RU186075U1 - Mobile modular berth for river and coastal vessels - Google Patents

Abstract

The utility model relates to small-tonnage shipbuilding, namely to mobile modular pontoon berths. The objective of creating the proposed utility model is to create a mobile construction of a pontoon berth device for the main types of coastal and river vessels and marine vessels, available for off-season maintenance by improvised motor vehicles and small boats. the problem is solved thanks to the modular mobile construction of the berth from the main modules, consisting of two semi-elements, a joint interconnected, which allows mutual rotation of the semi-elements relative to the longitudinal (assembly) axis to bring the module into either the working position (as an element of the mooring pontoon) with wheels acting as chippers along the sides, or in the transport position with the wheels down to be pulled out onto a gentle coast and delivery to the place of winter storage. In addition, the design of the module is made three-layer, with the use of PUF, which ensures its unsinkability, and the presence of an internal ballast tank for pouring sea water allows, with a minimum net weight (which facilitates the transportation of the module ashore for winter storage and vice versa), to be kept afloat ( overboard water ballasting) the required inert mass of the berth prefabricated structure (as well as varying draft / height of the berth deck above the water level). The design of the proposed utility model (module) is described in FIG. 1-4. FIG. 1p shows an end view of the module along the assembly axis of the berth in the operating position (afloat). FIG. 1t shows the end view of the module along the axis of the assembly of the pier in the transport position (during transportation ashore for winter storage). FIG. 2 shows a side view of the module (parallel to the axis of the assembly of the berth) in the working position - afloat (in section along the plane of the axes of the drain holes 7). FIG. 3 shows a top view of the module in the working position afloat (left, lower in the diagram, the half element of the module is shown with the deck panel removed). FIG. 4 shows the process of assembling / disassembling the design of the berth. 4 ill.

Description

The utility model relates to small-tonnage shipbuilding, namely to mobile modular pontoon berths.

Known: the mobile modular pontoon system Magic-Float (information about which is available on the Internet at: http://www.magicfloat.ru/), which is a prefabricated structure of plastic modules measuring 1.0 (05) m * 0.5 m * 0.4 m. Also known are the light floating structures of the North Quay company (information on which is available on the Internet at: http://prichalponton.ru/?vclid=5940413844683509583). Both of them have mobility and are widely applicable for a small fleet, but their main drawback is the inability to provide (the requirement of the Russian River Register) an inert mass of a floating berthing device commensurate with the inert mass of a moored vessel (for the most common river passenger ships it is from 30 to 150 tons )

As the closest analogue (prototype), the Modular Pontoon System (MPS) manufactured by KAMPO (the information on which is available on the Internet at http://ship.kampo.ru/modulnye-pontonnye-sistemy), the main drawback of which is the need for transportation and assembly of a fairly powerful auto-special equipment and crane hoisting mechanisms.

The task of creating the proposed utility model is to solve the problem formulated by the Transport Administration of the Government of the Khabarovsk Territory to ensure the restoration and development of passenger and small-tonnage cargo transportation by river in the Amur River basin, relevant for river and coastal sea transport throughout the Russian Federation: - earlier, in each river basin, there was the corresponding shipping company equipped with winter backwaters, towing boats, electronic warfare, etc. solving the tasks of cleaning for winter sludge of floating berths (landing stages) and their spring commissioning. In the new economic conditions, river transportations are mainly carried out by relatively small companies oriented towards targeted, demanding volumetric cargo transportation provided with stationary cargo berths. Small-tonnage freight and passenger transportation for the needs of numerous coastal settlements, often lacking alternative transport routes, are in decline due to the lack of berths, as carriers do not want to bear the burden of the costs of their maintenance and maintenance, and if they nevertheless take into operation such a floating berth to solve their own problems, they do not allow competing carriers to access it. In view of the foregoing, the only possible way out is the equipment of the administrations of coastal settlements directly interested in providing water transport, but, as a rule, with only motor vehicles and small boats at their disposal, with mobile berth devices of the proposed design.

The problem is solved thanks to the modular mobile design of the berth from the main modules consisting of two half elements, pivotally connected to each other, which allows mutual rotation of the half elements relative to the longitudinal (assembly) axis to bring the module or to the working position (as an element of the mooring pontoon) with wheels performing the function of chippers on the sides, or in the transport position with the wheels down for pulling out on a gentle beach and delivery to the place of winter storage. In addition, the design of the module is three-layered, which ensures its unsinkability, and the presence of an internal ballast tank for pouring sea water allows, with a minimum net weight (which facilitates the transportation of the module ashore for winter storage and vice versa), to provide afloat (ballasting with sea water) required The River Register (commensurate with the inert mass of the moored vessel) inert mass of the prefabricated berth structure (as well as varying draft / height of the berth deck above water level).

