WO2009048342A9

WO2009048342A9 - Mooring system and related means

Info

Publication number: WO2009048342A9
Application number: PCT/NZ2008/000265
Authority: WO
Inventors: Peter James Montgomery
Original assignee: Cavotec Msl Holdings Ltd; Peter James Montgomery
Priority date: 2007-10-12
Filing date: 2008-10-10
Publication date: 2009-07-23
Also published as: WO2009048342A3; PA8798501A1; WO2009048342A2

Abstract

A mooring system comprising or including: a rail fixed generally parallel to a mooring face of a dock; and a carriage associated with the rail, the carriage including wheels to facilitate translation of the carriage with respect to the rail in a manner preventing derailment of the carriage, a prime mover to effect said translation, means of releasably fixing the carriage to the said rail or dock and a means which provides releasable engagement with the hull of a vessel and which is dependent from said carriage.

Description

"MOORING SYSTEM AND RELATED MEANS"

FIELD OF THE INVENTION

The present invention relates generally to an apparatus for mooring and manoeuvring vessels. More particularly, the present invention provides a mooring system for manoeuvring vessels along a guide track installed along a dock, without the use of hauling ropes.

BACKGROUND

Traditionally, moving a vessel along and in close proximity to a dock has involved the use of haul lines tied to stanchions on the dock and winches fixed on the vessel, or vice versa. Such operations are labour intensive, inefficient and hazardous. Considerable time is spent connecting and disconnecting lines which, due to their size, requires significant effort, and both vessel and shore crews. In addition, in busy ports where several vessels may be moored using lines, the lines extending fore and aft from the vessel to the dock may cross those of an adjacent vessel, thereby further complicating any attempt to move a vessel along the dock.

U.S. Pat. No. 3626890 describes a barge hauling apparatus using a float that is towed along the face of the dock. Fixed to the float is an arm that engages a stanchion on the vessel, allowing the vessel to be pulled along the dock with the float. The arm need only accommodate a relative movement between the float and vessel from the unloaded to the loaded positions, since the float itself rises and falls with the tide. A major disadvantage of this device, however, is that it can only be used in water. It could not be used, for example, for manoeuvring a vessel into a dry dock. A further disadvantage of this type of device is the mechanical complexity of the means of engagement with a stanchion on the vessel, due to the required grasping action. This device is inflexible and incapable of accommodating a wide range of sizes and shapes of vessel.

Another device for moving a vessel along a dock is disclosed in U.S. Pat. No. 3974794. Suction cups for attachment to the hull are mounted on transversely extending hydraulic cylinders. The cylinders are mounted on self-propelled carriages that run in rails along the top surface of the dock. A disadvantage of this device is the large unbalanced torque that is exerted upon the rail and the fact that a large counter-balance weight is necessary on the carriage in order that sufficient reaction can be provided to push or haul the vessel.

In order to achieve good utilisation of the available dock space in a busy port, it is desirable to be able to readily move vessels fore and aft once they have been made fast to the mooring and without having to release the mooring means. By way of example, a space along a dock between two moored vessels may be too small to accommodate a third vessel. If one or both of the first vessels can be readily repositioned along the dock, more of the dock becomes usable.

Minimal space utilisation and obstructions on the working surfaces of a dock is also an important factor. This is because any obstruction on a working surface where for example cranes, forklifts and trucks operate can create inefficiencies in shore based activities and the loading and unloading of a vessel.

In this specification where reference has been made to patent specifications, other external documents, or other sources of information, this is generally for the purpose of providing a context for discussing the features of the invention. Unless specifically stated otherwise, reference to such external documents is not to be construed as an admission that such documents, or such sources of information, in any jurisdiction, are prior art, or form part of the common general knowledge in the art.

SUMMARY OF THE INVENTION

Accordingly, it is an object of the present invention to provide a mooring system which, compared to the prior art, creates at least some efficiencies in the moored condition of a vessel adjacent a dock and or the mooring and moving of a vessel or vessels along and in close proximity to a dock. Accordingly, in a first aspect the present invention consists in a mooring system comprising or including: a rail fixed generally parallel to a mooring face of a dock; and a carriage associated with the rail, the said carriage including wheels to facilitate translation of the carriage with respect to the rail in a manner preventing derailment of the carriage, a prime mover to effect said translation, means of releasably fixing the carriage to the said rail or dock and a means which provides releasable engagement with the hull of a vessel and which is dependent from said carriage. Preferably the means which provides releasable engagement is dependent from said carriage in a manner to include three-dimensional control of the position of an attachment element relative to the dock, to facilitate its positioning and/or repositioning for and/or during engagement with the hull of the vessel. Preferably the means which provides releasable engagement is vacuum actuated.

