure 4.
  • Figure 3 shows the relative positions of the first position P1 and the second position P2 of the moveable arm 226 with dotted lines.
  • the moveable arm 226 retracts towards the second position P2, this moves the gripper 232 and the second end portion 214 towards the towboat 200 and the securing mechanism 300.
  • the moveable arm 226 retracts a predetermined distances D1 .
  • the moveable arm 226 in some examples retracts telescopically from the first position P1 to the second position P2.
  • the operator can determine the distance D1 during the line handling method.
  • the operator may determine that the person 402 on the quay may need more slack in the second end portion 214 of the mooring line 120. The operator may then retract the moveable arm 226 closer to the securing mechanism 300.
  • the towboat 200 presents the second end portion 214 of the mooring line 120 for handling once the second end portion 214 of the mooring line 120 is moved into the second position P2.
  • the towboat 200 then presents the second end portion 214 of the mooring line to a person 402 on the shore 106 for manual handling.
  • the moveable arm 226 retracts from the first position P1 to the second position P2 the mooring line 120 slackens between the second end portion 214 and the secured mid-portion 216. In this way, the tension is reduced between the second end portion 214 and the secured mid-portion 216. This means that the tension between the first end portion 212 of mooring line 120 and the secured mid-portion 216 is greater than the tension between the secured mid-portion 216 and the second end portion 214 of the mooring line 120.

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  • Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Farming Of Fish And Shellfish (AREA)
  • Mechanical Means For Catching Fish (AREA)
  • Storing, Repeated Paying-Out, And Re-Storing Of Elongated Articles (AREA)
  • Other Liquid Machine Or Engine Such As Wave Power Use (AREA)
  • Bridges Or Land Bridges (AREA)

Abstract

La présente invention concerne un procédé de manipulation d'une ligne d'amarrage (120) ayant une première partie d'extrémité (212) fixée à un navire (102) comprenant la capture d'une seconde partie d'extrémité (214) d'une ligne d'amarrage (120) avec un bras mobile (226) monté sur un bateau de remorquage (200). Le procédé comprend également la fixation d'une partie médiane (216) de la ligne d'amarrage (120) entre la première partie d'extrémité (212) et la seconde partie d'extrémité (214) par rapport au bateau de remorquage (200). Le procédé comprend en outre le déplacement de la seconde partie d'extrémité (214) de la ligne d'amarrage (120) d'une première position à une seconde position tandis que la partie médiane (216) de la ligne d'amarrage (120) est fixée au bateau de remorquage (200).
EP20753294.6A 2019-07-15 2020-07-15 Procédé et dispositif de manipulation de ligne d'amarrage Withdrawn EP3999409A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DKPA201900878A DK180450B1 (en) 2019-07-15 2019-07-15 A method and device for handling a mooring line
PCT/EP2020/070008 WO2021009233A1 (fr) 2019-07-15 2020-07-15 Procédé et dispositif de manipulation de ligne d'amarrage

Publications (1)

Publication Number Publication Date
EP3999409A1 true EP3999409A1 (fr) 2022-05-25

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EP20753294.6A Withdrawn EP3999409A1 (fr) 2019-07-15 2020-07-15 Procédé et dispositif de manipulation de ligne d'amarrage

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US (1) US20220126956A1 (fr)
EP (1) EP3999409A1 (fr)
JP (1) JP2022541224A (fr)
KR (1) KR20220031105A (fr)
CN (1) CN114096460A (fr)
AU (1) AU2020313352A1 (fr)
BR (1) BR112022000736A2 (fr)
CA (1) CA3146782A1 (fr)
DK (1) DK180450B1 (fr)
WO (1) WO2021009233A1 (fr)

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2568535B (en) 2017-11-20 2020-12-02 Svitzer As Line handling system for coupling together lines on a tugboat
GB2568533B (en) 2017-11-20 2020-12-02 Svitzer As Tugboat having a line handling system
GB2568534B (en) 2017-11-20 2020-12-02 Svitzer As Tugboat with a moveable line guide mechanism

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Also Published As

Publication number Publication date
JP2022541224A (ja) 2022-09-22
DK201900878A1 (en) 2021-04-21
KR20220031105A (ko) 2022-03-11
BR112022000736A2 (pt) 2022-06-14
CN114096460A (zh) 2022-02-25
CA3146782A1 (fr) 2021-01-21
WO2021009233A1 (fr) 2021-01-21
DK180450B1 (en) 2021-04-29
AU2020313352A1 (en) 2022-02-24
US20220126956A1 (en) 2022-04-28

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