KR200428826Y1 - ?-shape Barge - Google Patents

Abstract

The present invention, by the hull structure having a lateral protrusion and a close protrusion, can compensate for the buoyancy lacking when loading the super-heavy goods, can realize the sea transportation while maintaining the ship safety, the shape with the gravity-based structure It is intended to provide a T-shaped barge that can easily hold the unloading position through the enemy fitting method.

The T-shaped barge of the present invention has a hull structure 10 for loading and unloading a topside corresponding to a super-heavy weight in an offshore facility, wherein the hull structure 10 is in the course of loading or installing the upper facility. A base hull portion 11 having a submersible ballast tank and a machine room; A pair of side protruding portions 12 and 13 protruding integrally from both sides of one end of the basic hull portion 11 to have a spunson shape; It consists of a close contact protrusion 14 protruding to have a distance (P2) relatively smaller than the protruding distance (P1) of the side projections (12, 13) in the side of the base hull, weight-based type to unload the upper facility The geometric fit can be performed in an interior space defined by the topographical structure of the structure.

Cargo, barges, spawning, fender zones, gravity-based structures

Description

T-barges {Ｔ-shape Barge}

1 is a perspective view illustrating a barge and a load out method according to the prior art.

2 is a plan view of a T-shaped barge according to an embodiment of the present invention.

3 is a cross-sectional view taken along the line A-A shown in FIG. 2.

4 is a cross-sectional view taken along the line B-B shown in FIG. 2.

FIG. 5 is a cross-sectional view taken along the line C-C shown in FIG. 2.

6 is a perspective view for explaining a method of using the T-shaped barge shown in FIG.

            <Description of the symbols for the main parts of the drawings>

10: hull structure 11: basic hull part

12, 13 side projection 14: close contact

5, 6, 7, 8: 1st to 4th pillars 20, 30, 40: 1st to 3rd fender zones

The present invention relates to a T-shaped barge that carries a bulk-assembled super-heavy goods on land stably.

Generally, offshore facilities associated with crude oil include fixed or floating offshore platforms, oil-drilling platforms, drilling rigs, and the like.

Looking at the configuration of the offshore oil-related facilities, the lower hull (hullside) corresponding to the submerged portion usually; In contrast to the concept of the upper side (topside) consisting of a variety of drill equipment, oil processing equipment, accommodation, workshop, etc. located on the upper side; It can be divided into an interface that connects the lower hull facility and the upper facility.

In particular, marine facilities remain stable and free from overturning in harsh natural environments such as high-speed sea winds, frightening waves, storms, heavy floating icebergs, and more, beyond the imagination that can exist around oil fields or oil wells. There is a Gravity Base Structure (GBS).

Gravity-based structures have a plurality of concrete columns erected on the foundation fixed to the sea floor, such as continental shelf, to maintain stability at the heavy weight of the installation itself.

At the top of each column is an overhead plant, which is functionally equivalent to offshore plant platforms, which includes all the facilities for oilfield development, drilling, etc., with a heavy weight (eg 27,000 tonnes).

The barge of the prior art, as shown in Figure 1, has a flat one-shaped hull (1), the hull length (L) corresponding to the distance between the fore and stern for the cargo load capacity and corresponding buoyancy generation And the hull width W in the direction perpendicular thereto.

Prior art barges are constructed to have hull lengths (L) and hull widths (W), taking into account only the weight of the cargo (2) to be transported. ) Cannot be used because of the constraints of the

For example, when the cargo must be loaded using the load-out method according to the characteristics of the super-heavy weight, and the distance between the pillars of the gravity-based structure corresponding to the place where the cargo is to be unloaded is set to 47.2m, the hull width (W) It is restricted to produce about 45m. Here, the load-out method means a method in which a cargo is pushed to a hull 1 such as a barge on a land such as a quay wall 3.

In particular, when the cargo 2 is the above-mentioned super-heavy weight (for example, 27,000 tons), it is difficult to bear the instantaneous weight at the time when the cargo 2 is pushed up to about 45 m of the hull width W, and the hull 1 ) Is difficult to maintain stability.

This is because the moment when the cargo 2 is pushed on the hull 1 from the inner wall 3, a relatively large weight is momentarily applied to one end portion 1a of the hull 1, and for this reason, the hull 1 ), There is no way to solve the problem of local buoyancy near the quay wall (3).

In addition, the conventional barge is additional equipment or equipment for cargo installation, such as a number of in-position devices, installation guide equipment, position fixing structure for seating the cargo (2) to the final target point (hereinafter referred to as 'additional equipment') ) Should be provided on the top of the hull 1, but the hull width W is predetermined as mentioned above, so that the loading space of the additional equipment other than the cargo 2 is relatively insufficient.

