RU2509677C1 - Marine ship for laying steel pipes, flexible elements and underwater structure in arctic conditions - Google Patents

Abstract

FIELD: transport.

SUBSTANCE: invention relates to ship building, particularly, to marine ships intended for laying pipelines, flexible elements and underwater structures in arctic conditions by S- and J-processes. System of submersion of S-method allows laying the steel pipes and flexible elements. For this horizontal part of submersion system extends from ship fore to vertical line of upper deck intersection with aft transverse hold bulkhead. It comprises auxiliary service line to make stalks of two or three pipes and first main service line to assemble the first steel pipeline. Curved part of said path features radius making at least 0.7 of the ship maximum length and consists of open slip, tunnel closed at side and from above, aft stringer section turning about transverse axis located at least at the depth of 0.75 of ship draft in load waterline at, at least 0.15 of the ship maximum length. Midship coefficient at the area of said transverse axis does not exceed 0.45. This ship is equipped with the system of submersion by J-method of steel reinforced concrete and unconcreted large-diameter pipes (up to 1400 mm) and thickness of up to 27 mm, underwater structures and carousel for flexible element. Forked aft accommodates engine and boiler compartment connected with aforesaid submersion path with equipment loading/unloading hatches, after compartment with living and service rooms, takeoff-landing platform with hangar for helicopter and drone, and detachable modules to service underwater TV-controlled apparatus, divers complex and that of hyperbaric welding. Positioning system comprises after fore equipment of anchorage and system of dynamic positions. Besides it is equipped with pontoons and crane for mooring and load transfer operations in ice.

EFFECT: higher efficiency and safety.

7 cl, 7 dwg

Description

The invention relates to the field of shipbuilding, and more particularly to means for laying steel concrete and non-concrete offshore pipelines with a diameter of up to 1400 mm, flexible metal-plastic pipelines with a diameter of up to 200 mm, hoses, cables and umbilicals (hereinafter flexible elements), manifolds, T-joints and terminations pipeline (hereinafter referred to as underwater structures). These pipes, flexible elements and underwater structures are intended for the transportation of hydrocarbons (HC), i.e. oil and gas, as well as in the field of multiphase media (hydrocarbons, sand, stones, water, metal shavings), water and gas for injection into the reservoir, as well as monoethylene glycol.

Known marine vessel for laying steel pipes with a length of 12 m in ice conditions (TUS) according to US patent 2010/0080657 A1 "Laying of the underwater pipeline." This vessel includes a hull, a superstructure, a bowhouse and a runway, a S-method pipe descent system in the diametric plane, consisting of a straight part of the launch track (SD), on which the main technical line with welding, inspection, repair and insulating posts, and its curvilinear part, having tensioners, pressure and pressure rollers, the bow, middle and stern sections of the stinger with a device for lowering, holding and lifting them, which ensure that the pipe enters the water inside the housing and is necessary e angles of abutment of the LED to the horizontal. In addition, the TUS has holds for pipes, forked feed, connected to the deck above the cargo waterline (GVL), an auxiliary line located under the main production line for three-pipe lashes with equipment for chamfering, welding, inspection, repair and insulation of joints.

From the description of the invention it follows that the specified vessel can be performed in a limited range of main dimensions and main parameters:

- body length L, m 260-330 - body width B, m 35-45 - radius of curvature of the SD R, m 300-310 (elsewhere: 270-310 m) - pipe length, m 10-12 - minimum immersion depth of the nasal section stinger from GVL, m 5-10 (elsewhere, more than 5 m) - maximum angle of inclination of the bow section stinger horizontal, degrees 45-54 - minimum angle of inclination of the aft section stinger horizontal, degrees 24-30 (in another place: more than 20 degrees) - maximum angle of inclination of the aft section stinger horizontal, degrees 70-80 - the relative length of the horizontal section of the SD 0.52 (elsewhere: 0.48-0.56) - the relative length of the active part of the horizontal section SD 0.46 - relative length of the horizontal projection curved section of the SD 0.3-0.4 (elsewhere: 0.25-0.45) - relative length of the horizontal projection stinger nose section with minimal the angle of her tilt 0.08-0.15 (elsewhere: 0.05-0.20) - relative length of the distance between the center gravity (CT) and the junction horizontal and curved parts of diabetes less 0.05 (elsewhere: less than 0.1) - the distance from the central heating line to the straight horizontal parts of SD m 20-25 (elsewhere: 10 m) - distance from the direct horizontal part of the LED to the bottom of the TUS, m 25-35

