GB2270664A - Mooring - Google Patents

Abstract

A mooring arrangement (21) is provided which is designed to allow a boat (32) to rise and fall when the level of water (31) changes due to tidal or other influences. Secured to a pile (19) or other fixed water side structure is a generally upright rail (22) to which is connected a traveller (23) which is movably connected to the rail (22) by means such as rings (25). The traveller (23) has upper and lower assemblies (26) which connect with a fender (28), the traveller including connection means (29) for securement of mooring rope(s) (30). There can be one or two rails per vessel and the rail (22) can be in the form of a channel, with the rings (25) replaced by wheel or roller assemblies. A float or fender may be connected to or incorporated in the traveller with a shock absorber between the fender and roller assembly. <IMAGE>

Description

Moorings This invention relates to a mooring for a vessel.

When a vessel, particularly, but not exclusively, a pleasure craft is tied to a jetty or other structure, such as a seal wall, pier, pontoon or the like, an arrangement of lines and fenders need to be used both to maintain the craft in position and prevent it being damaged by contact with the structure.

Figure 1 is a schematic plan view showing a typical mooring arrangement (10) whereby a boat (11) is secured to a jetty (12).

The boat (10) is basically held in position by a bow line (13), stern line (14) and (optionally) a breast line (15). To prevent the boat oscillating in the bow to stern direction a pair of springs (16) are employed. Fenders (17) are suspended by ropes (18) from the boat (11) and positioned to prevent contact between the boat and the jetty (12).

This rather complicated arrangement obviously has many draw backs, but has become an accepted fact of marine life. Apart from the need to maintain all the ropes and components in good condition, the length of the various ropes need to be changed depending on the various conditions and particular problems arise in situations where water level may rise and fall.

When the boat is in use problems of water rise and fall are not too problematically, because the users can always adjust the ropes as desired to cope with the difference in water level. When water level is likely to change a user can leave the lines relatively slack so as to accommodate variations in the level of the boat relative to the jetty. This, however, leaves the boat free to move laterally and longitudinally when the water level is high and this can cause chafing and wear and tear on the boat and fenders.

If, however, the ropes are made tight to avoid such wear there is a danger that the ropes will become over tight if the water level should fall. If the water level should rise in such a situation the boat may be unable to rise with the water and vessels with a small freeboard can be swamped. In the case of pleasure vessels which are used relatively infrequently, (particularly in winter) this can be a problem. Where tidal waters are involved, long term mooring to fixed structures is unusual for this very reason. However, it would be desirable if the disadvantage could be obviated. The problem is also relevant to the craft moored in lakes and rivers. The level of many lakes can rise significantly in winter (often to the surprise of user's) and if a boat is securely tide in Autumn so as to prevent wear during non-use in the winter the above problem can arise.

It is an object of the present invention to provide an improved mooring whereby the above disadvantages can be reduced or minimised.

The invention provides a mooring including a plurality of upright rails, a traveller movable along each rail and having attachment means.

Each rail can be an elongate member secured to structure at its top or bottom, the traveller being a ring or the like embracing the member and movable there along.

Alternatively each rail can be in the form of a track having the traveller captive thereon. The track can be a length of Isection material or a length of C-section material. The traveller can have a body which embraces or is embraced by the track. Low friction material can be used in contact with the track.

Alternatively the body can have wheels or rollers engaging the rail.

Desirably the traveller can be arranged to rise and fall with water level. A float can be connected to or incorporated in the traveller for this purpose.

The float can be a fender.

The traveller can be in the form of a carriage including two parts, each captively movable along the rail and mounting a fender between them.

The rails are desirably vertical, but can be at an angle if desired.

The invention will be described further, by way of example, with reference to the accompanying drawings wherein; Figure 1 is a plan view of a conventional mooring arrangement; Figure 2 is an end elevation showing the mooring arrangement of figure 1; Figure 3 is a view similar to that of figure 2 but illusçrating a first embodiment of mooring arrangement of the invention; Figure 4 is a perspective view illustrating part of a second embodiment of mooring of the invention; Figure 5 is a fragmentary side elevation illustrating a traveller of the mooring shown in figure 4; Figure 6 is a perspective view, showing part of the traveller in its rail; Figure 7 is a perspective sketch illustrating a further possible arrangement of rail and traveller; Figure 8 is a horizontal cross section through the arrangement of figure 7;; Figure 9 is a view similar to figure 8 but with further possible variation; Figure 10 is a vertical cross section view illustrating a further embodiment of mooring; Figure 11 is a plan view showing the mooring of figure 10 in use; and Figure 12 is a perspective view showing a component of the mooring arrangement of figure 10.

Referring now to the drawings figures 1 and 2 have already been discussed in the introduction and will not be discussed in further detail.