Preferably the said prime mover includes a first and a second propulsion device adapted for propelling the carriage along the rail either when the said means which provides releasable engagement is free from or engaged with the hull of the vessel, respectively. Preferably said rail is fixed to one of the top of the dock and the front face of the dock.

Preferably a second rail is fixed to one of the other of the top of the dock and front face of the dock.

Preferably said second rail is fixed generally parallel to the said first rail along the front face of the dock, and wherein a second set of wheels of the carriage support the carriage with the second rail.

Preferably said carriage carries a propulsion device that includes a motor driven traction wheel which engages with either the first or second rail.

Preferably the said propulsion device includes two linear actuators fixed to the carriage and arranged generally parallel to the first or second rail; the free end of each actuator being fixed to a clamp which is releasably clampable to the corresponding rail.

Preferably said carriage carries two linear actuators fixed to the carriage and arranged generally parallel to the first or second rail; the free end of each actuator being fixed to a clamp which is releasably clampable to the corresponding rail. Preferably said two linear actuators are engaged to said carriage in opposed directions, each of said two linear actuators able to drag the carriage along the rails when its respective clamp is clamped to the rail.

Preferably said two linear actuators are able to act in concert to move said carriage along the rail in a controlled manner. Preferably the linear actuators are double acting pneumatic rams and the clamping device is a pneumatically operated, spring release type brake device. Preferably one or more carriages may be controlled individually or in combination by a single operator to, when their means which provides releasable engagement is engaged to a vessel, move a vessel generally parallel to the rail.

Preferably one or more sets of carriages may be controlled by a single operator. In another aspect the present invention consists in a method of ensuring that no damage to a hull of a vessel occurs by fenders positioned from a wharf adjacent to which a vessel may be moored, the method comprising the use of a system as herein described operated to hold the vessel at a suitable distance from any fenders of the wharf.

Preferably the method includes the operation of the system to move a vessel along the wharf in a manner to prevent its contact with any fender of the wharf.

In another aspect the present invention consists in a mooring system comprising or including: a rail track that consist of two or more parallel rails, fixed to the underside of a dock and generally parallel to a mooring face of a dock; and a carriage which engages with the rail, and a prime mover to propel the carriage along the rail track., said carriage supporting a suction pad connection device that can engage the hull of a vessel to be moored adjacent the dock to hold the vessel in a desired position.

Preferably the carriage can be moved to travel along the rail track to allow repositioning of the suction pad. Preferably repositioning may occur whilst the vessel is engaged by the suction pad to also reposition the vessel.

In another aspect the present invention consists in a mooring system comprising or including:

(i) a rail track that consist of two or more spaced apart in a horizontal direction parallel rails, said rail track located at the underside of a dock and wherein the rails extend generally parallel to a mooring face of a dock; and

(ii) a carriage associated with the rail track in a manner to be translatable relative thereto, said carriage supporting a suction pad connection device that can engage the hull of a vessel to be moored adjacent the dock to hold the vessel in a desired position; and (iii) at least one prime mover to propel the carriage along at least part of the rail track.

Preferably the carriage carries brakes that can prevent the movement of the carriage relative to the rail track. Preferably the brakes interact with the rails to prevent the movement of the carriage relative the rail track.

Preferably the carriage is suspended substantially below the rail track.

Preferably the suction pad connection device is supported by the carriage in a manner to allow the suction pad connection device to be displaced in a direction away from the mooring face of the dock.

Preferably the suction pad connection device can be displaced towards the carriage sufficiently to allow the carriage to move along the rail track without encountering interference from any dock supporting structure members located intermediate of the rail track and the mooring face.

Preferably a plurality of carriages are associated with the rail track.

In another aspect the present invention consists in a method of moving a vessel moored along side a dock and held relative thereto by at least one suction connection device of the system as herein described, said method comprising the steps of moving the or each carriage by which the at least one suction connection device is supported, along the rail track so that the vessel is moved relative to the dock.

