NO20130563A1 - Offshore supply vessels for cargo transport - Google Patents
Offshore supply vessels for cargo transport Download PDFInfo
- Publication number
- NO20130563A1 NO20130563A1 NO20130563A NO20130563A NO20130563A1 NO 20130563 A1 NO20130563 A1 NO 20130563A1 NO 20130563 A NO20130563 A NO 20130563A NO 20130563 A NO20130563 A NO 20130563A NO 20130563 A1 NO20130563 A1 NO 20130563A1
- Authority
- NO
- Norway
- Prior art keywords
- cargo
- tanks
- deck
- rail
- offshore supply
- Prior art date
Links
- 238000009423 ventilation Methods 0.000 claims abstract description 22
- 239000000126 substance Substances 0.000 description 4
- 239000007788 liquid Substances 0.000 description 3
- 239000000243 solution Substances 0.000 description 3
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 description 3
- 231100001261 hazardous Toxicity 0.000 description 2
- 150000003839 salts Chemical class 0.000 description 2
- 239000012267 brine Substances 0.000 description 1
- 238000010276 construction Methods 0.000 description 1
- 239000010802 sludge Substances 0.000 description 1
- HPALAKNZSZLMCH-UHFFFAOYSA-M sodium;chloride;hydrate Chemical compound O.[Na+].[Cl-] HPALAKNZSZLMCH-UHFFFAOYSA-M 0.000 description 1
- 231100000331 toxic Toxicity 0.000 description 1
- 230000002588 toxic effect Effects 0.000 description 1
- 238000013022 venting Methods 0.000 description 1
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63J—AUXILIARIES ON VESSELS
- B63J2/00—Arrangements of ventilation, heating, cooling, or air-conditioning
- B63J2/12—Heating; Cooling
- B63J2/14—Heating; Cooling of liquid-freight-carrying tanks
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING
- B63B25/00—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby
- B63B25/02—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby for bulk goods
- B63B25/08—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby for bulk goods fluid
- B63B25/12—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby for bulk goods fluid closed
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING
- B63B27/00—Arrangement of ship-based loading or unloading equipment for cargo or passengers
- B63B27/30—Arrangement of ship-based loading or unloading equipment for transfer at sea between ships or between ships and off-shore structures
- B63B27/34—Arrangement of ship-based loading or unloading equipment for transfer at sea between ships or between ships and off-shore structures using pipe-lines
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING
- B63B25/00—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby
- B63B25/02—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby for bulk goods
- B63B25/08—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby for bulk goods fluid
- B63B2025/087—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby for bulk goods fluid comprising self-contained tanks installed in the ship structure as separate units
Landscapes
- Chemical & Material Sciences (AREA)
- Engineering & Computer Science (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- Ocean & Marine Engineering (AREA)
- Ship Loading And Unloading (AREA)
- Jib Cranes (AREA)
- Filling Or Discharging Of Gas Storage Vessels (AREA)
Abstract
Det omtales et offshore forsyningsskip (10) for transport av last, omfattende et hovedsakelig åpent dekk (12), samt flere lasttanker (30) som ligger under dekket (12). På nevnte dekk (12), i skipets (10) lengderetning, strekker det seg en sentral og langsgående cargo rail (18) for å understøtte en forflyttbar lastekran (14). Mellom et antall av nevnte lasttanker (30) og dekket (12) strekker det seg ett eller flere vanntette rom (24), og et antall ventilasjonslinjer (22) som løper fra nevnte lasttanker (30), gjennom nevnte vanntette rom (24) og opp i den sentralt plasserte cargo railen (18).An offshore supply vessel (10) is mentioned for the carriage of cargo, comprising a substantially open deck (12), and several cargo tanks (30) located below the deck (12). On said deck (12), in the longitudinal direction of the ship (10), a central and longitudinal cargo rail (18) extends to support a movable cargo crane (14). Between a plurality of said cargo tanks (30) and the tire (12), one or more waterproof compartments (24) extend, and a plurality of ventilation lines (22) running from said cargo tanks (30), through said waterproof compartments (24) and up in the centrally located cargo rail (18).
Description
Den foreliggende oppfinnelse vedrører et offshore forsyningsskip for transport av last, omfattende et hovedsakelig åpent dekk, samt flere lasttanker som ligger under dekket. The present invention relates to an offshore supply ship for the transport of cargo, comprising a mainly open deck, as well as several cargo tanks located below the deck.
Med offshore forsyningsskip menes både PSV (plattform supply vessel) og OSV (offshore service vessel), eller for den saks skyld andre egnete forsyningsskip til bruk offshore. Offshore supply vessel means both PSV (platform supply vessel) and OSV (offshore service vessel), or for that matter other suitable supply vessels for use offshore.
