WO2013072447A1

WO2013072447A1 - A docking system for a monopile

Info

Publication number: WO2013072447A1
Application number: PCT/EP2012/072805
Authority: WO
Inventors: Justin Ferran
Original assignee: Justin Ferran
Priority date: 2011-11-15
Filing date: 2012-11-15
Publication date: 2013-05-23
Also published as: GB201119699D0

Abstract

A docking system (1) for a monopile (2) having a pontoon (3) for enclosing a monopile (2). The pontoon (3) being capable of moving up and down the monopile (2) with wave motion. The pontoon (3) having an arrangement (4, 21) for coupling a docking module (5) to the pontoon (3).

Description

[Title established by the ISA under Rule 37.2] A DOCKING SYSTEM FOR A MONOPILE

The present invention relates to a docking system and in particular to a docking system for a monopile for enabling a vessel to dock on a monopile structure in order to facilitate a safer and more stable embarkation point for service personnel.

Often, a boat or vessel requires to be briefly moored or docked to an inshore or offshore monopile structure for allowing service personnel to climb onto the monopile and carry out installations, regular maintenance or repair. It is essential that any apparatus or system for mooring or docking sea faring vessels is capable of damping any natural forces that tend to vigorously move the vessel around the monopole structure such as weather conditions causing high tides and/or severe winds. Such conditions can not only damage the vessel or the monopile structure but also make it difficult/unsafe for any service personnel to embark on to the offshore monopile structure from the vessel. Due to the action of tides the vertical position of a moored/docked vessel is dynamic from moment to moment. Moreover, the tides or winds can rotate the vessel around the monopole while it is moored/docked on the monopile. Therefore, it is essential for safety purposes that a monopile docking system absorbs these shifts/changes in the offshore or inshore environment and thus provides a safer embarkation experience for service personnel to and from the monopile. It is also important that a monopile docking system is not only capable of mooring/docking the vessel securely to a structure, but is also relatively easy/simple for service personnel or boat crew to operate. The mooring/docking system should also be able to work properly in the damp marine environment without compromising its essential function of mooring/docking a vessel. Furthermore, it is desirable that a docking system/apparatus is relatively inexpensive to manufacture and maintain.

A number of prior art docking systems exist and some prior art systems address a few of the objectives set out above. However, these prior art systems have their own inherent drawbacks/disadvantages. One of the prior art systems has an intermittent frictional contact between a fender protruding from the bow of the vessel and a pylon connected to the monopile that helps to restrict any movement of the vessel’s bow with reference to the pylon. As the vessel’s engine constantly urges the fender against the pylon, it can ultimately damage the fender, the monopile structure and/or the vessel’s engine. In another prior art system, a buffer body is provided on the hull of the vessel which initially engages the monopile as the vessel’s engine urges it against the monopile. A powered engagement arm is subsequently attached to the monopile.

It is an object of the present invention to overcome the problem of unsafe, unstable and unpredictable docking of a vessel on an offshore or inshore monopile due to bad weather conditions such as high tides and/or powerful winds. It is also an object of the invention that a monopile docking system should dampen any significant wave/wind motion to allow service personnel to move between the monopile structure and a docked vessel in a safer, more controlled environment. It is also an object of this invention that a monopile docking system is relatively easy/simple to operate and is capable of working properly in the damp marine environment.

Accordingly, the present invention provides a docking system for a monopile comprising a pontoon for enclosing a monopile, the pontoon being capable of moving up and down the monopile with wave motion and the pontoon having means for coupling a docking module to the pontoon.

Advantageously, the vertical motion of the pontoon relative to the monopile provides the technical functionality of damping any significant wave motion for any vessel attached to the pontoon. Waves of 2m to 4m and upwards are regularly encountered in ocean swells so wave damping is a major aspect of offshore embarkation between vessel and monopile.

Ideally, the pontoon is adapted for movement up and down existing buffer bars of a monopile structure.

Preferably, the pontoon is adapted for rotatation around the monopile.

Ideally, a docking module is releasably couplable to the coupling means of the pontoon.

Preferably, the docking module is moveably mounted to the pontoon through a mechanical coupling means.