Preferably the moving is effected by said prime mover.

In another aspect the present invention consists in a dock that includes the system as herein described. Preferably the dock forms part of a canal, or pier or dry dock or container terminal or cargo terminal or roll-on roll-off terminal.

In another aspect the present invention consists in a mooring system capable of securing and holding and moving a vessel floating in a body of water adjacent to a dock, said system comprising or including: a rail fixed generally parallel to a mooring face of a dock; and a carriage associated with the rail, said carriage including wheels to facilitate translation of the carriage with respect to the rail in a manner preventing derailment of the carriage , a prime mover to move effect said translation, brakes for releasably fixing the carriage to said rail or dock and a suction pad attractive attachment element that provides releasable engagement with the hull of a vessel and that is dependent from said carriage.

As used herein the term "and/or" means "and" or "or", or both. As used herein "(s)" following a noun means the plural and/or singular forms of the noun.

The term "comprising" as used in this specification means "consisting at least in part of. When interpreting statements in this specification which include that term, the features, prefaced by that term in each statement, all need to be present but other features can also be present. Related terms such as "comprise" and "comprised" are to be interpreted in the same manner.

To those skilled in the art to which the invention relates, many changes in construction and widely differing embodiment and application of the invention will suggest themselves without departing from the scope of the invention as defined in the appended claims. The disclosures and the descriptions herein are purely illustrative and are not intended to be in any sense limiting.

BRIEF DESCRIPTION OF THE DRAWINGS Further aspects of the present invention will become apparent from the following description which is given by way of example only and with reference to the accompanying drawings in which:

Figure 1 is a plan view showing two vessels and a length of dock to which a mooring system of the present invention is fixed; Figure 2 is a plan λάew showing a vessel and a dock to which a mooring system of the present invention is fixed;

Figure 3 is a vertical section through the rail of the mooring system of the present invention;

Figure 4 is a illustration of the a carriage of the mooring system of the present invention,

Figure 5 is a illustration of a mooring clamp of the mooring system of the present invention, and

Figure 6 shows a system that is mounted to the underside of a dock.

DETAILED DESCRIPTION OF THE INVENTION

A first preferred embodiment of the mooring system of the present invention is indicated generally by 100 in the drawings. In general, two rails 70, 71 may be installed along a length of the dock D. Carriages 72, run along the rails 70, 71. Associated with each carriage 72 is a mooring clamp 10 with a vacuum actuated attachment element 1 (Fig. 4). As will be described in detail below, the carriages 72 may be moved along the rails 70, 71. They can be moved to a suitable position to engage with the hull of a vessel S and may subsequently driven such that the carriages 72 move along the rails 70, 71 and permits a vessel S to be moved along the dock D.

The vacuum actuated attachment element 1 as shown in Figure 4 preferably includes at least one or one pair of vacuum cups or pads which are maintained substantially parallel to the plane of the front mooring face of the hull of a vessel. The cups are the preferred form of suction coupler to engage with the vessel. Preferably they will engage with vertically extending planar surfaces of a vessel such as a port or starboard side hull surface. The suction coupler(s) provide an attractive force between the fixed structure of the attachment element 1 and the surface with which it is to engage (eg the hull of the vessel). Whilst the word "vacuum" is used herein, it will be appreciated that all that may be required to establish an attractive force, is a sufficient pressure differential between the air pressure in the cup and the ambient air pressure to overcome any external forces that may cause separation or relative movement between the vessel and the cup.

As best seen in Figs 3 and-4, the top rail 70 is fitted generally along the top^' of the dock D and the lower rail 71 is fitted substantially parallel to the top rail 70 along the front' face of the dock D. The rails 70, 71 are both rigid members directly fixed to the main structural members of the dock D. In other preferred embodiments (not shown) both the rails 70, 71 may be fitted to the front face or the top face of the dock D as may be desired.

The carriage 72 is supported by vertical rollers 80 (having their axis of rotation oriented vertically) and horizontal rollers 81 (having their axis of rotation horizontally) which run along the rails 70, 71. The vertical rollers 80 run on a horizontal surface of the rails 70, 71 and the horizontal rollers 81 bear on a vertical surface of the rails 70, 71. This facilitates the prevention of derailment of the carriage 72.

