KR20160043931A - Drillship - Google Patents

Abstract

"Drill ship"
The invention relates to a drill string comprising a hull (2) extending along a longitudinal axis (X) between a bow (3) and a stern (4). Such a vessel 1 comprises at least three separate operating zones distributed between the bow and stern along the axis X: a first operating zone 10 of the ship management, in which the safety and evacuation means are stored; A second working zone (20) of drilling; And a third working zone 30 of power generation. The second operating zone and the third operating zone are connected to the first operating zone by two longitudinal side corridors 41 and 42 and are formed below the main deck and are located on the sides of the ship sides 5 and 6 . The two longitudinal corridors 41, 42 are connected to one another transversely by one or more transverse corridors 51, 52, 53 extending from one ship side to the other one below the main deck do.

Description

Drill {DRILLSHIP}

The present invention is particularly directed to drilling lines dedicated to exploration and development of buried layers of hydrocarbons or other energy and mineral resources.

The drill rig according to the invention is particularly for operation in deep (over 450 m) and deeper (over 1,500 m) water.

Drill ships are a type of marine facility specialized in drilling underwater fields at depths above 3000 meters below sea level. Typical operational activities for such facilities consist of searching for and preparing for future use by natural gas and other offshore installations specialized in the production of crude oil.

In general, the drill rigs include at least three separate operating zones distributed between the bow and stern along the longitudinal axis of the ship longitudinal direction.

The first operating zone is used for vessel management. These areas, which are usually located on the athlete, are the locations where the crew's residence is located, and safeguards and means of evacuation are stored.

The second operating zone is for a drilling rig. In particular, at least one drilling tower is installed in this area and a drilling aperture (known in the art as a moonpool) is formed through the hull. The drill tower is used to support drill strings and to operate them through the apertures of the hull described above. Such a second operating zone is usually located at the center of the ship.

A third working area, usually located at the stern, is used for power generation for propulsion of the ship. All electrical generation and propulsion systems are concentrated in this third area.

From a planned point of view, the flow of technical personnel is horizontally deployed from the crew accommodation area of the athlete to the control room of the system required to operate the drilling rig and well system in the central part of the ship and the ship in the stern area.

With regard to the efficiency of the marine system, it is very important to connect the three aforementioned areas for the efficient transport of people and plant components, and the wide and fast horizontal connection corridors protected from the weather elements.

In addition, in order to ensure the maximum safety of personnel in the event of an accident at the central part of the ship, regulatory bodies in the drilling rig require that at least one protected path leading to the evacuation means stored in the first operating zone be provided.

It is known that the drill rigs are formed under the main deck and have two longitudinal side corridors extending beside the ship side. The two corridors connect the drilling zone and the power generation zone to the first operating zone and ensure the mobility of the crew within the ship. Additionally, in the event of an accident in the drilling area, they become two completely independent escape routes to the first operating zone (where the safety and evacuation means are stored).

The independence of the two corridors has advantages and disadvantages. The advantage is that the other corridor remains available to allow evacuation of the personnel towards the first operating zone, in the event of a serious accident affecting one of the corridors-for example in a drilling zone at the center of the ship . The disadvantage is that the personnel of the side of the ship affected by the accident are at the stern of the accident, finding the obstructed escape corridors and decking the decks (exposing themselves to danger) Is to be forced to come up, or to waste valuable time by reaching the stern 's development zone and then using other longitudinal corridors.

The present invention is intended to provide a drill rig, and in particular to provide a drill rig to explore and develop resources.

It is therefore an object of the present invention to eliminate or at least reduce the drawbacks of the above-mentioned prior art by allowing the crew to use the drill rig to quickly and safely reach the ship's first operating zone in the event of an accident at the center of the ship .

Another object of the present invention is to make use of a drill rig to ensure at least two independent escape routes in the event of a fire.

It is a further object of the present invention to make use of drill rigs which make it possible to achieve the above-mentioned objects by means of simple construction means.

Technical features of the present invention will become apparent from the following detailed description of the present invention when taken in conjunction with the accompanying drawings, in which: Will become more apparent from the following detailed description when taken in conjunction with the accompanying drawings.
1 shows a side view which is a partial cross-section of a drill rig according to a particular embodiment of the present invention;
2 shows a plane cross-sectional view of the ship shown in Fig. 1 beneath the main deck in accordance with plane II-II shown therein;
3 shows a cross-sectional view of a portion of the vessel shown in Fig. 2 taken along plane III-III shown therein; Fig.

With reference to the accompanying drawings, reference numeral 1 generally designates a drill rig according to the present invention.

