RU2718799C1 - System for emergency evacuation of personnel of offshore platforms in ice conditions - Google Patents

Abstract

FIELD: means of evacuation.

SUBSTANCE: invention relates to means of emergency evacuation of offshore platforms personnel in ice conditions. System for emergency evacuation of personnel of offshore platforms in ice conditions comprises collective rescue equipment: evacuation bridges with sleeves for lowering personnel to ice and water surface, inflatable rescue rafts and lifeboats for lowering onto water surface and survival standby vessel. On lower deck of offshore platform there additionally arranged are turning in direction along board and perpendicular to it cargo booms, forming slip in working position. Section of deck between booms is made in form of tilting platform, on which in initial state by means of locks rescue module with flat bottom is fixed, which end sections by means of verb-hooks are connected with cargo carriages of booms and cables of deck winches. In the fore end of the module there is additionally fixed a mousing-hook permanently connected to the running end of the tow line of the rescue standby vessel.

EFFECT: higher reliability at evacuation of personnel of offshore platforms to ice and quick departure to safe distance.

1 cl, 3 dwg

Description

The invention relates to emergency evacuation (EE) in ice conditions of personnel of offshore platforms (MP).

Currently, EE tools in ice conditions of MP personnel are oriented for use mainly on the water surface. The technical means for this are completed from among lifeboats, liferaft inflatable rafts, evacuation bridges with descent hoses and helicopters.

In the Arctic (the presence of ice fields, individual ice, low temperatures, winds, polar night, a hummocky surface barrier at the base of the MP and the like factors), when the remoteness of the supply points does not allow the forces and means of emergency rescue teams to quickly arrive at the MP due to the transience of the accident, such tools are usually ineffective and useless. At the same time, the statistics of accidents at sea, including in the Arctic, indicate that personnel and crew members of ships and offshore structures perish, as a rule, before the arrival of rescuers.

The descent of the MP personnel by means of hoses onto hummock ice and further actions on the ice surface in hydrothermal suits without appropriate emergency and rescue support are completely meaningless.

In essence, collective rescue equipment for such conditions is not provided for by the MP.

In accordance with the governing documents on emergency rescue support at the offshore hydrocarbon production and transportation facilities of PJSC Gazprom (Approved by the Member of the Management Committee, Head of the Gas, Gas Condensate, Oil Production Department of Gazprom on December 25, 2007 under The concept of emergency rescue support at the sea of Gazprom’s exploration, production and offshore hydrocarbon transportation facilities) provides for constant duty near the emergency rescue vessel’s MP. At the same time, the presence of a ship on duty near the MP also cannot always guarantee the evacuation of MP personnel to the vessel due to the impossibility of approaching the vessel from the MP due to the presence of large pack ice or hummock barriers. The use of helicopters for the evacuation of personnel from the MP in the presence of strong winds is unacceptable. The evacuation of personnel in lifeboats to clean water by dumping them overboard in high winds is classified as difficult and unsafe. It should be noted that moving a lifeboat among broken ice with a solidity of more than 5-7 points is impossible due to the high hydrodynamic resistance (Sazonov N.E. Life-saving appliances for ice conditions. State of the issue and solutions. Journal “Arctic: Economics and Ecology”. - No. 4 (12). - 2013, p. 32-39 [1]).

The probability of carrying out safe (and reliable) evacuation of personnel in lifeboats, as shown by marine practice, is insignificant due to their swaying under the influence of wind and subsequent impacts on the MP of breakage of fall cables from a great height. Evacuation can be difficult even with moderate winds. In stormy conditions, the success rate of evacuation is on average 16% in calm - no more than 70%, which is confirmed by the conclusions made on the basis of the analysis of accidents that took place on the Alexandr Kielland, Ocean Ranger and MSP-10 platforms (R.N. Karaev, “Accident Assessment of Offshore Oil and Gas Facilities,” Journal of the Marine Bulletin No. 3 (59) - 2016. - pp. 85-90 [2]). The operation of energy efficiency and rescue of personnel has limitations in case of fire on a platform with high temperature, smoke, failure of power supply sources. In the Arctic, polar night significantly complicates the struggle for the survivability of the MP survival and the possibility of energy efficiency on ice.