A propulsion apparatus 82 of a known type, for example such as used to drive a crane carriage, is also mounted to the carriage 72 and provides a first means of moving the carriage 72 along the rails 70, 71. The propulsion apparatus 82 may include a motor, reduction gear and clutch (not shown) driving a traction wheel 83. The traction wheel may engages with the rail 71 or some other element to allow it to drive off. Optionally, other known types of traction device, such as a gear wheel engaging a toothed rail (not shown) may be employed for propelling the carriage 72.

A driving device 90 may provide a second means of moving the carriage 72 along the rails 70, 71, and also provides a means of associating the carriage 72 to the top rail 70. In the preferred embodiment of the mooring system 100 (see Fig. 4) the driving device 90 includes two linear actuators 84, 85 each fixed to the carriage 72. The second end of each actuator 84, 85 is fixed to a clamp 184, 185 which permits releasable engagement with a flange 74 of the top rail 70. Each actuator 84, 85 is a double acting pneumatic ram arranged generally parallel to the top rail 70, the cylinder end of which is fixed to the carriage 72. The clamp 184, 185 is preferably a known type of brake device such as a spring release - air actuated brake.

The linear actuators 84 and 85 may work in conjunction with the clamps 184 and 185 to move the carriage 72 along the rails 70 and 71. Movement of the carriage 72 along the rails may be achieved by systematically actuating the linear actuators 84 and 85 and clamps 184 and 185 so that the carriage is "stepped" along the rails 70 and 71.

An example of the movement of the carriage is now described with reference to Figure 4. Clamp 185 may be engaged with the flange 74, while clamp 184 is disengaged with the flange 74. Linear actuator 85 may then retract to "pull" the carriage towards engaged clamp 185. Linear actuator 84 may then retract to pull the disengaged clamp 184 towards itself. Clamp 185 may then be disengaged, and clamp 184 engaged so that extension of linear actuator 84 causes the carriage 72 to be "pushed" away from engaged clamp 84 so that the carriage is moved further along the rails 70 and 71. This process can be continually repeated in order to move the carriage 72 along the rails 70 and 71.

It is to be appreciated that the invention is not limited to the use of double acting pneumatic rams; in a second preferred embodiment single acting rams are employed, also other fluid powered rams or other linear actuators may equally be employed.

The other main component of the mooring system 100 is the mooring clamp 10, two vacuum pads 1 of which are shown in Fig. 4, positioned preferably between two fenders 73. When not in use the vacuum pads 1 are retracted inside the plane defined by the outer surfaces of the fenders 73.

Illustrated schematically in Fig. 5 is a mooring clamp 10 for providing a means of releasably fastening the carriage 72 to the hull of the vessel S and means of accurately positioning the vacuum pads 1 in three dimensions. The movement mechanism 20 includes a telescoping member 21 supporting the vacuum pads 1. In order to allow the vacuum pads 1 to conform to the surface of the hull of the vessel S, the vacuum pads 1 are mounted to the telescoping member 21 about pivots 3 and 5 permitting limited angular rotation of the vacuum pads 1. One end of the telescoping member 21 is pivotally fixed to the vacuum pads 1, and the second is pivotally fixed to the carriage 72. The telescoping member 21 is driven by a double acting pneumatic ram (not shown) of known type. The telescoping member 21 is pivoted substantially about a first axis Y and a second perpendicular axis Z.

Rotation about the axis Y chiefly provides up and down movement and is controlled by two single acting pneumatic rams 22 both ends of which are pivotally fixed, one end to the vacuum pads 1, the second end to the telescoping member 21. Rotation about the axis Z chiefly provides fore and aft movement and is controlled by two single acting pneumatic rams 23 both ends of which are pivotally fixed, one end to the first item 50 the second end to the telescoping member 21. Each carriage 72 of the mooring system 100 is supplied with power by a pickup 75