In addition and in the description and claims hereafter and hereinafter, the reference will be made to the vessel 1 for convenience. Therefore, references to high or low position or horizontal or vertical orientation should be understood in this sense.

According to a general embodiment of the present invention, a drill ship 1 (i.e. a ship) comprises a hull 2 extending along a longitudinal axis X between a bow 3 and a stern 4.

2, the vessel 1 comprises at least three separate working zones 10, 20, 30 distributed between the bow and stern along the axis X, i.e. the vessel comprises:

A first operating zone 10 of the ship management, in which safety and evacuation means 12 (lifeboats) are stored;

- a second operating zone (20) for drilling, in which at least one drilling tower (21) is installed and a borehole (22) penetrating the hull (2) is formed; And

- a third operating zone (30) of the power generation for propulsion of the ship, in particular all power generation and propulsion systems are concentrated in said third zone.

In particular, as shown in Fig. 1, the first operating zone 10 preferably includes a bowed superstructure 11 extending over the various decks. In particular, such a first operating zone also includes a seating area of the crew.

2, the second operating zone 20 (drilling) and the third operating zone 30 (power generation) are arranged in two longitudinal directions extending next to one of the two sides 5, 6 of the hull (Equipped with safety and evacuation means) by the side corridors 41, 42 of the vehicle.

The longitudinal lateral side corridors 41, 42 are formed below the main deck to create a path that is protected from any accidents that occur on the weather elements or the main deck. The expression "below the main deck" is understood to include both the case where such longitudinal corridors are formed on the first deck just below the main deck and the case where such corridors are formed on further decks.

Operatively, such two corridors 41 and 42 are the main transport paths within the ship from the forehead to the stern from a planned viewpoint.

According to the invention, the two longitudinal corridors (41, 42) are interconnected by one or more transverse corridors (51, 52, 53) extending from one side of the ship to the other, do.

Such one or more transverse corridors 51, 52 are also formed below the main deck to create a path protected from the elements or from any accidents occurring on the main deck. The expression "below the main deck" is understood to include both the case where such a transverse corridor is formed on the first deck just below the main deck and the case where such corridors are formed on further decks.

The term "corridor" is understood to mean a continuous dedicated space for transportation and there are no obstacles along the space, except for most doors provided with naval designs such as waterproof doors or fire doors.

The one or more of the transverse corridors 51, 52 and 53 described above directly interconnects them across the two lateral corridors 41 and 42, and passes through areas for which personnel are not specifically intended to be transported And thereby avoiding encountering unexpected obstacles, increases the mobility of the crew within the vessel. Thus the presence of such one or more corridors allows for a faster movement from one lateral longitudinal corridor to the other.

Thus, compared to conventional ships, thanks to the transverse corridors described above, secondary transport paths are created that are protected from meteorological elements and from any accidents on the main deck.

This increased mobility significantly improves safety on board and can be avoided by evacuating the first operating zone (equipped with safety and evacuation means) in the second operating zone 20 (drilling) and the third operating zone 30 It greatly facilitates the operation.

In the event of a serious accident at the center of the ship affecting one of the two longitudinal longitudinal corridors, for example in the case of a fire, the side of the ship affected by the accident, Personnel can safely reach corridors on other side longitudinal corridors using the first transverse corridor. Unlike conventional drill rigs, the transverse corridors 51, 52 and 53 allow personnel in the above-mentioned emergencies to land on the main deck (exposing themselves to danger) or reach other longitudinal corridors The ship is no longer forced to pass through another operating area of the ship (and also to be evacuated). Thanks to the invention, it is avoided that persons are forced to pass through areas that are not specifically targeted for transport, and prevent traffic congestion. Therefore, the evacuation time is greatly reduced.

The presence of the aforementioned transverse corridors significantly improves the general operation of the ship. In fact, thanks to such transverse corridors, the end areas of the athlete and the stern and the operational and technical offices located below the main deck can be reached sooner.

According to a preferred embodiment shown in the accompanying drawings, the at least three working zones described above are arranged as follows.

The first operating zone 10 (equipped with safety and evacuation means) is located at the bow;

The second operating zone 20 (drilling) is located at the center of the ship; And

The third operating zone 30 (power generation) is located at the stern.

The arrangement of the first operating zone 10 on the bow functions to have a zone which equips the safety and evacuation means as far as possible from the zones which are the subject of the accident.

The arrangement of the second operating zone 20 of the drilling rig with respect to the center of the ship serves for the operation of the drilling rig and the stability of the ship itself.

The arrangement of the third working zone of the power station with respect to the stern is generally related to the position of the propulsion units in the stern.