The specified vessel has a number of disadvantages, which include:

- the inability to use the J-method of pipe descent, which, according to our calculations, is optimal for pipes of large diameter at depths of more than 220 m;

- the inability to store flexible elements on a drum with a vertical axis of rotation (hereinafter referred to as the carousel), which is optimal when laying them in the field;

- large length and width of the vessel, which excludes its construction at the domestic shipyard and determines a significant increase in investment and operating costs;

- the shallow depth of immersion of the stinger's nose section from GVL does not protect it from damage, as shown by tests of models in seaworthy and ice basins, by waves and ice floes;

- lack of protection of the structures of the stinger and technological equipment at the transition and in stormy conditions, as well as from the ingress of sea water during the laying of steel pipes, flexible elements and underwater structures.

In addition, the description of the invention has the following disadvantages:

- contradictions between individual provisions;

- the distances from the central heating station to the SD and from the SD to the bottom of the TUS are not connected with the structure of the vessel;

- the placement of the runway in the bow of the vessel is unacceptable, because it is subjected to intense icing, and for servicing a helicopter in ice conditions, a hangar is needed that cannot be placed on the front bulkhead of the bow;

- the presence of a bulbous nasal tip in ice conditions is unacceptable due to difficulties in forcing ice fields.

In addition, it is doubtful whether it is possible to ensure unsinkability during flooding of holds for steel pipes and an auxiliary processing line.

The objective of the invention is the provision of laying in ice conditions of steel pipes of large diameter, flexible elements and underwater structures using S- or J-methods with satisfactory seaworthiness of the vessel, increasing its economic efficiency and operational safety by reducing the main dimensions and the possibility of construction at a domestic plant.

To do this, a sea vessel for laying steel pipes, flexible elements and underwater structures in ice conditions, including a hull, superstructure, bow cabin, runway, holds for storing steel pipes, liquid ballast tanks, an S-method pipe lowering system located in the ship’s diametrical plane and consisting of a straight, almost horizontal, part of the launch track, located at least 10 m above the ship’s center of gravity, with the main and auxiliary processing lines, and its curvilines the upper part, equipped with tensioners, pressure and pressure rollers at the top, bow, middle and stern sections of the stinger with a device for lowering, holding and lifting them to ensure that the pipe enters the water inside the housing and the necessary angles of abutment of the launch pad to the horizontal. At the same time, the vessel has a forked stern connected by a deck above the cargo waterline, engine room and boiler room, a winch for emergency lowering and lifting of the pipeline and a positioning system, according to the invention, it is equipped with a J-launching system of large-diameter steel concrete and non-concrete pipes (up to 1400 m) and considerable thickness (up to 27 mm), underwater manifolds, T-joints and pipe terminations and a carousel for storing flexible metal-plastic pipelines with a diameter of up to 200 mm, hoses, cables and hoses Abel, located aft from the tensioners above the tunnel with a hatch for loading. Moreover, the S-launching system is made with the possibility of laying the above steel pipes and flexible elements, for which the horizontal part of the launching path extends from the bow of the vessel to the vertical line of intersection of the upper deck with the aft transverse bulkhead of the hold and includes an auxiliary production line for the manufacture of lashes from 2 or 3 pipes 12 m long and the first main production line for assembling the first steel pipeline, and the curvilinear part of the trigger road the ki has a radius of not less than 0.7 of the ship's longest length and consists of an open slipway, a tunnel closed along the sides and from above, and a bow section of the stinger rotating around a transverse axis located at a depth of not less than 0.75 draft of the vessel along the cargo waterline at a distance from the stern of at least 0.15 of the longest ship.