(Fig. 4) running along the rail 70, providing power for the vacuum, pneumatic, electrical and other systems onboard the carriage 72. The pickup 75 is of known type, and may include a live conductor within a sealed enclosure (not shown) or means of trailing a fixed cable (not shown). Each carriage 72 is also provided with a means of sending and receiving control or feedback signals (not shown), most preferably a radio control system, however, it will be appreciated that other means may be used such as data cable. Precise computer control and monitoring of all the operating steps and functions of the mooring system 100 is a feature of the invention, which in the preferred embodiment permits the complete mooring system 100 to be operated by a single operator. The above described embodiment works as follows. The operator may determine the desired positions for the carriages 72 which are each then driven into position along the rails 70, 71 by the propulsion apparatus 82, 83. Once in position the carriages 72 may be fixed to the rail 70 by actuation of the clamps 184, 185 and pressurisation of the rams 84, 85. Both sides of the pistons of the rams 84, 85 are pressurised sufficiently to fix the carriage 72 rigidly in position, although the pressure may be reduced or regulated to provide a degree of resilience in the fixing to the rails 70, 71, if so desired. When the vessel S draws near to the dock D, the telescoping member 21 extends the vacuum pads 1 out toward the hull of the vessel S (Fig. 3). The vessel S is fastened and positioned in the manner described such as described in New Zealand patent NZ 501395, the contents of which is hereby incorporated by way of reference. The driving device 90 may then be used to move the vessel S along the rails 70, 71 by the co-ordinated control of the rams 84, 85 and the clamps 184, 185. For example, to drive the carriage 72 in the direction 110, ram 84 pushes against its clamp 184 and ram 85 pulls on its respective clamp 185. It will be appreciated that this method permits the controlled distribution of the attractive forces along the hull of die vessel S and allows the vessel S to be smoothly accelerated. When the rams 84, 85 near the end of their stroke, ram 84 approaches maximum extension and ram 85 approaches full retraction, the driving device 90 is then stepped along the rails 70, 71 in the direction 110. This stepping movement occurs quickly, and may be achieved by releasing clamp 184, retracting ram 84, re-clamping clamp 84 then releasing clamp 185, extending ram 85 and re-clamping clamp 185; or vice versa. This stepping movement is readily achieved with the vessel S in motion.

A large

S, even at the very low velocity used in this system (approximately 1 m/s maximum) acquires significant momentum and it is also very important to control the deceleration of the vessel S. To achieve this the pressure in the rams 84, 85 is controlled to provide a force to slow the vessel S. During deceleration, as the rams 84, 85 near the end of their stroke, the stepping movement as described above may also be performed. When the vessel S has reached the final position the clamps 184, 185 are engaged to fix the carriage 72, as previously described.

The mooring system 100 also permits each carriage 72 and mooring clamp 10 to be controlled independently. Referring to Fig. 2, four carriages 72a -72d are positioned along a dock. As the vessel S approaches the dock D, the mooring clamp 10 of carriage 72a engages with the hull of the vessel S, near its bow. Carriage 72a then draws the vessel S into the dock D until the mooring clamps 10 of carriage 72b may be engaged with the hull. Carriages 72a and 72b then draw the vessel S further in until all the mooring clamps 10 of all the carriages 72 are engaged and the vessel S is positioned as required. With this mooring system 100 accurate positional control of the vessel S may be achieved, allowing a positional feedback signal to be used to control other dockside equipment, for example, automated material handling systems, cranes and lifts and vessel lifting systems. A particularly suitable application of the system involves the use of lifting bogies which support the weight of the vessel and which require accurate positioning relative to the hull. The mooring system 100 may be used in conjunction with these to drive a vessel up out of the water onto a dry dock. In alternative embodiments of the mooring system 100,

sets of carriages 72 with mooring clamps 10 may be controlled by different operators, in order that several vessels may be independently moved along the rails 70, 71.

Figure 6 shows an alternative embodiment of the present invention in which the mooring system is substantially located on the underside of a dock D. In the embodiment of Figure 6, rails 200 and 201 may be provided to facilitate movement of a carriage 203 along a dock D. The rails 200 and 201 may be secured to the underside of the dock D in any suitable way such that they can support the weight of the carriage 203.

The carriage 203 supports a mooring device. The mooring device may employ one or more mooring arms 210. One or more vacuum pads 1 may be located at the end of the mooring arms 210 for engagement with the hull of a ship. Preferably the mooring arms 210 are telescoping so that the vacuum pads 1 may be moved towards and away from the hull of a ship as required.

Movement of the carriage 203 along the dock D may be achieved in the same way as was described with reference to the system shown in Figure 4 (i.e. the use of a propulsion apparatus and/or linear actuators associated with clamps).