Figure 3 illustrates the principle of the mooring of the invention. A jetty (18) includes a plurality of piles (19) supporting a walk way (20). At each mooring (21) a pair of adjacent piles (19) are each provided with a respective rail (22) which in this embodiment is shown as a generally vertically extending bar of metal such as stainless steel or aluminium (that is to say desirably a metal which will not rust) secured to the pile (19) at its top and bottom. There can be two such rails (22) for each mooring, but in the case of larger boats three or even more may be desirable. Arranged for captive travel along the rail (22) is a traveller (23) which is in the form of a carriage having a pair of rings (25) which embrace the rail (22) and can slide along it. Each ring (25) is connected by an arm (26) to a mounting (27) at one end of a floating fender (28).

The upper arm (26) has connection means (29) to which a rope (30) or other mooring means can be connected.

The carriage and fender (28) are arranged so that floating of the fender (28) on the water (31) always keeps the fender at an appropriate level for serving its purpose between the boSt (32) and the jetty (18). When the user wishes to moor the boat it is necessary merely to connect the bow and stern lines to the means (29) and connect springs thereto in the usual manner. When the boat has been secured the relative positions of the fender and the boat are fixed what ever movements occur in the water level.

Whilst it -is possible to use a float as a fender and also have a float in the water to raise the fender to the position where it protects a craft from being damaged by contact with the jetty, it is also envisaged that the fender would be attached to the boat and rise and lower when water levels change. For example a top line could be attached between boat and fender and rise and fall as water level changes, thus keeping fender in the correct protective in relation to the boat and jetty.

There are certain other advantages. Because the relative positions of the connecting means (29) and the rope anchorage on the boat are fixed lines (30) securing the boat can be of fixed length. Although this might interfere with use of those lines in other situations where the boat is touring at different moorings there can be distinct advantages in having, for example, a fixed set of ropes which can be used for permanent tying up whilst the boat is out of use. In view of their fixed length the ropes could be in the form of lengths of steel cable or conventional ropes with fixed fasteners at their ends such as carabineers, snap links, steel rings or comparable means.t This reduces wear on the rope and ensures that the wear is taken by fittings rather than by rope.

Alternatively, if the same ropes are to be used for casual mooring as well as permanent mooring, the mooring lines can each have fasteners connected thereto, for example a simple loop in the rope or attachment can be used for the permanent fastening to the connection means (29).

Although it has not been described in detail the connection means (29) can be a ring, a pair of apertures, a bollard, cleat or any other convenient rope fastening means. Instead of the travellers forming part of the carriage which is connected to a fixed fender, it is possible for the traveller simply to be loose on the rail (22), the boat using its own portable fenders. In this case, of course, the traveller would need to be supported above the water line so it does not sink to the bottom when not in use.

However this would have the advantage that the boat owner would only have to purchase one set of fenders rather than provide the fixed set as well as the usual travelling set.

Figure 4 illustrates part of a jetty (33) which forms part of a preferred embodiment of mooring of the invention. The jetty (33) has a walkway (34) supported by piles (35). At the mooring there are secured to two adjacent piles (35) a pair of rails in the form of tracks (36) formed from aluminum alloy. The tracks (36) can be secured to the piles (35) by woodscrews or the like.

Captively mounted for travel along the tracks (36) is a carriage (37) (figure 5).

The carriage (37) constitutes a traveller and has a top bracket (38) and a lower bracket (39). The brackets (38) and (39) have respective horizontal limbs (40) (41) which connect with fittings (42) which mount a vertical shaft (not shown) which passes through a vertical central aperture (again not shown) in a fender (43). Thus, in use, the fender can roll about the shaft thus reducing chafe during longitudinal movement of a tied boat. A vertical limb of each bracket (38) (39) carries a fixed shaft (44) each of which is connected to a block which is connected to a bearing shaft (45). Each bearing shaft (45) carries a pair of races (46) outside which are wheels (47).

As best seen in figure 6 the wheels (47) are disposed within the section rail (36) and travel therealong, the wheels reducing frictional forces.

The axle could also have ordinary plastic rollers which act as runners but are not bearings or races in the technical sense because the rise and fall of the boat may not warrant expensive bearings which could attract more maintenance/replacement.

The movement (up or down) is not very quick and provided a roller movement is incorporated to facilitate motion then this may be satisfactory.

The upper bracket (38), or any structure connected thereto can be provided with connection means whereby the mooring lines can be secured-as in the arrangement of figure 3.

It will be appreciated that the invention provides a particularly simple and convenient form of mooring whereby a boat user can have a simplified number of lines of fixed length and need not worry about rising and falling water levels.

The invention is not limited to the precise details of the foregoing and variations can be made thereto.

As well as the jetty described, the invention can be applied to other jetties and to structures such as walls, piers, docks, banks, posts and comparable mooring structures.

For example, the traveller could be kept on the boat and the only fixed structure left at the mooring would be the rails. Upon approaching the mooring the user could simple attach his own traveller to the rails so as to create a mooring in accordance with the invention. This would obviate the need to leave expensive fittings connected to moorings in the absence of the boat.