The coefficient of completeness of the frame in the region of the aforementioned transverse axis is not more than 0.45. Moreover, in the forked aft there are engine and boiler rooms associated with the trigger path with hatches for loading and unloading equipment, aft cabin with residential and office premises, a take-off and landing area, a hangar for a helicopter and an unmanned aerial vehicle (UAV) and removable modules for storage equipment , descent and lifting of an underwater telecontrol unit (PTU A), diving complex and hyperbaric welding. Moreover, the positioning system includes the bow and stern devices of the anchor positioning system and the dynamic positioning system, and the vessel is equipped with pontoons and cargo cranes for mooring and cargo operations in ice.

In addition, the J-method is provided with a double-pipe lash elevator, a tower and a shaft for assembling the second steel pipeline in the second main production line, located in the middle section along the length of the vessel between the launch track and the cargo hatch, with a clamp for holding and lowering the specified pipeline at great depths (more 200 m) and underwater structures at any depth.

Moreover, the stinger nose section is configured to provide an angle of inclination of 0-60 ° to the horizontal and to close the tunnel during the passage of the vessel and during intense waves, the relative length of the horizontal projection of this section being at least 0.1 of the longest vessel with its minimum inclination, and the stinger stern section is configured to tilt horizontally at an angle of up to 80 °.

Along with this, the winch for emergency descent and lifting of the pipeline is located under the auxiliary technological line, the bow device of the anchor positioning system is above it, and the stern device of this system is located on the sides of the trigger track under the device for lowering, holding and lifting the stinger sections.

In addition, the dynamic positioning system consists of aft azimuth thrusters located symmetrically relative to the trigger track and equipped with winches and vertical shafts for their repair and replacement, as well as bow thrusters such as a rotating disk.

At the same time, holds for storing steel pipes are placed in the hull under the upper deck and are divided by the length of the transverse bulkheads into compartments that are multiples of the length of the pipes, and by the length of the bulkheads into 3 compartments, multiple of the diameter of the concrete pipes, and by height they provide storage of two sections not more than 4 concrete pipes each, which are separated from one another by removable frames, while the holds are equipped with hoists and bridge cranes for vertical and horizontal pipe movements, and the width of the side compartments is not less than 0.2 width of the vessel.

Along with this, cutouts with outlet channels and covers are provided at the top of the tunnel, and a cover at the bottom of the vertical shaft.

The implementation of the proposed technical solutions can reduce, compared with the prototype, approximately the length L of 10-40% and width B to 30%. These circumstances can reduce the cost of the hull, positioning systems and the main diesel generators, which will increase the investment attractiveness of the vessel due to cost savings during its construction and operation.

In addition, it will be positively affected by the possibility of using one universal vessel instead of three specialized ones, as well as reducing the terms of development of the field and the time of transitions and parking at ports.

The essence of the invention is illustrated by drawings, where figure 1 schematically shows the proposed marine vessel (longitudinal section); figure 2 is a top view during operation in ice, figure 3 is a view of the upper deck, figure 4 is a view along arrow B in figure 1, figure 5 is a view along arrow A in figure 1 , Fig.6 is a cross section on the midsection and Fig.7 is a view of the feed frames.

On the deck of the superstructure 1 of the hull 2 of the sea vessel (Fig. 1) there is a bow cabin 3 with residential and public buildings, aft cabin 4 with residential and office buildings, cargo hatches 5, cargo cranes 6, tower 7 to ensure pipe laying by the J-method and underwater structures 8, as well as pontoons 9 to provide mooring in ice conditions. In the aft part of deck 1 there is a device 10 for lifting, holding and lowering the bow 11, middle 12 and aft 13 sections of the stinger, as well as removable modules for storing, lowering and raising the PTUA 14, diving complex 15 and hyperbaric welding 16 (Fig. 2 ), and on the other hand, the roof deck LED 4 is runway 17 and hangar 18 for a helicopter and UAV. In addition, on deck 1 there is a bow device 19 of the anchor positioning system, a two-pipe lash lifter 20 for the J-method and a hatch 21 for loading the carousel 22 with flexible elements, as well as hatches 23 for loading and unloading equipment from the aft engine room 24.