Equipping MPs with collective traditional rescue equipment developed in past centuries does not solve the problem of personnel energy efficiency on ice in the Arctic. As a prototype, the collective rescue equipment of Prirazlomnaya MP were analyzed, which are not suitable for their use in ice conditions. A partial solution to this problem is proposed in the materials of the application for the invention of JSC GNINGI “A rope complex for evacuating people from an offshore facility to an emergency rescue vessel” (application RU No. 2017113802 A dated 04/20/2017 [3]). The technical result of this technical solution is to increase safety during the evacuation of people from an offshore facility to an emergency rescue watch (ASD).

At the same time, the rope complex for evacuating people from an offshore facility to an emergency rescue vessel contains a load-carrying rope and a traction cable, the root ends of which are connected to the ship’s winch, the free end of the load-carrying rope being rigidly fixed to the object, and the free end of the traction cable is passed through the winch (spire), in which the ship’s hoist of the load-carrying rope is additionally equipped with a view, the free ends of the rope and cable are connected in series with the conductors to deliver them to the object, the complex is equipped with with a quadrocopter carrying an extension cord connected to the free ends of the conductors, the traction cable is formed in the form of a closed loop, wound on the winch of the object and sequentially on the ship's drive drive view with a winch, controlled together with the winch of the load-carrying rope by a synchronization unit, and for evacuating people to the complex sets of individual safety harnesses are included with carriages and brake clips for towing vehicles secured for transporting people on a load-carrying rope wasp.

The complex is also equipped with a line gauge carrying an extension cord connected to the free ends of the conductors, the traction cable is formed in the form of a closed loop wound on the winch of the object and sequentially on the ship's drive drive view with a winch, managed together with the load-carrying rope winch by a synchronization unit, and for evacuating people the complex includes sets of individual safety hanging equipment with carriages and brake clips secured for transporting people on a load-carrying rope and for traction cable.

A disadvantage of the known device [3] is that it contains a large number of mechanical elements, which significantly reduces the reliability of this device at low temperatures.

The Prirazlomnaya rescue system of the MP Prirazlomnaya was chosen as a prototype, in which 4 lifeboats with a total capacity of 246 people were designed for sailing in open water (Internet source

https://docviewer.yandex.ru/view/58042574/?*-XQD4Q62U41Q58yaCOSXx8tMLCWp7InVyb CI6Imh0dHA6Ly9zaGVsZiluZWZ0LmdhenByb20ucnUvZC9ibG9ja29udGhWBVWBZWBZWBZWBZWBZWBZWBFVFZFVFZFVFVFVFVFVFVFVFVV

A disadvantage of the known rescue system [4] is the limited ability to perform a rescue operation due to the presence of not enough reliable means in it when evacuating emergency personnel to ice and quickly moving to a safe distance.

The objective of the present invention is to increase reliability during the evacuation of personnel of an emergency MP on ice and quick departure to a safe distance.

The task is achieved by forming a system consisting of a rescue module MP and permanent cable (cable-cable) communication with the emergency rescue vessel on duty.

At the same time, in the emergency evacuation system for offshore platform personnel in ice conditions containing collective rescue equipment (evacuation bridges with hoses for launching personnel on ice and the water surface, inflatable liferafts and lifeboats for launching on the water surface), an emergency rescue duty vessel , unlike the prototype [4], on the lower deck of the offshore platform additionally placed unfolding in the direction along the side and perpendicular to it cargo arrows, forming in the working m position is slip, and the deck section between the arrows is made in the form of a reclining platform, on which, in the initial state, a rescue module with a flat bottom is fixed by means of locks, the end sections of which are connected with cargo arrow carriages and deck winch cables, and in the bow end the module is additionally fixed with a verb-hook, permanently connected to the running end of the tow rope of the emergency rescue vessel on duty.