To avoid interfering with piles 220 of the dock D, the mooring arms 210 may be retracted as the carriage 203 is moved along the dock D. When multiple mooring devices are employed together, the piles 220 of the dock D may be negotiated around by selectively disengaged the vacuum pads 1 and retracting the mooring arms 210 of a particular mooring device as required. After a carriage 203 has moved to a position in which the pile 220 will no longer interfere with the mooring arm 210, the mooring arm 210 of a particular mooring device can be extended so that the vacuum pad 1 can reengage with the hull of a ship.

The arms 210 may be pivotally mounted to the carriage 203 so that, if the vacuum pads 1 are engaged with the hull of a ship, the arms can accommodate movement of the ship. Movement of the ship may occur as cargo is unloaded from the ship, or as the tide changes. The embodiment of Figure 6 has the advantage that the mooring device and associated carriage and rails are concealed below the dock D. Therefore, the components are not vulnerable to interference and damage from being located on the topside of the dock D. Aspects of the present invention have been described by way of example only and it should be appreciated that modifications and additions may be made thereto without departing from the scope thereof.

By providing carriages that may be driven along a dock, wherein each carriage includes a means of releasably fastening to a vessel, the present invention overcomes the disadvantages associated with the traditional method. Mooring lines are eliminated and the system may be controlled by a single operator, greatly reducing the manpower required. Not only is the system adapted to applications where there is a clear need to move a vessel along a dock, such as to drive the vessel into dry dock or when loading a bulk carrier to position the hatches below a conveyor, but the system also permits efficiency gains to be realised in busy ports. The system enables vessels to be readily shuffled along to make best use of dockside space.

The system is also suited to new applications, such as driving a vessel up a ramp from the water with the weight of the vessel supported on bogies. In addition, the means used to connect the carriage with the vessel overcomes the problems of the prior art by incorporating resilient elements to absorb the impacts cause by wind, wave or current action, restraining the vessel within adjustable limits.

Claims

CLAIMS:

1. A mooring system comprising or including: a rail fixed generally parallel to a mooring face of a dock; and a carriage associated with the rail, the said carriage including wheels to facilitate translation of the carriage with respect to the rail in a manner preventing derailment of the carriage, a prime mo\^rer to effect said translation, means of releasably fixing the carriage to the said rail or dock and a means which provides releasable engagement with the hull of a vessel and which is dependent from said carriage.

2. A mooring system as claimed in claim 1 wherein the means which provides releasable engagement is dependent from said carriage in a manner to include three- dimensional control of the position of an attachment element relative to the dock, to facilitate its positioning and/or repositioning for and/or during engagement with the hull of the vessel.

3. A mooring system as claimed in claim 2 wherein the means which provides releasable engagement is vacuum actuated.

4. A mooring system as claimed in claim 2 or 3 wherein the said prime mover includes a first and a second propulsion device adapted for propelling the carriage along the rail either when the said means which provides releasable engagement is free from or engaged with the hull of the vessel, respectively.

5. A mooring system as claimed in anyone of claims 1 to 4 wherein said rail is fixed to one of the top of the dock and the front face of the dock.

6. A mooring system as claimed in claim 5 wherein a second rail is fixed to one of the other of the top of the dock and front face of the dock.

7. A mooring system as claimed in claim 6 wherein said second rail is fixed generally parallel to the said first rail along the front face of the dock, and wherein a second set of wheels of the carriage support the carriage with the second rail .

8. A mooring system as claimed in anyone of claims 6 or 7 wherein said carriage carries a propulsion device that includes a motor driven traction wheel which engages with either the first or second rail.

9. A mooring system as claimed in claim 8 wherein the said propulsion device includes two linear actuators fixed to the carriage and arranged generally parallel to the first or second rail; the free end of each actuator being fixed to a clamp which is releasably clampable to the corresponding rail.

10. A mooring system as claimed in claim 6 or 7 wherein said carriage carries two linear actuators fixed to the carriage and arranged generally parallel to the first or second rail; the free end of each actuator being fixed to a clamp which is releasably clampable to the corresponding rail.

11. A mooring system as claimed in claim 10 wherein said two linear actuators are engaged to said carriage in opposed directions, each of said two linear actuators able to drag the carriage along the rails when its respective clamp is clamped to the rail.