In addition, the conventional barge has a disadvantage that can be precisely precisely performed in a precise position in order to accurately position and install the cargo loaded on the barge at a specific position on the sea after arriving at the final destination of the cargo. There is this.

Accordingly, an object of the present invention for solving the above-mentioned problems is, by the hull structure having a side protrusion and a close protrusion, it is possible to compensate for the buoyancy that is lacking in loading super-heavy goods, and to maintain the ship safety It is possible to provide a T-shaped barge that can realize transportation and can easily hold the unloading position through the form-fitting method with the gravity-based structure.

An object of the present invention as described above, in the T-shaped barge having a hull structure for loading and unloading the topside corresponding to the ultra-heavy weight in the marine facilities, the hull structure, the loading or A basic hull unit having a submersible ballast tank and a machine room during installation work; A pair of side protrusions protruding integrally from both sides of one end of the basic hull portion to have a spunson shape; Including a close contact protrusion projecting to have a distance relatively smaller than the protruding distance of the side projection portion in the side of the base hull, the shape fit in the inner space defined by the topographic structure of the weight-based structure to unload the upper facility Achieved by a T-barge characterized by performing a tailoring.

Further, a plurality of first to sixth fender blocks for forming the first to third fender zones are arranged and formed in place of the hull structure in an upper row and a lower row.

Hereinafter, exemplary embodiments of the present invention will be described with reference to FIGS. 2 to 6.

As shown in FIG. 2, the T-shaped barge of the present invention has a hull structure 10 in which a basic hull portion 11, a pair of side protrusions 12 and 13, and a close protrusion 14 are integrally formed. .

The hull structure 10 has a flat top surface, and is manufactured by a conventional ship building technique so that buoyancy can be generated in a barge system.

The hull structure 10 is formed to anchor or moor while contacting at least six or a plurality of points in the first to fourth pillars 5, 6, 7 and 8 corresponding to the gravity-based structure.

For example, a gravity-based structure is designed for a specific oil field, such that the second pillar 6 of the first to fourth pillars 5, 6, 7, and 8 has a relatively large diameter, but has a rectangular arrangement. Accordingly, the inner space of the first to fourth pillars 5, 6, 7, 8 may be formed in a symmetrical or asymmetrical shape.

The topographical or geometrical situation of the first to fourth pillars 5, 6, 7, and 8 acts on the conventional barge with the problems and difficulties mentioned in the prior art, but in the hull structure 10 of the present invention. It allows for a shape fit.

In addition, the upper portion of each of the first to fourth pillars (5, 6, 7, 8) is formed with a cone-shaped fitting portion, respectively, on top of the 27,000 ton-class upper installation (not shown) When mounted, the cone-shaped recessed groove of the lower portion of the upper equipment and the cone-shaped fitting protrusion are automatically centered by mutual sliding treatment and shape treatment so that they can be accurately positioned.

The base hull portion 11 has a distance L1 between bows formed relatively longer than its width distance W1 (eg, 45m). The base hull portion 11 may be manufactured to have a hull power structure of no power or power type, and may further include a corresponding facility for connection with various tugboats.

In addition, the upper surface of the base hull portion 11 has a plurality of rails so that the upper equipment can be loaded by pushing. The base hull portion 11 further includes a conventional ballast tank, a machine room, etc., which can be submerged during the loading or installation work of the upper equipment, corresponding to the float over method.

The pair of side projections 12, 13 of the present invention, ① ensures the stability (stability) against wind load; ② supplement and reinforce buoyancy at one end of the hull structure (10); (3) realize sea transportation while maintaining ship safety; ④ perform geometric occlusion in gravity-based structures to easily unload or install upper installations without additional complicated position adjustments; ⑤ It can play a role to provide free space to mount additional equipment for installation of upper equipment.

In order to realize these roles, the side protrusions 12 and 13 are formed to protrude integrally from both side surfaces of one end of the base hull 11.

At this time, the side protrusions 12 and 13 protrude from one end of the base hull portion 11 to have an English T-shape.

The barge of the present invention having a T-shape as described above ensures stability against wind loads while the superstructure, which is super heavy, is mounted at the shipyard. For reference, the super heavy equipment to be transported in the present invention has a height of about 30 stories.

On the other hand, the close contact portion 14 protrudes from the side surface of the base hull portion 11 to have a distance P2 relatively smaller than the projecting distance P1 of the side protrusions 12 and 13.

The close contact portion 14 extends by a finite extension distance in the direction between the bow and stern with the side surface of the other side projection 13 as a starting point.

At this time, the finite extension distance of the contact protrusion 14 is determined in consideration of the distance between the center of the second pillar (6) and the third pillar (7), the end point of the contact protrusion (14) to the second pillar (6) It means the distance not to touch.