In addition to the complex of collective rescue equipment existing at the MP, a rescue module (SM) is located on the platform. The definition of the term “module” is missing in the International Code of Life-Saving Equipment (LSA Code) (International Code of Life-Saving Means (LSA Code) Resolution MSC.48 (66) dated 06.06.1996, pp. 30-33). But practically many of the requirements of the Code should be referred to the SM when it was created as a completely enclosed lifeboat.

The descent of the SM on ice, unlike the prototype, was carried out according to a slip, the guides of which are made in the form of two cargo arrows. Rails can be used as cargo arrows. Arrows unfold alongside. In working condition, the arrows occupy a position in the direction perpendicular to the side. The rescue module is located on the lower deck of the MP a little higher than the arrows. U-turn of arrows is carried out by deck winches with standard reversal mechanisms. The junction of the boom on the reversal mechanism ensures that it is lowered under its own weight. Carriages move on arrows due to deck winch cables. Moving the carriage allows the boom to tilt to the desired angle to the surface of the ice (or water). The fore and aft verb-hooks of the sturdy SM hull are fixed by means of a halyard with a carriage to the cables of deck winches. In addition, a towing verb-hook is fixed to the SM in the bow, into which the towing cable-cable of the emergency rescue vessel on duty is constantly connected.

In order to demonstrate the distinctive features of the claimed technical solution as an example, not having any restrictive nature, the preferred embodiment of its implementation on MP is described.

In FIG. 1, 2, 3 shows the EE system in ice conditions of MP personnel, where the positions are: sea platform (MP) 1, cargo boom (slip) 2, hinged platform 3 decks, rescue module (SM) 4, fastening locks 5 CM on the platform , feed verb-hook 6, bow verb-hook 7, carriages 8, deck winches 9, wire rope 10 deck winches, bow towing verb-hook 11, towing cable 12, emergency rescue vessel (ASC), underlying surface 14 .

On the lower deck of MP 1 there are two cargo arrows 2 with the possibility of a turn along the side and perpendicular to it. The arrows can be made in the form of a rail along which the carriages move 8. The carriages 8 are connected via ropes 10 of deck winches 9. The root ends of the arrows 2 are mounted on the winch 9 on hinges, which provides them with an inclination of the vertical plane. Such fastening provides the tilt 2 to the boom 2 by moving the carriage 8 along the boom, is regulated by the length and tension of the winch 9. The rescue module 4 is placed in the initial position on the hinged pad 3 and secured by locks 5. In the aft and fore ends of the CM there are eyebrows with verbs 6 , 7. The hooks have devices for their automatic (or semi-automatic) return from the carriages 8 and the cables 10. The towing cable 12 of the ASO 13 on-duty vessel is connected via the towing verb-hook 11 with a separation mechanism to the SM. In the initial state (Fig. 1), the booms 2 are deployed along the deck of MP 1 slightly below the folding platform 3. The carriages 8 are in the extreme position (on the deck) by the cables of the deck winches 10.

For the descent of SM 4 to the surface of the water (ice), arrows 2 unfold in a position perpendicular to the MP board. At the same time, the SM is slightly higher than the carriages 8. The terminal verbs-gags 6.7 CM by means of a falin are connected to the carriages 8 and the cables of the winches 10 (Fig. 2). The locks 5 of the SM fastening open and the deck area goes down. Fastened by means of a feline to the carriage 8 CM under its own weight and movement by means of deck winches 9, the carriage 8 moves down, lowering the cargo arrows 2. The height of the boom 2 above the ice surface is regulated by the tension of the hummocks of the deck winches 10.

