UA19069U - Stationary deep-water berth - Google Patents

Abstract

Stationary deep-water berth with component part as not connected rigidly to each other semi-immersed to sea or river bottom typical reinforced-concrete floating sections, those are in box shape with side boards, end walls, bottom, this is equipped with elements as metal knives for immersion to stone bed of gravel; and upper deck with superstructureequipped with under-crane and rail tracks, mooring and baffler units placed in the console section. The inner cavity of each typical floating section is divided by water-permeable and water-impermeable long and transverse partitions and decks to water-permeable and water-impermeable compartments and sections.

Description

Description of the invention

The useful model refers to hydraulic port facilities, in particular to stationary port berths. 2 The well-known patent ZU Mo1113451A "Hydrotechnical construction of the pier type" EO283/06 publ. 15.09.84. Bul. Moz41.

This pier consists of cylindrical shells filled with soil material, supported by the lower ends on the foundation, on which the upper part of the pier with crane tracks, mooring equipment, etc. is built. (The well-known patent ZU Mo1687712A1 "Wharf structure" EO283/06 publ. 30.10.91. Bull. Mo40). This berth consists of a face wall sunk into the ground, anchor posts with anchor rods and a superstructure in the form of a 70 horizontal plate, which has a cantilever part that protrudes beyond the face wall. ZY patent is also known

Mo481666 "Giant array" Е0О283/06 publ. 25.08.75. Bul. Mo31). This pier is built from symmetrical thin-walled reinforced concrete boxes (giant arrays), each of which has a front plate, a back plate, end plates, a bottom and a hinged hinged panel sealed along the inner contour with elastic waterproof gaskets. The production of giant arrays, taking into account their 12 structural features, is carried out on the shore in special parks in the immediate vicinity of the berth construction site. Ready-made giant massifs descend into the water, for example, along an inclined descent path. During launching, the hinged panel is pressed against the bottom and plates under the hydrostatic pressure of water from the outside, which ensures the waterproofness of the giant massif and its buoyancy. After the giant massifs float, they are towed to the place of installation, immersed on a prepared stone bed, the inner cavity is filled with sand, crushed stone and other ballast, under the pressure of which their hinged panels occupy a calculated horizontal or inclined position. On the upper part of the giant massifs, the upper superstructure of the berth is being created.

The disadvantages of these moorings are: monolithic production of a large number of reinforced concrete structures in field conditions and assembly of the mooring from individual parts (piles, slabs, etc.) manufactured at a specialized enterprise and delivered in bulk to the site of construction of the mooring; high labor intensity n) construction and installation works, the need to involve special crane equipment, including floating cranes, vehicles and special equipment for driving piles, etc.; production of a large amount of temporary formwork during concrete works, the dependence of the work execution period on weather conditions.

For the pier, which is created from giant arrays, it is extremely difficult to solve technical and production issues related to its manufacture of giant arrays. on the shore in special parks in the immediate vicinity of the place of creation of the mooring, lowering them into the water, ensuring the waterproofing of the compacted folding panel during the delivery of the giant massif afloat to the place of installation, as well as with the opening of the folding panel in the horizontal or inclined direction provided for in the calculations position. F

The tasks of the useful model "Stationary deep-water pier" are:

Zo - the creation of a Stationary deep-water berth, which consists of separate typical reinforced concrete - floating sections (hereinafter - typical sections), which during launching have a draft of about 3 meters, which ensures the possibility of towing them by river and sea routes from the enterprise - the supplier to the construction site of the Stationary deep-sea berth; "- provision of water depth at the border of the Stationary deep-sea berth at the request of the customer up to 26 to 70 meters, which provides mooring and parking of all types of dry cargo ships, passenger ships, container ships and almost all tankers and ore carriers. z" - ensuring the high quality of the Stationary deep-water mooring, which consists of separate, manufactured in the conditions of the shipyard, typical sections, built to class and under the supervision of the Russian