The end point portion of the contact protrusion 14 is preferably formed in a wedge shape. This can disperse any shocks that may occur when the barge of the present invention enters between the third column (7) and the fourth column (8), and the center of the barge of the present invention and the third column (7) It can be matched to the center between the fourth pillar (8), and serves to induce a smooth entry.

On the other hand, the first corner space 15 is formed around the side where the side projection portion 12 and the base hull portion 11 of the side meet at a right angle.

In addition, a second corner space 16 is formed around the side where the side protruding portion 13 and the close protruding portion 14 meet at right angles.

The hull structure 10 of the present invention can compensate for the buoyancy insufficient by the pair of side protrusions 12 and 13 at the moment of loading the upper equipment according to the load-out method, and the first and second corner spaces ( 15 and 16, respectively, contact each other at two points per third pillar 7 or fourth pillar 8, and shapely fit as they contact each other at one point of first pillar 5 or second pillar 6, respectively. By realizing the customized method, the unloading position can be easily set.

The hull structure 10 of the present invention has a first, second, and third fender zone 20, which is a kind of fender, in contact with the first to fourth pillars 5, 6, 7, and 8, respectively. , 30, 40) (fender zone).

6 types to be used for each of the first, second, and third fender zones 20, 30, and 40 shown in FIGS. 3 to 5, that is, the first to sixth fender blocks 21, 23, 31, 33, 41, and 43. Has

The first to sixth fender blocks 21, 23, 31, 33, 41, and 43 are designed differently according to the use places in consideration of natural conditions such as wind, waves, waves, and tides and the momentum of the hull structure 10. .

In addition, the materials of the first to sixth fender blocks 21, 23, 31, 33, 41, and 43 are basically selected from materials having excellent durability, abrasion resistance, oil resistance, fatigue resistance, and creep resistance. It is desirable to.

For example, in the case of classification by the hardness of the material, the soft second, fourth, and sixth fender blocks 23, 33, and 43 and the hard first, third, and fifth fender blocks 21, 31, 41), and the reason is that the hull structure 10 is generated by generating a multi-stage (for example, two-stage) buffering force so as to sufficiently and stably cope with the external force generated by the swing of the hull structure 10. And all of the first to fourth pillars 5, 6, 7 and 8.

Hereinafter, the first, second, and third fender zones 20, 30, and 40 will be described in more detail individually.

As shown in FIG. 2, starting points 28 and 29 of the first fender zone 20 corresponding to the left and right sides of the base hull portion 11 extend inclinedly toward the center line between the fore and the fore, respectively. It is formed in the protruding state, and prevents the bow side angled corner portion of the basic hull portion 11 from directly contacting the third pillar 7 or the fourth pillar 8.

As shown in FIG. 3, the first fender zone 20 serves to primarily cushion the hull structure 10 between the first pillar 5 and the second pillar 6. It is formed symmetrically on both sides of the base hull portion (11).

That is, the first fender zone 20 is arranged and installed to have a plurality of upper row and lower row along the direction of bow stern while maintaining parallelity at the upper and lower edges of the upper side edge of the basic hull portion 11. It has fender blocks 21 and 23.

At this time, the first and second fender blocks 21 and 23 are supported by pedestals 22 and 24 provided at the upper edges of the base hull 11.

Here, the first fender block 21 of the upper row is a relatively high hardness material (for example, hard rubber resistant to salt or a buffer material equivalent thereto), has a hexahedral block shape, and is formed with a relatively low side protrusion height. have.

In addition, the second fender block 23 in the lower row is a material having a relatively low hardness (eg, a soft rubber that is resistant to salt or a buffer material equivalent thereto), and has a trapezoidal block shape and is formed with a relatively high lateral protrusion height. have.

As shown in FIG. 4, the second fender zone 30 serves as a secondary cushion for the hull structure 10 between the third pillar 7 and the fourth pillar 8. It is arranged and formed symmetrically in the basic hull part 11 and the close_contact part 14.

That is, the second fender zone 30 has a plurality of third and fourth fenders installed along the direction between bows while maintaining parallelity at upper and lower edges of upper edges of the base hull portion 11 and the close contact protrusions 14, respectively. Blocks 31 and 33; It consists of pedestals (32, 34) provided at the upper edge of each of the base hull portion 11 or the close contact projections 14 to support the third and fourth fender blocks (31, 33).

In particular, the third fender block 31 in the upper row has the same material and shape as the first fender block 21 except that the third fender block 31 is formed to be smaller than the volume of the first fender block 21 described above with reference to FIG. 3. have. Such a third fender block 31 provides economics to the present invention and, as the contact surface corresponding to the side of the third fender block 31 is relatively reduced compared to the first fender 21, And give the hull structure 10 a relatively free movement.