Instead of the types of rail described earlier other possibilities exist. For example figure 7 and 8 show a rail arrangement wherein a rail (49) is used in connection with a traveller (50) having a C-shaped end portion (51) and a shaft (52). The traveller (50) could be connected to a fender or to a mooring rope as desired.

Figure 9 shows an arrangement wherein a rail (53) has a base web (54) a flange (55) and a generally circular sectioned body (56) with which is engaged a traveller (57) having a generally Lshaped end (58) and a shaft (59). This arrangement allows a degree of pivoting of the traveller in a horizontal plane. The travellers of Figures 8 to 9 could be of a glass-filled nylon or other low friction, hard wearing plastics material.

Figure 10 is a vertical cross sectional view through a further preferred embodiment of mooring of the invention. The mooring (58) has a hollow C-section rail (59) wheel assemblies (60) (only one shown) which form a carriage arrangement with a fender (61).

The fender (61) has a central vertical shaft (62) which is connected to respective top and bottom (63, 64). The top (63) has a body in the form of a disc (65) which is connected to the top end of the shaft (62) by a ring bolt (66). Centrally of the disc (65) is connected a piston shaft (67) of a shock absorber (68) whose cylinder shaft (69) connects with the wheel assembly (60).

A spring (70) is disposed between the piston and cylinder and the shock absorber (68) serves to reduce the amount of the supply to the rail (59) by the wheel assembly (60). The upper disc (65) also has three apertures of only one of which is shown at (71) to which mooring lines can be secured using a shackle or comparable. fastener. The bottom (64) is identical in all respects to the top bracket so that its disc (72) is not provided with the aperture (71) as securement to mooring is unnecessary at the bottom of the fender.

This embodiment works in exactly the same way as the other described embodiments. As best seen in figure 11 such an arrangement can be used in connection with a jetty (72) having piles (73) to which the rail (59) can be secured. It will be seen that a boat (74) can be secured by a bow line (75), a stern line (76) and a breast line (77) to the disc (65) and be adequately moored on a single rail using a single traveller arrangement which will allow the boat to remain tightly moored even during changes in water level.

It is also envisaged that a motion mooring may not incorporate a float or a fender but could also include just a float to keep a mooring attachment at a certain height for the boat to be moored. This would apply where a fender is not required but where attachment is: i). In a corner where it is likely that the boat would not be in contact with the jetty.

ii). In a position where the boat is not in contact with the jetty but needs to be connected to a structure to provide safe mooring in relation to the motion up or down of the water level. I refer to this as "an unfendered mooring".

Where the track has to be in several sections then a retaining and capturing bracket can be incorporated to attach each section to another and also be used to attach the track to the jetty or structure.

The above bracket could also be used to attach a single section to the jetty or structure.

Whilst it is envisaged that a "rolling" type fender would be used, it is also possible to use a "fixed eye" type of fender (ie. the type without a hole through the length of the fender but with top and bottom eyes for tying lines).

Fenders can be any size or shape.

It is also possible to attach a fender in a horizontal position attached to two rising tracks to achieve the same function.

Motion moorings could also be used on "off jetty" situations where pilings are off shore.

The track could also be a cable capable of being attached to a rising fender.

Many other variations are possible.

Claims (16)

Claims

1. A mooring including an upright rails, a traveller movable along the rail and having attachment means.

2. A mooring as claimed in claim 1, wherein there are a plurality of rails.

3. A mooring as claimed in claim 1 or 2 wherein the or each rail is an elongate member secured to structure at its top and/or bottom, the traveller being a ring or the like embracing the member and movable therealong.

4. A mooring as claimed in claim 1 or 2 wherein the or each rail is in the form of a track having the traveller captive thereon.

5. A mooring as claimed in claim 4 wherein the track is a length of I-section material or a length of C-section material.

6. A mooring as claimed in any preceding claim whereçln the traveller has a body which embraces or is embraced by the track.

7. A mooring as claimed in any preceding claim wherein the traveller has low friction material in contact with the track.

8. A mooring as claimed in any of claims 1 to 6 wherein the body has wheels or rollers engaging the rail.

9. A mooring as claimed in any preceding claim wherein the traveller is arranged to rise and fall with water level.

10. A mooring as claimed in claim 9 wherein a float is connected to or incorporated in the traveller.

11. A mooring as claimed in claim 10 wherein the float is a fender.

12. A mooring as claimed in any preceding claim wherein the traveller is in the form of a carriage including two parts, each captively movable along the rail and mounting a fender between them.

13. A mooring as claimed in any preceding claim whereinrothe or each rail is vertical.

14. A mooring as claimed in claim 3 wherein a fender is connected to the track by means of an upper arrangement which slidingly engages the track and a lower arrangement which also engages the track, the upper arrangement having means whereby one or more mooring ropes can be attached between it and a moored vessel.

15. A mooring as claimed in any preceding claim wherein a shock absorber is provided to reduce the stress applied by the traveller to the rail.

16. A mooring substantially as hereinbefore described with reference to and as illustrated in the accompanying drawings.