Foreliggende skip er fortrinnsvis utstyrt en sentral cargo rail (fundament), der cargo railen eksempelvis kan være utstyrt med en sentralt plassert lastkran som er forflyttbar på cargo railen. Grunnet den sentralt plasserte cargo railen kan den fordelaktig utstyres med utløp for ventilasjonslinjer for eksempelvis Type 1 og 2 lasttanker. Den sentrale cargo railen kan benyttes også for utløp for ventilasjonslinjer for andre lasttanker, så som slopptanker, dvs. eksempelvis tanker for oppsamling av forurenset væske som olje og vann. The ship in question is preferably equipped with a central cargo rail (foundation), where the cargo rail can, for example, be equipped with a centrally located loading crane that can be moved on the cargo rail. Due to the centrally located cargo rail, it can advantageously be equipped with outlets for ventilation lines for, for example, Type 1 and 2 cargo tanks. The central cargo rail can also be used for outlets for ventilation lines for other cargo tanks, such as slop tanks, i.e. for example tanks for collecting contaminated liquids such as oil and water.
IBC - International Code for the Construction and Equipment of Ships Carrying Dangerous Chemicals in Bulk. Type 1 fartøy er en kjemikalietanker for å transportere "chapter 17" produkter med alvorlig miljø- og sikkerhetsfarlig last som krever maksimale sikkerhetstiltak for å hindre utslipp av slik last. Type 2 fartøy er en kjemikalietanker for å transportere "chapter 17" produkter med betydelig miljø- og sikkerhetsfarlig last som krever grundige sikkerhetstiltak for å hindre utslipp av slik last. IBC - International Code for the Construction and Equipment of Ships Carrying Dangerous Chemicals in Bulk. Type 1 vessel is a chemical tanker for transporting "chapter 17" products with serious environmentally and safety hazardous cargo that requires maximum safety measures to prevent the discharge of such cargo. Type 2 vessel is a chemical tanker for transporting "chapter 17" products with significant environmentally and safety hazardous cargo that requires thorough safety measures to prevent the discharge of such cargo.
Ventilasjonslinjer til Type 1 last ikke tillatt i side cargo rails. Fordel med foreliggende løsning er at det kan benyttes kortere linjer/rør, i noen tilfeller gjerne nesten rett opp fra lasttankene, og som er langt vekke fra nevnte skadesone. En annen fordel med en senter cargo rail er at det kan benyttes lavere cargo rails på sidene. Dette kan være viktig siden det vil gi bedre ventilering av lastedekket, og som er viktig når det transporteres giftige produkter. En annen fordel med lavere side cargo rails er at det bedrer utsikten både fra og til lastdekket. Ventilation lines for Type 1 cargo not permitted in side cargo rails. The advantage of the present solution is that shorter lines/pipes can be used, in some cases preferably almost straight up from the cargo tanks, and which are far away from the aforementioned damage zone. Another advantage of a center cargo rail is that lower cargo rails can be used on the sides. This can be important as it will provide better ventilation of the loading deck, which is important when toxic products are being transported. Another advantage of lower side cargo rails is that it improves the view both from and to the cargo deck.
Eksempelvis for IBC type 1 OSV vil bruk av en sentral cargo rail (fundament) være en unik løsning, og som ikke eksisterer i dag. Så vidt det vites er de eneste fartøyene som tillates å transportere IBC Type 1 produkter noen få kjemikalietanker. For example, for IBC type 1 OSV, the use of a central cargo rail (foundation) will be a unique solution, which does not exist today. As far as is known, the only vessels permitted to transport IBC Type 1 products are a few chemical tanks.
Ved bruk av en sentral cargo rail er det kun behov for en laststasjon, i motsetning til vanligvis på både styrbord og babord side. Det kan også gi enklere rømningsveier, da eksempelvis vanntette skyvedører ikke er nødvendig. When using a central cargo rail, there is only a need for a loading station, unlike usually on both the starboard and port side. It can also provide easier escape routes, as, for example, watertight sliding doors are not necessary.
En annen fordel er at det ikke vil være behov for kofferdam, dvs. eksempelvis vanntette rom mellom lastdekket og lasttankene, for røropplegg over hele bredden til lastdekket. Dette vil kunne øke lastekapasitet for eksempelvis slam- og saltvannstanker (mud/brine) og andre væsketanker (FO). Another advantage is that there will be no need for coffer dams, i.e. for example watertight spaces between the cargo deck and the cargo tanks, for piping over the entire width of the cargo deck. This will be able to increase loading capacity for, for example, sludge and salt water tanks (mud/brine) and other liquid tanks (FO).