Thus, the proposed design differs from the prototype by a variable inert mass and draft and ease of installation, combined with the ability to transform afloat to the transport position with the wheels down, allows for off-season (spring-autumn) transportation from winter storage on shore and back with a minimum of required tractor machinery techniques and improvised watercraft, without the use of tugboats, gangways and crane hoisting mechanisms.

The design of the proposed utility model (module) is described in FIG. 1 ÷ 4.

In FIG. 1p shows the end view of the module along the axis of the assembly of the berth (the left half cell is shown in section) in the working position (afloat).

In FIG. Figure 1t shows the end view of the module along the axis of the assembly of the berth in the transport position (during transportation to shore and from shore to winter storage).

In FIG. 2 shows a side view of the module (parallel to the axis of the assembly of the berth) in the working position - afloat (in the context of the plane of the axes of the drain holes 7).

In FIG. Figure 3 shows the top view of the module in the working position afloat (left, lower in the diagram, the semi-element of the module is shown with the deck panel removed).

The proposed construction of the pontoon berth consists of several (the quantity is determined by its purpose) modular elements pivotally fastened together and connected by chains or cables with stationary bottom piles or anchors made of concrete elements. It is connected to the shore by a gangway of arbitrary design (depending on specific local conditions).

The modular elements consist of two semi-elements pivotally connected to each other, which allows them to rotate sectorally by a total of 180 ° (relative to a vertical plane of 90 ° each) relative to the longitudinal axis 21 coinciding with the axis of the assembly as shown in FIG. 1p (working position afloat) and FIG. 1t (transport position);

The design of each half cell is further described in the working (afloat) position: The half cell consists of a metal outer shell 1 in the form of a duct open from above, welded from sheet steel. In the middle and upper part it is reinforced along the perimeter in the horizontal plane with welded metal profile belts 4. On the side opposite to the hinge axis in the cut of the outer wall of the shell, between the reinforcing metal profile 4, wheel arches are welded 5. In which are placed wheel blocks consisting of several low-pressure pneumatics 7 on the axis 6 attached to the reinforcing metal profile 4 through a spring-spring suspension. Also, in the upper reinforcing belt of the metal profile 4, glasses 13 are welded on top for installing (and fixing by a 90 ° turn) removable balusters 14 of the guard rail 15 and threaded bushings for fastening the bollards 12. From the end sides, through the outer shell, the sleeves are welded into the upper reinforcing belt of the metal profile 4 18 brackets 19 fixing the semi-elements of the module, relative to each other, in the working or transport position. Hinged (to ensure their relative mobility during waves) metal blade hooks 16 are designed to engage adjacent (already ballasted water and having a large draft) entry from one of the half-elements of the module half-elements to the upper reinforcing belt 4 (when ballasting with sea water and lowering to the deck level of the adjacent module) into reciprocal metal pockets 17 (also welded to the upper reinforcing belt 4) similar to those located on the opposite end of the module. In the engaged position, the lateral blade hooks 16 are fixed in the lateral hook pockets 17 with locking pins.

Inside the box of the outer shell 1 is inserted the box of the inner shell 2 (made of metal or plastic). The space between the ducts of the outer and inner shells is filled, to the upper edge of the ducts, with polyurethane foam (PUF) 3, which, when casting, has a high degree of adhesion to all structural materials (fragments of expanded polystyrene / foam can be added - to reduce the cost of construction) with a density of 40 ÷ 50 kg / m ³ having, in the cured state, a closed-cell structure. This ensures the unsinkability of the module in case of any damage, as well as the rigid connection of the shells and the stability of the sheet material of the shells of the "sandwich" design, which will significantly facilitate its use by using thinner sheet material of the boxes.

The inner shell 2 is divided into three compartments with thin transverse partitions 20 perforated holes designed to damp the vibrations of the water poured into it. In the lower part of the inner 1 and outer 2 shells, through the PPU layer 3, a drain channel 8 is made, which is closed by a drain plug 9 which is fixed when closed in the drain channel by turning it around the vertical axis using a special bracket with a hook for the handle provided in the upper part of the plug 9.

From the upper part, the semi-element is closed, bolted to the upper reinforcing belt of the metal profile 4, with a removable panel of the deck 11 of sheet steel with an anti-slip coating on the outside. The panel of the deck 11 is provided with holes in the places of the cups 13 balusters and mounting bollards 12, as well as removable hatches 10 located above the location of the drain holes 8, which serve to fill the ballast water and access to the drain plugs 9 when they open.

On the longitudinal hinge axis 21 of the connecting half-elements of the module, niches for fastening the hoop-hooks of the fastening to cables or anchor chains are provided.