More specifically, referring to the specific arrangement of the three operating zones detailed above, as shown in FIG. 2, the vessel 1 comprises two transverse end corridors 51, 52, :

A first end corridor 51 positioned between the first operating zone 10 and the second operating zone 20;

And a second end corridor (52) located between the second working zone (20) and the third working zone (30).

Preferably, as shown in Figure 2, each two longitudinal side corridors 41, 42 are located at least at the ship's center and preferably comprise a second drilling operation zone 20, Extends as much as the entire longitudinal extent of the section.

2, the two transverse end corridors 51 and 52 have two longitudinal side corridors 41 and 42 connected to the bow 41a and 42a and the sterns 41b and 42b, Are connected to each other to form a loop path at their respective ends. The two transverse end corridors (51, 52) are positioned between two different working zones without passing over them.

Therefore, the continuous path is created to be conveniently used by the crew and structurally reduces the intrusion to other working areas of the ship located below the main deck.

According to one embodiment, which is not shown, the two longitudinal side corridors 41, 42 can extend longitudinally within the working areas in the stern and bow beyond the end transverse corridors 51, 52 .

According to alternative embodiments, the three aforementioned operating zones (not shown in the attached drawings) may be arranged differently. In particular, one embodiment may be provided in which the third operating zone 30 (power generation) is located at the center of the ship and the second operating zone 20 (drilling) is located at the stern.

Preferably, as shown in FIG. 2, the vessel 1 comprises at least one central transverse corridor 53 located between two transverse end corridors 51, 52. Such at least one central transverse corridor (53) passes through a working area located at the center of the vessel, the location of which is a strategy for personnel movement.

Advantageously, if the operating zone located at the center of the vessel is the second operating zone 20 of the borehole, such at least one central transverse corridor 53 is assumed to be of a particularly strategic nature. In view of the risk of occurrence of serious accidents, the second operating zone 20 (drilling) is considered to be the most dangerous considering the risk of the materials (hydrocarbons) to be treated.

Thus, the one or more central transverse corridors 53 described above create secondary transport paths that divide the operating area located at the ship's center into sub-areas. This significantly increases the likelihood that the personnel will safely move between one lateral longitudinal corridor of the ship's central portion and the other.

In the preferred case, the operating zone located at the center of the vessel is the second operating zone 20 of the drilling, and at least one such transverse corridor 53 is located at the bow or stern relative to the borehole 22.

In particular, as shown in FIG. 2, the vessel 1 includes a hold 23 for a drill string inside a second working zone 20. The hold (23) is formed between the borehole (22) and the first operating zone (10). The dock 23 is connected to the first operating zone 10 (in particular the vessel safety and evacuation means 12) and the heart of the second operating zone 20 (which is referred to as the drilling tower 21) Thereby creating a safe zone between the two.

Preferably, at least one transverse corridor 53 as described above is formed between the borehole 22 and the holder 23.

In alternative embodiments (not shown in the accompanying drawings), the vessel 1 may include two or more central transverse aisles, as well as aft of the borehole 22.

In accordance with the preferred embodiment shown in the accompanying drawings, each end corridor 51, 52 or central 53 is provided with one or more fire doors 54. The presence of fire doors prevents shorting of two side longitudinal corridors (41, 42) connected by transverse corridors in case of fire. The fire doors 54 intercept the transverse corridors and thus ensure the independence of the entire longitudinal side corridors 41, 42 in the case of fire and smoke generation.

Preferably, the two longitudinal side corridors 41, 42 are on the same deck.

Preferably, the one or more transverse corridors 51, 52, 53 described above are arranged on the same deck of the two longitudinal side corridors 41, 42 to produce a complete level of escape and transport path have.

In accordance with alternative embodiments, two longitudinal side corridors (41, 42) (not shown in the accompanying drawings) may be located on other decks and may be located on two or more decks May be connected by one or more of the transverse aisles 51, 52, 53 described above.

Embodiments may be provided for the two longitudinal side corridors 41, 42 located on the same deck, and may be provided by one or more of the above-mentioned crossings extending over two or more decks by the stairways And may be connected by the corridors 51, 52 and 53.

According to a preferred embodiment shown in the accompanying drawings, the vessel 1 is provided with a first hull 2 to define a double hull structure forming a structural barrier for protecting the side gaps on each ship side 5, And a second hull (200) located inside the hull. As shown in Fig. 2, the two longitudinal lateral side corridors 41, 42 extend longitudinally along the second hull 200 on the inner side of the ship.