Hanging on the winders and ropes of the winch (as a safety element), the CM drops to the surface. Falini are automatically disconnected by means of the verb-nuts 6, 7 from the SM 4 hull and from the winch cables 10. The rescue module 4 is located on the surface as a rescue tool at the MP side. The rise of arrows 2 with the carriage 8 to the horizontal level occurs in the reverse order, after which the arrows 2 fall over along the side, and the platform is returned to its original position. The rescue module 4, which is located before the descent to the surface of the ice (water), through the bow towing verb-hook 11, is constantly connected to the towing cable 12 of the standby vessel ASO 13 (Fig. 3), by means of which the SM is towed to the ship ASO.

The use of SM as an additional means of EE on ice gives it functions as an alternative rescue means of EE. The layout of the internal volume of the SM on the principle of placing passengers in Boeing-707-200 aircraft (USA), where 230 people are located in the cabin (dimensions 20.8 × 3.5 × 2.1 m) provides almost complete replacement of 4 boats for 1 module.

In the event of a fire, MP personnel were given 120 minutes for energy efficiency (according to the fire resistance requirements of the MP temporary shelters). In such an emotionally stressful situation, it is more preferable to gather personnel on one section of the MP with the further use of direct evacuation through the SM ready for emergency descent and permanently connected by a cable to the ASO duty vessel.

The construction of the SM case has a flat bottom. The experience of people passing through the ice fields of the Arctic has shown that a flat-bottomed vehicle - "drag" is optimal for moving even along hummocks. The ship’s winch freely drags cargo weighing 25-26 tons on the ice surface with access to individual ice floes to take rescued personnel on board the ASO vessel. Using a cable for this will allow you to supply electricity to the SM.

The positive effect of the invention lies in the fact that it ensures the guaranteed life of the personnel and crew of the MP by descent of the collective rescue equipment to the surface and its prompt delivery to the emergency rescue crew on duty regardless of the weather and the size of the ice hummocks. At the same time, the control of the tilt of the cargo boom above the surface is combined with the simultaneous movement of the SM and the carriage, the presence of a permanent cable (cable) connection between the SM and the standby vessel ASO guarantees reliable movement (drawing) of the SM on ice after launching by means of a ship towing winch. It also provides a reduction in the number of collective rescue equipment at the MP, advance permanent placement of the SM at the side of the MP and EE on it personnel in individual means for lowering the halyard (life hoses) dramatically reduces the time of EE.

Information sources.

1. Sazonov N.E. “Rescue parameters of means in ice conditions. Status of the issue and solutions. The journal "Arctic: Economics and Ecology". - No. 4 (12). - 2013, p. 32-39.

2. R.N. Karaev. Accident assessment of offshore oil and gas facilities, - Zh. Maritime Gazette No. 3 (59) - 2016. - S. 85-90.

3. Application RU No. 2017113802 A dated 04/20/2017.

4. Internet source:

https://docviewer.yandex.ru/view/58042574/?*-XQD4Q62U41Q58yaCOSXx8tMLCWp7InVyb CI6Imh0dHA6Ly9zaGVsZiluZWZ0LmdhenByb20ucnUvZC9ibG9ja29udGhWBVWBZWBZWBZWHWBZWBFWHFZFVFZFVFVFVFVFVFZ

Claims (1)

An emergency evacuation system for personnel of offshore platforms in ice conditions, containing collective rescue equipment: evacuation bridges with hoses for launching personnel on ice and the water surface, inflatable liferafts and lifeboats for launching on the water surface, emergency rescue vessel, characterized in that on the lower deck of the offshore platform are additionally placed unfolding in the direction along the side and perpendicular to it, cargo arrows, forming in the working position n, and the deck section between the arrows is made in the form of a reclining platform, on which in the initial state, a rescue module with a flat bottom is fixed by means of locks, the end sections of which are connected via cargo verbs with arrow carriages and deck winch cables, moreover, in the bow of the module fixed verb-hook, constantly connected to the running end of the tow rope of the emergency rescue vessel on duty.

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