12. A mooring system as claimed in claim 11 wherein said two linear actuators are able to act in concert to move said carriage along the rail in a controlled manner.

13. A mooring system as claimed in anyone of claims 10 to 12 wherein the linear actuators are double acting pneumatic rams and the clamping device is a pneumatically operated, spring release type brake device.

14. A mooring system as claimed in any of the preceding claims wherein one or more carriages may be controlled individually or in combination by a single operator to, when their means which provides releasable engagement is engaged to a vessel, move a vessel generally parallel to the rail.

15. A mooring system as claimed in any of the preceding claims wherein one or more sets of carriages may be controlled by a single operator.

16. A method of ensuring that no damage to a hull of a vessel occurs by fenders positioned from a wharf adjacent to which a vessel may be moored, the method comprising the use of a system as claimed in any of claims 1 to 15 operated to hold the vessel at a suitable distance from any fenders of the wharf.

17. A method as claimed in claim 16 wherein the method includes the operation of the system to move a vessel along the wharf in a manner to prevent its contact with any fender of the wharf.

18. A mooring system comprising or including: a rail track that consist of two or more parallel rails, fixed to the underside of a dock and generally parallel to a mooring face of a dock; and a carriage which engages with the rail, and a prime mover to propel the carriage along the rail track, said carriage supporting a suction pad connection device that can engage the hull of a vessel to be moored adjacent the dock to hold the vessel in a desired position.

19. A mooring system as claimed in claim 18 wherein the carriage can be moved to travel along the rail track to allow repositioning of the suction pad.

20. A mooring system as claimed in claim 19 wherein repositioning may occur whilst the vessel is engaged by the suction pad to also reposition the vessel.

21. A mooring system comprising or including:

(i) a rail track that consist of two or more spaced apart in a horizontal direction parallel rails, said rail track located at the underside of a dock and wherein the rails extend generally - parallel to a mooring face of a dock; and (ii) a carriage associated with the rail track in a manner to be translatable relative thereto, said carriage supporting a suction pad connection device that can engage the hull of a vessel to be moored adjacent the dock to hold the vessel in a desired position., and (iii) at least one prime mover to propel the carriage along at least part of the rail track..

22. A mooring system as claimed in claim 21 wherein the carriage carries brakes that can prevent the movement of the carriage relative to the rail track.

23. A mooring system as claimed in claim 22 wherein the brakes interact with the rails to prevent the movement of the carriage relative the rail track.

24. A mooring system as claimed in anyone of claims 21 to 23 wherein the carriage is suspended substantially below the rail track

25. A mooring system as claimed in anyone of claims 21 to 24 wherein the suction pad connection device is supported by the carriage in a manner to allow the suction pad connection device to be displaced in a direction away from the mooring face of the dock.

26. A mooring system as claimed in claim 25 wherein the suction pad connection device can be displaced towards the carriage sufficiently to allow the carriage to move along the rail track without encountering interference from any dock supporting structure members located intermediate of the rail track and the mooring face.

27. A mooring system as claimed in anyone of claims 21 to 26 wherein a plurality of carriages are associated with the rail track.

28. A method of moving a vessel moored along side a dock and .held relative thereto by at least one suction connection device of the system- as claimed in anyone of claims 18 to 27, said method comprising the steps of moving the or each carriage by which the at least one suction connection device is supported, along the rail track so that the vessel is moved relative to the dock.

29. A method as claimed in claim 28 wherein the moving is effected by said prime mover.

30. A dock that includes the system as claimed in anyone of the preceding claims.

31. A dock as claimed in claim 30, wherein the dock forms part of a canal, or pier or dry dock or container terminal or cargo terminal or roll-on roll-off terminal.

32. A mooring system capable of securing and holding and moving a vessel floating in a body of water adjacent to a dock, said system comprising or including: a rail fixed generally parallel to a mooring face of a dock; and a carriage associated with the rail, said carriage including wheels to facilitate translation of the carriage with respect to the rail in a manner preventing derailment of the carriage, a prime mover to effect said translation, brakes releasably fixing the carriage to said rail or dock and a suction pad attractive attachment element that provides releasable engagement with the hull of a vessel and that is dependent from said carriage.