On the upper deck 25 (Fig. 3) there is a horizontal part 26 of the S-method trigger track, starting from the bow of the hull 1 and ending at the vertical line of intersection of deck 25 with the aft transverse bulkhead 27 of the hold 28 for steel pipes, as well as its curved part 29 radius R of not less than 0.7 of the longest vessel length, which consists of an open slip 30 closed along the sides and top of the tunnel 31, and of the bow section 11 of the stinger rotating around the transverse axis 32 located at a depth of not less than 0.75 of the draft d of the vessel on GVL on rass oyanii from the stern at least 0,15 L (C frame).

In addition, in the aft part of deck 25 are located symmetrically relative to the LED winch 33 and vertical shafts 34 for repair and replacement of azimuthal propulsors 35 SDP, boiler room 36 and aft device 37 of the anchor positioning system.

In the housing 1 (Fig. 1) there are tanks of liquid ballast 38 for ensuring a constant landing and stability of the vessel, bow thrusters 39 such as a rotating disk, a winch 40 for emergency descent and lifting of the pipeline 41, as well as holds 28 for storing steel pipes, and holds 28 along the length are divided by transverse bulkheads 27 into compartments that are multiples of the length of the pipes, and by width - longitudinal bulkheads 42 into 3 compartments, multiple to the diameter of concrete pipes, while the width of the side compartments is not less than 0.2 of the width of the vessel, and the height of the compartments is about effectiveness to two storage sections is not more than 4 concreted tubes separated from one another by removable frames 43. The above holds 28 and 44 are equipped with lifts bridge cranes 45 for vertical and horizontal movements of the pipes (4).

On the bow section of the horizontal part 26 of the LED (Fig. 3) there is an auxiliary production line 46 for the manufacture of lashes 47 of three steel pipes with the S-method and lashes 48 of two steel pipes with the J-method. On the middle section of the horizontal part 26 of the LED, the first main production line 49 is located for assembling the first pipeline 41 and transferring it to the curved part 29 of the LED, equipped with pressure 50 and pressure 51 rollers, as well as at least one tensioner 52. Using the device 10 the angle of inclination to the horizontal of the nose section 11 of the stinger can be provided within 0-60 °, as well as the closure of the tunnel 31 and the relative length of the horizontal projection of this section of at least 0.1L with its minimum inclination, and the maximum angle of inclination of the feed wail sections 13 to the horizontal -80 °. To prevent outboard water from entering the process equipment during the assembly of the first pipeline 41 in the tunnel 31 above the cargo water line 53, cutouts 54 are provided with outlet channels 55 and covers 56 (FIG. 5).

For using the J-method, the second main processing line 57 for assembling and lowering the second pipeline 58 using the hoist 20, shaft 59 and clamp 60 (for holding it) is located in the middle part of the vessel under the tower 7 between the horizontal part 26 SD and the cargo hatch 5 as well as a cover 61 for closing the shaft 59 at the transition (Fig.6).

On deck 25 in the stern of the tensioners 52 above the tunnel 31 there is a carousel 22 for storing flexible elements and transferring them to the horizontal part 26 of the LED.

To ensure the stability of the vessel in the course of the aft contours are made so that the coefficient of completeness of the frame does not exceed 0.45 (Fig.7).

The work of the proposed marine vessel is as follows.