Overnevnte fordeler og formål oppnås med et offshore forsyningsskip for transport av last, omfattende et hovedsakelig åpent dekk, samt flere lasttanker som ligger under dekket, og der det på nevnte dekk, i skipets lengderetning, strekker seg en sentral og langsgående cargo rail, hvor det mellom et antall av nevnte lasttanker og dekket strekker seg ett eller flere vanntette rom, og et antall ventilasjonslinjer som løper fra nevnte lasttanker, gjennom nevnte vanntette rom og opp i den sentralt plasserte cargo railen. The above-mentioned advantages and purposes are achieved with an offshore supply ship for the transport of cargo, comprising a mainly open deck, as well as several cargo tanks located below the deck, and where on said deck, in the longitudinal direction of the ship, a central and longitudinal cargo rail extends, where the between a number of said cargo tanks and the deck, one or more watertight spaces extend, and a number of ventilation lines that run from said cargo tanks, through said watertight spaces and up into the centrally placed cargo rail.
I følge oppfinnelsen kan alternativt nevnte ventilasjonslinjer løpe fra et antall oppsamlingstanker, så som slopptanker, og opp i den sentralt plasserte cargo railen. According to the invention, the mentioned ventilation lines can alternatively run from a number of collection tanks, such as slop tanks, and up into the centrally placed cargo rail.
Videre kan et utløp til ventilasjonslinjene i den sentralt plasserte cargo railen omfatte en ventil, så som en trykk/vakuum-ventil, innrettet til å regulere ventilering fra lasttankene. Furthermore, an outlet to the ventilation lines in the centrally located cargo rail may comprise a valve, such as a pressure/vacuum valve, adapted to regulate ventilation from the cargo tanks.
Hver lasttank kan fortrinnsvis være utstyrt med en ventilasjonslinje som løper opp i den sentralt plasserte cargo railen. Each cargo tank can preferably be equipped with a ventilation line that runs up into the centrally located cargo rail.
Cargo railen kan være innvendig åpen, og ha en innvendig høyde større enn normal ståhøyde for en person. The cargo rail can be internally open, and have an internal height greater than the normal standing height for a person.
Senter cargo railen kan være utstyrt med skinner for å forflytte en lastekran i dekkets lengderetning. The center cargo rail can be equipped with rails to move a loading crane in the longitudinal direction of the deck.
Oppfinnelsen skal nå beskrives nærmere ved hjelp av de vedlagte figurer, hvori; The invention will now be described in more detail with the help of the attached figures, in which;
Figur 1 viser et delvis tversgående snitt av et fartøy i følge oppfinnelsen. Figur 2 viser et delvis langsgående snitt av et fartøy i følge oppfinnelsen. Figur 1 viser et offshore forsyningsskip 10, av type PSV, OSV eller lignende, og som er utstyrt med en senter cargo rail 18 som strekker seg sentralt og langsgående på et dekk 12 i skipets lengderetning. Dekket 12 inndeles dermed i to lastdekk, ett på henholdsvis styrbord side og ett på babord side, i motsetning til på kjente skip der dekket består av ett stort lastdekk. Cargo railen 18 kan alternativt understøtte en lastkran 14 (kun den nedre delen av kranen 14 er vist) og kan videre være utstyrt med skinner 20 for å tillate langsgående bevegelse av kranen 14. Cargo railen 18 kan være et relativt bredt, fullhøyde cargo rail med adkomst for personell sentralt. Skipets 10 sider kan dermed være utstyrt med to forholdsvis lave sidekanter/rekker 36, i motsetning til vanligvis to fullhøyde cargo rails med adkomst for personell. Figure 1 shows a partial transverse section of a vessel according to the invention. Figure 2 shows a partial longitudinal section of a vessel according to the invention. Figure 1 shows an offshore supply ship 10, of type PSV, OSV or similar, and which is equipped with a center cargo rail 18 which extends centrally and longitudinally on a deck 12 in the longitudinal direction of the ship. The deck 12 is thus divided into two cargo decks, one respectively on the starboard side and one on the port side, in contrast to known ships where the deck consists of one large cargo deck. The cargo rail 18 can alternatively support a cargo crane 14 (only the lower part of the crane 14 is shown) and can further be equipped with rails 20 to allow longitudinal movement of the crane 14. The cargo rail 18 can be a relatively wide, full-height cargo rail with access for personnel centrally. The ship's 10 sides can thus be equipped with two relatively low side edges/rows 36, in contrast to usually two full-height cargo rails with access for personnel.