of the Maritime Register of Shipping in compliance with its "Rules for the construction of hulls of sea vessels and floating structures with the use of reinforced concrete" and requirements for calculations and standards of strength, as well as non-sinkability of floating structures; (Te) - reduction of the total cost of the construction of the Stationary deep-sea berth due to the preliminary manufacture of the required number of typical sections, which in a floating state with high technical readiness, within the time limit determined by the construction schedule, can be delivered afloat to the construction site of the Stationary deep-sea berth b 20; - reduction of the amount of crane equipment, including floating cranes, as well as auxiliary vehicles and other means involved in the construction of the Stationary deep-water pier; - reduction of the term of construction of the Stationary deep-sea pier; - expansion of the functions of the Stationary deep-sea mooring. 29 The essence of a useful model. c The following is known. When creating a berth from giant massifs, each of them is made in the form of a symmetrical thin-walled reinforced concrete box, consisting of a front plate, a back plate, end plates, a bottom and a hinged hinged panel attached to the bottom, sealed along the inner contour with elastic waterproof gaskets. During launching, the hinged panel is pressed against the bottom and plates under water pressure from the outside 60, which ensures the waterproofness of the giant massif and its buoyancy. Each giant massif, after being lowered into the water, is towed into place, for example, on an inclined descent path, immersed on a prepared stone bed, and then its internal cavity is filled with sand, crushed stone and other ballast, under the pressure of which the hinged panel occupies a calculated horizontal or inclined position. On the upper part of the giant massifs, the upper superstructure of the berth is being created. because the Next is new. The proposed stationary deep-water pier is built at the site of its creation from the required number of semi-submerged typical sections that are not rigidly connected to each other (item 1, Fig. 1), which are installed on a previously prepared stone bed with crushed stone (item 2 , Fig. 2) and unfastened to the rear anchor plates (item 3, Fig. 2) with anchor rods (item 4, Fig. 2). Typical sections have an asymmetric box shape, consisting of an outer corner board (item 5, Fig. 2), rear corner board (item 6, Fig. 2), bottom (item 7, Fig. 2), end plates ( item 8, Fig. 3) and the upper deck with a superstructure (item 9, Fig. 2). The inner cavity of each typical section is divided by longitudinal bulkheads (item 10, Fig. 2), transverse bulkheads (item 11, Fig. 3) and decks (item 12, Fig. 3) into water ballast ballast compartments (item 13, Fig. 2 and Fig. 3), ballast compartments of solid ballast (item 14, Fig. 2 and Fig. 3), cargo compartments and premises (item 15, Fig. 2 and 7/0 Fig. 3). Water ballast compartments are equipped with air pipes and valves with mechanical drives (not shown) for their opening - closing when filling ballast water compartments with seawater. Hard ballast ballast compartments have holes (not shown) for pouring sand and other ballast. Cargo compartments have openings equipped with lids (not shown), which are opened and closed when bulk cargo is poured into them from railway wagons and cars for further transshipment in port warehouses or on ships. Conveyors and other equipment (not shown) for transshipment of bulk cargo are located in rooms 7/5 adjacent to the cargo bays. The lower part of the corner boards of typical sections is equipped with "knives" (item 16,

Fig. 2 and Fig. 3) that go deeper into the bed during the installation of typical sections in a certain city. The upper deck with the superstructure of the Stationary deep-sea mooring is equipped with under-crane tracks (pos. 17, Fig. 1 and

Fig. 2), located along the corner sides of typical sections and railway tracks (pos. 18, Fig. 1 and