A vessel using azimuth propulsors 35 and the form of stern frames C arrives at the place of work with holds 28 filled with steel pipes, supplies of fuel, lubricating oil, fresh water, supplies and food (not shown), empty liquid ballast tanks 38, roundabout 22 with flexible elements on the upper deck 25, underwater structures 8 and pontoons 9 on the deck of the superstructure 1 of the hull 2. Depending on the depth of the place and ice conditions, anchors of increased holding force (not shown) are lowered using the bow 19 and feed 37 devices of the anchor positioning system, and / or a dynamic positioning system is launched, consisting of azimuthal propulsion devices 35 and bow thrusters 39, and the tunnel 31 is opened by turning the stinger nose section 11 around the transverse axis 32, the stinger sections 12 and 13 are pulled out and installed the necessary angles using device 10, using cargo cranes 6, pontoons 9 are launched. Divers from the diving complex 15 are lowered, check the design of the stinger, opening the cr shek 56 and 61, as well as the fastening of the pontoons 9. The production staff checks the operability of the hoists 44 and overhead cranes 45 in the bow 28, the equipment on the first main 49 and auxiliary 46 production lines for the S-method of lowering pipes and technological equipment on the second main technological line 57 for the J-method of descent pipes.

For emergency descent and lifting of the pipeline 41, a winch 40 is prepared. At depths of more than 100 m, modules of equipment for PTUA 14 and hyperbaric welding 16 are used.

To ensure an acceptable landing and stability of the vessel, for example, with the S-method, several pipes are lifted from the bow of the boat 28 using an overhead crane 45 and a hoist 44 located between the longitudinal 42 and transverse 27 bulkheads on auxiliary production line 46 and the corresponding tanks are filled with liquid ballast 38 Pipes are sent to auxiliary processing line 46 for chamfering, welding, inspection, insulation and repair of three-pipe lashes 47 with the S-method or two-pipe lashes 48 with the J-method. Three-pipe lashes 47 enter the first main production line 49 (S-method) for welding to the pipe 41, inspection, insulation and repair. After that, the pipeline 41 passes push 50 and pressure 51 rollers, as well as tensioners 52 located on slip 30, and through tunnel 31 enters stinger sections 11-13.

When using the J-method, the two-pipe lashes 48 are fed to the second main processing line 57 for welding to the second pipe 58 and clamping it with the clamp 60 to the “descent” command.

The carousel 22 with flexible elements is loaded on the supply base through the hatch 21, and the flexible elements are fed through the pressure 50 and pressure rollers 51, as well as the tensioners 52 for descent S-method.

Divers and / or PTUA check the correct laying of the pipeline and, if necessary, an auxiliary vessel (not shown) pre-digs a trench for the pipeline 41 and digs it after laying.

Simultaneously with the indicated technological process, a supply vessel is suitable, which is moored in ice using pontoons 9 and the pipes are loaded with cargo cranes 6 through cargo hatches 5.

The helicopter is used to change crew shifts and supply supplies, as well as reconnaissance of ice fields, icebergs and stamukhs in the far zone, and UAVs - for reconnaissance of ice in the near zone. Helicopter and UAV preparation for flights is carried out in hangar 18.

In the case of repair and replacement, azimuthal propulsors 35 are lowered down using winches 33 and vertical shafts 34, and equipment from the engine room 24 is delivered to the deck of the superstructure 1 through hatches 23.

To prevent outside water from entering the processing equipment, water through cutouts 54 in the tunnel 31, the outlet channels in the ship’s hull 2, bypassing the covers 56, is discharged overboard.

Tests of models in the pools confirmed the satisfactory seaworthiness of the proposed vessel and its performance in the required ice conditions. The performed calculations showed the possibility of obtaining acceptable investment indicators during the operation of the proposed vessel, as well as providing standard indicators of stability and unsinkability.

The proposed marine vessel allows for the laying in ice conditions of pipes of large diameter (up to 1400 mm), flexible elements and underwater structures with S- and J-methods with satisfactory seaworthiness of the vessel and increase its economic efficiency and operational safety, which compares favorably with the prototype.