Laststasjonen i senter cargo rail (fundamentet 14) gir dermed adkomst og er anvendbar fra både styrbord og babord side, i motsetning til vanligvis der det er behov for to laststasjoner i hver cargo rail på både styrbord og babord side. The loading station in the center cargo rail (foundation 14) thus provides access and is usable from both the starboard and port side, in contrast to usually where there is a need for two loading stations in each cargo rail on both the starboard and port side.
Under lastdekket 12 er det fortrinnsvis plassert et antall tanker, så som lasttanker 30 som multiprodukttanker for Type 1 og 2 last, slopptanker 32 for oppsamling av væske, og slam- og saltvannstanker 34. Fra figurene går det frem at lastankene 30 er plassert sentralt midtskips og i rekke i skipets 10 lengderetning. Lasttankene 30 kan videre være utstyrt med losse- og lasteutstyr 28 i form av pumper, rør og lignende. A number of tanks are preferably placed under the cargo deck 12, such as cargo tanks 30 as multi-product tanks for Type 1 and 2 cargo, slop tanks 32 for collecting liquid, and mud and salt water tanks 34. From the figures it appears that the cargo tanks 30 are located centrally amidships and in a row in the ship's 10 longitudinal direction. The cargo tanks 30 can also be equipped with unloading and loading equipment 28 in the form of pumps, pipes and the like.
I området mellom særlig lastankene 30 og dekket 12 er det frembrakt såkalte kofferdam 24 og som er vanntette rom for røropplegg eller lignende. I følge oppfinnelsen løper ventilasjonslinjer/rør 22 fra lasttankene 30, og gjerne også fra slopptanker 32, gjennom nevnte kofferdam 24 og opp i den sentralt plasserte cargo railen 18. Ventilasjonslinjene 22 kan munne ut i cargo railen, eventuelt på oversiden eller siden av cargo railen, og en eller flere av ventilasjonslinjene 22 sine utløp kan være utstyrt med en ventil, så som en trykk- og vakuumventil 26, for å styre og regulere utlufting fra hver tank. In the area between, in particular, the cargo tanks 30 and the deck 12, so-called rubber dams 24 have been created, which are watertight spaces for piping or the like. According to the invention, ventilation lines/pipes 22 run from the cargo tanks 30, and preferably also from the slop tanks 32, through said rubber dam 24 and up into the centrally located cargo rail 18. The ventilation lines 22 can open into the cargo rail, possibly on the top or side of the cargo rail , and one or more of the outlets of the ventilation lines 22 can be equipped with a valve, such as a pressure and vacuum valve 26, to control and regulate venting from each tank.
Det frembringes således kortere ventilasjonslinjer fra særlig de sentrale lasttankene, og som er særlig viktig for Type 1 produkter som ikke kan ha ventilasjon innenfor B/5 sikkerhetssone. B/5 sikkerhetssone er sonen som strekker seg fra skroget til en femtedel av linjen innover ved sommer lastelinje (IBC code Ch. 2.5). Det er dessuten ikke behov for kofferdam for å lede rør til side cargo rails, i motsetning til kjente løsninger der ventilasjonslinjer i tilfelle må gå til sidene av skipet gjennom kofferdam, og som dermed opptar verdifullt lastrom. En videre fordel er at ventileringen av den sentralt plasserte cargo railen forenkles, ettersom det ikke er er behov for kostbare vanntette ventilasjonsventiler. Shorter ventilation lines are thus created from the central cargo tanks in particular, which is particularly important for Type 1 products that cannot have ventilation within the B/5 safety zone. B/5 safety zone is the zone that extends from the hull to a fifth of the line inward at the summer load line (IBC code Ch. 2.5). There is also no need for coffer dams to lead pipes to the side cargo rails, in contrast to known solutions where ventilation lines have to go to the sides of the ship through coffer dams, and which thus take up valuable cargo space. A further advantage is that the ventilation of the centrally located cargo rail is simplified, as there is no need for expensive waterproof ventilation valves.