Fig. 2). In the area of the outer corner board, the upper deck ends with a cantilever part (pos. 19, fig. 2), on which there are berths for mooring and parking of ships, as well as cabinets for electricity, telephone communication, power communications, tie bars and other equipment for mooring and boat docks (not shown). A cantilever structure (item 20, Fig. 2) is located on the lower part of the corner outer board, which rests on the bed when the typical section is installed in the specified place. The end parts of typical reinforced concrete sections are equipped with centering structures in the form of a protruding vertical beam (item 21, Fig. 3) and a vertical groove (item 3z. 22, Fig. 3) into which the vertical beam of the adjacent typical t section enters during the installation of typical sections, centering between them as part of the Stationary deep-sea mooring. In the event that during the descent from the slipway to the water of typical sections in the working vertical position, their draft exceeds the water depth at the threshold of the slipway, for example, about 3 meters, which makes it impossible to lower these typical sections to the water in their working vertical position , they are built in a horizontal transport position - "on the side", that is, when the corner boards are located horizontally. In this case, the towing of typical sections to the destination is also carried out in the position "on the side" when the depth of waterways exceeds 3 meters. At the place of creation of the Stationary deep-water mooring, the ballast water compartments of the specified typical sections are filled with overboard water and the typical sections are canted from the position "on the side" in the working vertical position when the draft is less than the depth of water at the border of the Stationary deep-sea mooring. Immersion of the typical section on the seabed and its tight installation in the specified place is carried out by pouring sand and other ballast provided by the project into the ballast compartments of solid ballast through holes (not shown) in the upper deck of the typical section.

A useful model is illustrated by the following drawings:

Fig. 1 - location diagram of the Stationary deep-water berth, with Fig. 2 - cross-section along A-A,

Fig. 3 - section along B-B. ;" Technical result. Typical sections that are part of the Stationary deep-sea berth are divided by longitudinal and transverse bulkheads into watertight and waterpermeable compartments with compliance

Requirements of the Rules of the Russian Maritime Register of Shipping regarding calculations and norms of strength, as well as non-sinkability of floating structures. This ensures safe towing of typical sections by river and sea. They are accumulated in advance at the factory - the supplier in the amount necessary for the formation of the stationary deep-sea pier and according to the agreed schedule are delivered afloat to the place of their installation, which makes it possible to organize the rhythmic execution of construction works and in a short time to create

Stationary deep-water mooring. Production of typical sections in factory conditions provides the necessary them

Me, the quality, and, accordingly, the generally high operational reliability of the Stationary deep-sea mooring, to

Which composition do they belong to? The creation of a stationary deep-water berth from separate typical sections with high technical readiness significantly reduces the volume of work performed in the field, reduces the overall labor intensity of construction work and the cost of attracting a significant amount of crane and special equipment, floating means and other equipment to perform the work at the place of creation of the Stationary deep-water berth, which ensures a reduction of the total costs for its creation. The own weight of the typical c-sections and the mass of ballast contained in their ballast water compartments and in the ballast compartments of solid ballast, the "knives" buried in the seabed, the centering structures located at the ends and the disconnection of the typical sections with anchor rods to the rear anchor plates ensure reliable fixation of the typical sections in the predetermined location of the Stationary deep-sea mooring. The presence of dry cargo bays equipped with conveyors and covers at the Stationary deep-water berth expands the functionality of this berth as a component of the transshipment terminal for bulk cargoes, reduces the cost of transshipment operations due to the reduction of the time required for unloading bulk cargoes from railway wagons and cars and for their transportation cargoes to port warehouses or to ships. 65 Sources of information used: 1. Shikhiev F.M. and others. The arrangement of sea ports. M. "Transport". 1976. pp. 182, 183, 244, 267.

2. Description of the invention BO Mo1687712A1 EO283/06 "Prychalnoe sooruzhenie".

Z. Description of the invention ZO Mo481666 E0O283/06 "Giant Array". 4. Rules for the construction of hulls of sea vessels and floating structures using reinforced concrete.