Advantageously, the presence of structural barriers protecting the ship sides from the double hull and, therefore, the side gaps, makes it possible to eliminate watertight compartments corresponding to each watertight bulkhead along the longitudinal side corridors, Thereby significantly reducing obstacles to transport within such corridors. Each longitudinal corridor 41, 42 may define a continuous path without intermediate barriers comprising watertight doors.

The present invention makes it possible to achieve some of the many previously described advantages.

The drill rig according to the invention has a structure in which in case of an accident the personnel can reach the first operating zone of the vessel in which the safety and evacuation means are stored faster and more safely than the conventional drill rigs.

The corridor structure according to the present invention can be used to provide services for fast and efficient transportation of human and technical materials (drilling and production operating zones) of the operating area of the overall technical / navy unit, and lifting boats To define a main transfer and escape circuit with a dual function of fast and affordable escape for all persons to be transported.

In particular, the drill rigs according to the invention continue to ensure that such escape routes are independent of each other in the case of fire, while providing direct interconnections between corridors in the lateral longitudinal direction.

In particular, the presence of at least one central transverse corridor 53 passing through the operating zone located in the center of the vessel makes it possible to divide such operating zones into strategic sub-zones for the movement of personnel. This significantly increases the likelihood that the personnel will safely move between one side-longitudinal corridor and the other at this central portion of the ship.

The vessel according to the invention makes it possible to achieve the above-mentioned objects by means of simple construction means. The transverse corridors between the lateral longitudinal corridors do not actually penetrate the actuating structures and do not require abrupt changes to the topography of the vessel.

Therefore, the present invention considers that it accomplishes the purposes indicated by it.

Obviously, the actual embodiments thereof may assume other forms and configurations other than those described within the scope of protection of the present invention.

In addition, all parts can be varied in terms of technical equipment parts and dimensions, and the shapes and materials used can be varied on demand.

Claims (11)

At least three (3) and at least three (3) longitudinally distributed distributions between the bow and aft along the axis X, such as a drill string comprising a hull 2 extending along a longitudinal axis X between the bow 3 and the stern 4, A vessel (1) comprising working zones (10, 20, 30), said vessel comprising:
- a first operating zone (10) of the ship management, in which safety and evacuation means (12) are stored;
- a second zone (20) for drilling, in which at least one drilling tower (21) is installed and a borehole (22) penetrating the hull (2) is formed; And
And a third operating zone 30 of power generation for propulsion of the ship, wherein the second operating zone 20 and the third operating zone 30 are formed below the main deck, , 6), which are connected to the first operating zone by means of two longitudinal lateral side corridors (41, 42)
The two longitudinal corridors 41 and 42 are connected to each other by one or more transverse corridors 51, 52 and 53 extending from one ship side to the other one below the main deck, Characterized in that it is connected to a ship. The method according to claim 1,
The first operating zone 10 is located at the bow, the second operating zone 20 is at the center of the vessel, the third operating zone 30 is at the stern, Is located between the first operating zone 10 and the second operating zone 20 and one corridor 52 is located between the second operating zone 20 and the third operating zone 30 , And two transverse end corridors (51, 52). The method of claim 2,
Wherein each of the two longitudinal side corridors (41, 42) extends over an entire longitudinal extent of the second operating area (20). The method according to claim 2 or 3,
The two transverse end corridors 51 and 52 connect the longitudinal side corridors 41 and 42 to each other at their respective ends 41a and 41b and 42a and 42b to form a loop path , Ship. In one or more of the preceding claims,
At least one central transverse corridor (53) located between the two transverse end corridors (51, 52) and transverse to the second operating area (20) and located at the bow or stern relative to the borehole ). The method of claim 5,
And a pail (23) for a drill string in the second working zone (20), the pail (23) being formed between the borehole (22) and the first working zone (10) Is formed between the borehole (22) and the holds (23). In one or more of the preceding claims,
Each transverse corridor (51,52, 53) having one or more fire doors (54). In one or more of the preceding claims,
Wherein the two longitudinal side corridors (41, 42) are on the same deck. The method of claim 8,
Wherein the one or more transverse corridors (51, 52, 53) are on the same deck as the two longitudinal corridors (41, 42). In one or more of the preceding claims,
And a second hull (200) located inside the first hull (2) to define a double hull structure forming a structural barrier to protect the side gaps of each ship side (5, 6) Wherein the side corridors (41, 42) of the ship extend longitudinally in parallel to the second hull (200) on the inside of the ship. The method of claim 10,
Each longitudinal corridor (41, 42) defining a continuous path without intermediate barriers comprising watertight doors.

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