Claims (7)

1. A sea vessel for laying steel pipes, flexible elements and underwater structures in ice conditions, including a hull, superstructure, bow cabin, runway, holds for storing steel pipes, liquid ballast tanks, an S-method pipe descent system located in the ship’s diametrical plane and consisting of a straight, almost horizontal, part of the launch track, located at least 10 m above the ship’s center of gravity, with the main and auxiliary processing lines, and of its curved part a vessel equipped with tensioners, pressure and pressure rollers, a bow, a middle and aft sections of the stinger with a device for their descent, holding and lifting to ensure that the pipe enters the water inside the hull and the necessary angles of abutment of the trigger track to the horizontal, while the vessel has a forked stern, connected by a deck above the cargo waterline, engine room and boiler room, a winch for emergency descent and lifting of the pipeline and a positioning system, characterized in that the vessel is equipped with a J-method of descent steel concrete and non-concrete pipes of large diameter (up to 1400 mm) and considerable thickness (up to 27 mm), underwater manifolds, T-joints and pipe terminations and a carousel for storing flexible metal-plastic pipelines with a diameter of up to 200 mm, hoses, cables and umbilicals located aft from the tensioners above the tunnel with the hatch for loading, while the S-method descent system is made with the possibility of laying the above steel pipes and flexible elements, for which the horizontal part of its trigger path it does not extend from the bow of the vessel to the vertical line of intersection of the upper deck with the aft transverse bulkhead of the hold and includes an auxiliary production line for making lashes of 2 or 3 pipes and the first main production line for assembling the first steel pipeline, and the curvilinear part the launch track has a radius of at least 0.7 of the ship’s longest length and consists of an open slipway, a tunnel closed along the sides and top, and a bow section of the stinger rotating around the transverse axis, distributed laid at a depth of not less than 0.75 draft of the vessel along the cargo waterline at a distance from the stern of not less than 0.15 of the longest vessel, and the coefficient of completeness of the frame in the region of the aforementioned transverse axis is not more than 0.45, and associated with the launch in the forked stern engine and boiler rooms with hatches for loading and unloading equipment, aft cabin with residential and office premises, a take-off and landing platform, a hangar for a helicopter and an unmanned aerial vehicle and removable equipment modules for storage, descent and lifting of an underwater telecontrol apparatus, a diving complex and hyperbaric welding, while the positioning system includes the bow and stern devices of the anchor positioning system and the dynamic positioning system, and the vessel is equipped with pontoons and cargo cranes for mooring and cargo operations in ice. 2. A sea vessel according to claim 1, characterized in that the J-method is provided with a double-pipe lash elevator, a tower and a shaft for assembling a second steel pipeline on the second main processing line, located in the middle section along the length of the vessel between the launch track and the cargo hatch, and a clamp for holding and lowering the specified pipeline at great depths and underwater structures at any depth. 3. The marine vessel according to claim 1, characterized in that the bow section of the stinger is configured to provide an angle of inclination of 0-60 ° to the horizontal and to close the tunnel during the transition of the vessel and during intense waves, the relative length of the horizontal projection of this section being at least 0.1 of the longest vessel with its minimum inclination, and the stinger stern section is made with the possibility of inclination to the horizontal at an angle of up to 80 °. 4. The marine vessel according to claim 1, characterized in that the winch for emergency descent and lifting of the pipeline is located under the auxiliary technological line, the bow device of the anchor positioning system is above it, and the stern device of the specified system is on the sides of the trigger track under the descent device holding and lifting stinger sections. 5. The marine vessel according to claim 1, characterized in that the dynamic positioning system consists of azimuth feed thrusters located symmetrically relative to the trigger track and equipped with winches and vertical shafts for their repair and replacement, as well as bow thrusters such as a rotating disk. 6. The sea vessel according to claim 1, characterized in that the holds for storing steel pipes are located in the hull under the upper deck and are divided by length by transverse bulkheads into compartments multiple of the length of the pipes, and by width - longitudinal bulkheads into 3 compartments that are multiple of the diameter of concrete pipes, and in height they provide storage of two sections of no more than 4 concrete pipes each, which are separated from one another by removable frames, and these holds are equipped with hoists and bridge cranes for vertical and horizontal pipe movements, and The length of the side compartments is at least 0.2 of the width of the vessel. 7. A sea vessel according to claim 2, characterized in that cutouts with outlet channels and covers are provided in the upper part of the tunnel, and a cover in the lower part of the vertical shaft.

Images