Russian Maritime Register of Shipping. 2000

Claims (12)

Formula of the invention 70 1. A stationary deep-sea mooring, the component part of which is not rigidly connected to each other, semi-submerged to the sea or river bottom, typical reinforced concrete floating sections, which have a box shape with angular sides, end walls, a bottom equipped with elements in the form of metal knives for immersing them in a stone bed of crushed stone; as well as an upper deck with a superstructure equipped with crane and railway tracks, mooring and break devices located on its cantilevered part, which is distinguished by the fact that the inner cavity of each typical reinforced concrete floating section is divided by watertight and water-permeable longitudinal and transverse bulkheads, as well as decks on waterproof and permeable compartments and rooms. 2. Stationary deep-sea mooring according to claim 1, which differs in that the typical reinforced concrete floating sections, which are part of the stationary deep-sea berth (hereinafter - typical sections), are built on the class of g. And under the supervision of the Russian Maritime Register of Shipping in compliance with its "Rules for the construction of hulls of sea vessels and floating structures constructed using reinforced concrete" and requirements for calculations and standards of strength, as well as unsinkability of floating structures. 3. Stationary deep-water berth according to claim 1 and claim 2, which differs in that the compartments into which the internal cavities of typical sections are divided are divided into ballast compartments of water ballast, ballast compartments of solid ballast and into cargo compartments with adjacent rooms. 4. Stationary deep-sea mooring according to claim 1, claim 2 and point 3, which differs in that the ballast water compartments of typical sections are equipped with overboard valves for opening and closing them when the water ballast compartments are filled with overboard water during canting of typical sections and their immersion , and the ballast compartments of solid ballast have holes in the upper deck of the typical sections for pouring sand and other ballast when submerging the typical sections when they are installed on the bed. 5. Stationary deep-sea pier according to claim 1, claim 2, item 3 and claim 4, which is characterized by the fact that the typical sections (Ce) are equipped with centering structures that fix the typical reinforced concrete sections in a certain place in the composition of the stationary deep-sea pier. 6. Stationary deep-sea berth according to claim 1, claim 2, point C, claim 4 and claim 5, which differs in that typical (22) 35 sections are built in the conditions of specialized enterprises, for example, on the slipways of a shipyard. "- 7. Stationary deep-water berth according to point b, which differs in that, in the event that the draft of its typical sections during their launching exceeds the depth of water at the threshold of the slipway, such typical sections are built in a horizontal transport position "on the side" and descend from the slipway to the water also in the position "on the side" when the draft is, for example, about 3 meters. " 8. Stationary deep-sea mooring according to claim 6 and claim 7, which is characterized by the fact that the typical sections, which are part of the stationary deep-sea berth from c, in their horizontal transport position "on the side" are towed by river and sea routes from the supplier plant to the place their installation as part of a stationary deep-water pier. 9. Stationary deep-water mooring according to claim 7 and claim 8, which differs in that the typical sections at the place of their installation are translated and re-angled from the horizontal transport position "on the side" to a vertical working position with a draft smaller than the water depth at the boundary of the stationary deep sea pier. is), 10. Stationary deep-sea berth according to claim 6, claim 7, claim 8 and claim 9, which is distinguished by the fact that it is built from separate typical sections with a length of, for example, up to 135 meters each, has, at the request of the customer, any length according to the project at water depth at the border of the berth up to 26 meters. (2) 11. Stationary deep-sea pier according to claim 10, which is characterized by the fact that, in order to expand the functional capabilities of the stationary deep-sea pier as part of port terminals for transshipment of bulk cargo, typical sections included in the stationary deep-sea pier should be located in the area of railway tracks cargo compartments, which are equipped with covers, as well as equipped with conveyors for transshipment of bulk cargo from railway wagons and motor vehicles to port warehouses and onto ships. with 12. Stationary deep-sea mooring according to the above points, which differs in that the typical sections included in the Stationary deep-sea mooring, which are built in the conditions of, for example, a shipyard, before the start of their towing to the place of creation of a stationary deep-sea mooring, have high technical readiness and do not require significant material, labor and monetary costs for their completion and installation in a designated place. b5