Claims (6)
Priority Applications (7)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| NO20130563A NO335937B1 (en) | 2013-04-23 | 2013-04-23 | Offshore supply vessels with longitudinal cargo rail and ventilation lines |
| ES14787917T ES2745407T3 (en) | 2013-04-23 | 2014-04-14 | Offshore supply vessel |
| DK14787917.5T DK2988990T3 (en) | 2013-04-23 | 2014-04-14 | OFFSHORE supply vessel |
| PL14787917T PL2988990T3 (en) | 2013-04-23 | 2014-04-14 | Offshore supply vessel |
| SG11201508710PA SG11201508710PA (en) | 2013-04-23 | 2014-04-14 | Offshore supply vessel |
| PCT/NO2014/000029 WO2014175742A1 (en) | 2013-04-23 | 2014-04-14 | Offshore supply vessel |
| EP14787917.5A EP2988990B1 (en) | 2013-04-23 | 2014-04-14 | Offshore supply vessel |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| NO20130563A NO335937B1 (en) | 2013-04-23 | 2013-04-23 | Offshore supply vessels with longitudinal cargo rail and ventilation lines |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| NO20130563A1 true NO20130563A1 (en) | 2014-10-24 |
| NO335937B1 NO335937B1 (en) | 2015-03-30 |
Family
ID=51792175
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| NO20130563A NO335937B1 (en) | 2013-04-23 | 2013-04-23 | Offshore supply vessels with longitudinal cargo rail and ventilation lines |
Country Status (7)
| Country | Link |
|---|---|
| EP (1) | EP2988990B1 (en) |
| DK (1) | DK2988990T3 (en) |
| ES (1) | ES2745407T3 (en) |
| NO (1) | NO335937B1 (en) |
| PL (1) | PL2988990T3 (en) |
| SG (1) | SG11201508710PA (en) |
| WO (1) | WO2014175742A1 (en) |
Family Cites Families (12)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US3031856A (en) * | 1960-08-17 | 1962-05-01 | Exxon Research Engineering Co | Vessel for transporting low temperature liquids |
| GB1000297A (en) | 1961-08-08 | 1965-08-04 | Exxon Research Engineering Co | Thermally insulated tanks suitable for containing low temperature liquids and marine vessels comprising the same |
| NO125433B (en) * | 1967-10-10 | 1972-09-11 | British Petroleum Co | |
| GB1407602A (en) | 1972-01-31 | 1975-09-24 | Conch Int Methane Ltd | Vessels for the transportation of liquefied gases |
| US3844239A (en) * | 1972-06-05 | 1974-10-29 | R Hartley | Liquid bulk carrying ship |
| GB8415143D0 (en) * | 1984-06-14 | 1984-07-18 | Douglas C P | Processing drilling fluid |
| GB2269565B (en) | 1990-05-23 | 1994-08-31 | Mitsubishi Heavy Ind Ltd | Tanker with access trunk |
| DE19707213B4 (en) * | 1997-02-24 | 2006-06-22 | Nordseewerke Gmbh | Arrangement of a machine room of a seagoing ship |
| GB2400348B (en) * | 2003-04-10 | 2007-09-26 | Vik Sandvik As | Support vessel |
| WO2005054048A1 (en) * | 2003-12-01 | 2005-06-16 | Hydrakraft As | System for safe cargo handling on board vessels offshore |
| WO2005056379A1 (en) * | 2003-12-15 | 2005-06-23 | Single Buoy Moorings Inc. | Modular offshore hydrocarbon storage and/or processing structure |
| DK178828B1 (en) * | 2010-08-20 | 2017-03-06 | Reefer Intel Ag | A container- and car-carrying refrigerator |
-
2013
- 2013-04-23 NO NO20130563A patent/NO335937B1/en unknown
-
2014
- 2014-04-14 SG SG11201508710PA patent/SG11201508710PA/en unknown
- 2014-04-14 PL PL14787917T patent/PL2988990T3/en unknown
- 2014-04-14 ES ES14787917T patent/ES2745407T3/en active Active
- 2014-04-14 WO PCT/NO2014/000029 patent/WO2014175742A1/en active Application Filing
- 2014-04-14 EP EP14787917.5A patent/EP2988990B1/en active Active
- 2014-04-14 DK DK14787917.5T patent/DK2988990T3/en active
Also Published As
| Publication number | Publication date |
|---|---|
| NO335937B1 (en) | 2015-03-30 |
| ES2745407T3 (en) | 2020-03-02 |
| EP2988990B1 (en) | 2019-06-12 |
| PL2988990T3 (en) | 2020-01-31 |
| EP2988990A1 (en) | 2016-03-02 |
| SG11201508710PA (en) | 2015-11-27 |
| DK2988990T3 (en) | 2019-09-23 |
| WO2014175742A1 (en) | 2014-10-30 |
| EP2988990A4 (en) | 2016-11-30 |
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| Date | Code | Title | Description |
|---|---|---|---|
| CHAD | Change of the owner's name or address (par. 44 patent law, par. patentforskriften) |
Owner name: KONGSBERG MARITIME CM AS, NO |
|
| CHAD | Change of the owner's name or address (par. 44 patent law, par. patentforskriften) |
Owner name: KONGSBERG MARITIME AS, NO |