As illustrated in FIG. 5, the third fender zone 40 is installed at each of the side protrusions 12 and 13 in the direction of the bow stern, and may be directly contacted when the hull structure 10 moves in the advancing direction. In order to stably perform the cushioning role for the pillar 7 or the fourth pillar 8 in a third manner.

That is, the third fender zone 40 protrudes in the outer surface direction at the same position as the height of the upper edge portions of the side protrusions 12 and 13 and the fifth fender block 41 made of a relatively high hardness material. ; A sixth fender block 43 protruding from the fifth fender block 41 vertically and having a lower hardness than the fifth fender block 41; Pedestals 42 and 44 formed to have high rigidity by laminating and welding a plurality of long-edge reinforcing beams at upper edges of the side protrusions 12 and 13 to support the fifth and sixth fender blocks 41 and 43. )

Referring to FIG. 5, the third fender zone 40 is formed of a material of low hardness, that is, a soft sixth fender block 43 is arranged above and a hard fifth fender block 41 is arranged below. .

On the contrary, referring to FIGS. 3 and 4, the first and second fender zones 20 and 30 respectively include the first and third fender blocks 21 and 31 made of hard material on the upper side and are made of soft material. 2, the fourth fender block (23, 33) is arranged in the lower side is opposite to the third fender zone (40).

This alternative arrangement relationship can effectively dampen the agitation load or external force generated by the swing, as it corresponds to the swing characteristic between the bow and stern direction of the hull structure 10 and the width swing characteristic, respectively. Can be moored or anchored stably.

As shown in FIG. 6, the barge of the present invention has a pair of side protrusions 12 and 13 formed on the basic hull portion 11 of the hull structure 10 so as to have a 'T' shape. As the close contact portion 14 is formed in the second corner space 16, the shape in the inner space defined by the topographic structure such as the gravity-based structure or the first to fourth pillars 5, 6, 7, 8, etc. The fitting method can be realized, and the correct position can be automatically obtained.

In this state, the super heavy equipment, which has been mounted and transported, is mounted on the upper portions of the first to fourth pillars 5, 6, 7, and 8 according to the float-over method without any detailed and complicated position or posture adjustment. You can install it.

The T-shaped barge of the present invention configured as described above can securely load the super-heavy upper equipment through the load-out method as it secures stability by supplementing and reinforcing buoyancy with a pair of side protrusions such as a spunson shape. There is an advantage.

In addition, the T-shaped barge of the present invention is provided with various fender zones to generate a multi-stage buffering force to respond sufficiently and stably to the external force generated by the swing of the hull structure, to protect the hull structure and gravity-based structure There is an advantage to this.

In addition, the T-shaped barge of the present invention further forms a close contact with the hull structure of the 'T' shape or side protruding type, and can realize marine transportation while maintaining the ship safety, and with the gravity-based structure It is possible to fit the shape, there is an advantage that can easily hold the unloading position.

Claims (4)

In barges having a hull structure for loading and unloading topsides corresponding to super-heavy goods in marine facilities, The hull structure is, A basic hull part having a ballast tank and a machine room which can be submerged during the loading or installation work of the upper facility; Side projections protruding from one end of the basic hull portion to both sides so that the barge has an English T-shape; A close protruding portion protruding from the side of the base hull portion to have a distance relatively smaller than the protruding distance of the side protruding portion; First fender zones symmetrically disposed on both sides of the base hull portion; A second fender zone disposed at an upper edge of each of the base hull portion and the close contact protrusion portion; Including; a third fender zone formed in the direction between the bow and stern in each of the side protrusions, T-shaped barge, characterized in that to perform a shape-fitting method in the inner space defined by the topographic structure of the weight-based structure to unload the upper facility. The method of claim 1, The first fender zone is, A first fender block disposed at a top edge of the base hull in a plurality of ships along a bow stern direction to form an upper row; A second fender block disposed in parallel with the first fender block to form a lower row, the second fender block having a lateral protrusion height higher than that of the first fender block; Pedestal for supporting the first and second fender block at the upper edge of the base hull portion; T-shaped barge, characterized in that it comprises. The method of claim 1, The second fender zone, A third fender block disposed along a stern between the bows to form an upper row; A fourth fender block disposed in parallel with the third fender block to form a lower row; Pedestal for supporting the third and fourth fender block at the upper edge of the base hull portion and the close contact protrusion; Side T-shaped barge, characterized in that it comprises a. The method of claim 1, The third fender zone, A fifth fender block protruding toward an outer surface at a position coinciding with a height of an upper edge portion of the side protrusion; A sixth fender block protruding more than the fifth fender block at a position vertically above the fifth fender block; A pedestal formed by laminating and welding a plurality of long-edge reinforcement beams at upper edges of the side protrusions to support the fifth and sixth fender blocks; T-shaped barge, characterized in that it comprises.

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