The possibility of implementing the claimed utility model: in FIG. 4 shows the process:

A - transportation from the coast from the place of winter storage by towing by motor vehicles with flexible coupling (mooring for bollards 12);

B - withdrawal in shallow water, removing the clamp-retainers 19 from the sleeves 18, manually transforming the modules afloat to the working position, using lever or winch mechanisms attached to the pins inserted in the sleeves 18 and the bollards 12 and subsequent fixing of the module half-elements in the working (afloat ) the position of the clamps 19 in the sleeve 18;

B - towing with the help of small boats (motor boats or boats) to the anchorage at the same time, the first module is first attached with hook rings on the axis of hinges 21, via cables or chains, to stationary bottom piles or concrete anchors, and then ballasted with outboard water, by means of a motor-pump, through hatches 10 to the required level of draft (deck height above water level ~ 1.0 ÷ 1.2 m in position E;

D - dockings of the module with the mating part (with hinged blade hooks 16 to the previous module (from the side of the hook pockets 17), and ballasting through the hatches 10 with seawater until the blade plates of the lock 16 are fully engaged with the pockets 17 of the previous module with their subsequent fixing with pins -clips, after which the module is also anchored;

D - after the completion of the docking in this way of all the berth modules at the anchor point, the balusters 14 are inserted into the glasses 13 and fixed by turning by 90 °, to them, in the necessary places around the perimeter, the rail 15 is attached;

G - in the end, it descends into the water and the ladder connecting the shore (attached to the berth is shown on the diagram), consisting of smaller and lighter modular elements allowing manual assembly / disassembly using small boats;

Dismantling the design and output modules for winter storage is carried out in the reverse order:

G - the connecting ladder is disassembled;

D - the railing 15 is removed and removed from the glasses 13 balusters 14;

D - the locking pins 17 and 16 are removed and the drain plugs 9 are removed through the hatches 10 by a special rake with a hook, while the module, which has a large positive buoyancy due to the “sandwich” design, pops up, by gravity freeing itself from ballast water, the blade hooks 16 exit out of hook with pockets 17.

B - the freed module is towed in shallow water;

B - in shallow water, the retaining brackets 19 are removed from the sleeves 18, the modules are transformed afloat manually from the working position to the transport position using lever or winch mechanisms attached to the pins inserted into the sleeves 18 and the bollards 12 and the subsequent fixing of the module half-elements in the transport ( wheels down) position with clamps 19 in the sleeves 18;

A - using automotive tractors with flexible coupling for bollards 12, the module is pulled ashore and transported to the place of winter storage;

The auxiliary modules of the ladder W are not ballast water. Due to their smaller size and thin-walled “sandwich” -constructions have a relatively low weight, which will allow them to be assembled / disassembled “manually” using minimal means of mechanization.

The main modular structural element consisting of two semi-elements in the working position “afloat” has the following approximate dimensions: length (along the hinge axis) - 6 m, deck width (of two semi-elements ~ 2.5 m wide each) - 5 m. Height from the bottom to the deck - 2 m ,,

The main technical parameters of the main module of the specified dimension:

- module volume ~ 60 cubic meters;

- the maximum estimated weight of the main module without ballast water is ~ 6.5 tons, while the sediment afloat will be: in the working position ~ 0.22 m, and in the transport position 0.27 m, i.e. possible work on the transformation of the module in shallow water up to 0.5 m deep by workers "ford";

- capacity of ballast cavities ~ 31 cubic meters;

- when the ballast tanks are filled with water by 76% (~ 23.5 cubic meters), the estimated module draft / module deck height above the water level is ~ 1 m.

- change in the draft of the module in the operating ballasted position, when the payload on the deck of the modular element changes (when boarding / disembarking passengers and cargo) - ± 0.03 m / 1 t of load;

- inert mass of one main module ballasted with water with a design draft of ~ 30 t;

Thus, the design of the marina of the five main modular elements, having a length of 30 m, has its own total inert mass of about 150 tons. This allows the safe mooring of most types of river and sea coastal vessels. And the presence of four blocks of wheels of low-pressure pneumatics, with an empty module weight of 6.5 tons, will allow towing a modular element from the water to the storage location on the shore and back using conventional tractor technology. Moreover, in the case of viscous coastal soil, the use of a portable wooden flooring is possible.

Claims (1)

Mobile modular berth for river and coastal sea vessels, including modular components fastened together in a floating berth, characterized by a three-layer “sandwich” -construction of the modular element, unsinkable due to the use of polyurethane foam, forming an internal tank for ballasting with seawater, regulating inert mass and draft a module consisting of two symmetrical wheels equipped with semi-elements connected by an axial joint, allowing its transformation afloat from the working dix using wheels as bumpers, in the vehicle, allowing the wheels on the same transport unit to the shore to storage sites and back.

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