Ideally, a rail is attached around the perimeter of the pontoon.

Preferably, the rail is ring shaped.

Preferably, the docking module has an attachment means for slidably attaching the docking module to the rail. Advantageously, the docking module can rotate around the pontoon on the rail in response to the direction of forces from the wind and waves.

Ideally, the docking module is pivotally coupled to the pontoon.

Preferably, the docking module has means for utilizing the wind/wave direction so as to keep the docking module on the lee side of the monopile. Advantageously, this means that a vessel approaching the docking module will always be heading into the waves and wind. The vessel will have less pitching and rolling motion while docking and when docked by remaining head to wind. The pivotal point being the point of least motion between the vessel and the pontoon. Furthermore, this minimizes the effect of waves on a vessel docked on the docking module because when the vessel is docked the wave energy is broken by the monopile and by the pontoon.

The present invention is technically simpler and more in tune with the elements than the prior art as it uses the novel combination of a pontoon fixed laterally relative to the monopile and a docking module moveably mounted to the pontoon. The pontoon can rise or fall with tide/waves to dampen the motion of the vessel and the docking module has means for utilizing the wind/wave direction to keep it on the lee side of the monopile. This system helps in stabilizing a vessel against high tides/winds before, during and/or after it has docked on the monopile, and thus allows a safe embarkation/disembarkation environment for any service personnel between the monopile and the vessel. The prior art systems/devices do not use the idea of a pontoon fixed on a monopile rising and falling with tide/waves to dampen the motion of the vessel in combination with a docking module utilizing the wind/wave direction to keep it on the lee side of the monopile.

Preferably, the pontoon is a tubular body.

Ideally, the pontoon is an annular body.

Ideally, the pontoon is sectional. Advantageously, the sectional pontoon can be retrofitted to existing monopile structures in sections. Furthermore, one or more monopile docking pontoon systems with sectional pontoons can be moved from between monopiles as team of personnel on daughter craft sent out from a mother ship carry out repair/maintenance to a group of monopiles in a sequential order. Advantageously, this reduces the actual amount of docking systems required to service and repair a group of offshore/inshore monopile structures.

Ideally, mono hull vessels are used for offshore applications. Advantageously, the monohull vessels are better in the offshore seas which should minimise downtime. Monohull vessels would also take up less room on board a mother ship internally or when taken on deck. They have a greater capacity for stowing cargo and have greater space for fuel and lube tanks.

Ideally, a Vanguard marine monohull vessel or a vessel of similar type are suitable for use as service personnel boats.

Ideally, the docking module is formed for receiving the bow of a vessel.

Preferably, a range of shapes and sizes of docking modules are formed for receiving the most common types of bows on seafaring vessels for delivering service personnel to monopiles.

Ideally, the docking module comprising a ramp having a pair of lateral guide members extending upwardly from the ramp and expanding outwardly and away from one another, the lateral guide members and the ramp tapering about the longitudinal axis of the docking module from an open end of the docking module for receiving the bow of the vessel to a pontoon engaging end of the docking module for releasably coupling the docking module to the pontoon, the ramp inclining upwardly from the open end of the docking module to the pontoon engaging end.

Ideally, the docking module has a generally v-shaped cross sectional open profile body tapering both widthwise and depthwise from the open end of the docking module towards the pontoon engaging end of the docking module.

Advantageously, the shape and configuration of the docking module interacts with the forces of the waves to keep the docking module downstream of the wave direction.

Preferably, the docking module has fins for operable engagement with the wind and/ or waves. Advantageously, the fins interact with the wind/waves to keep the docking module down wind.

Ideally, the docking module has fins protruding upwardly from both lateral edges of the docking module. Advantageously, this helps the forces of waves and wind to keep the docking module down-wind. Thus, when the vessel is docked the wave energy is broken by the monopile itself and by the docking pontoon in order to reduce the effect of waves on the vessel.

Preferably, the docking module is coupled with the pontoon through a universal joint. Advantageously, the universal joint allows pitching, rolling and/or yawing movement of the vessel and the docking module in waves but holds the bow of the vessel to minimize movement at the point of embarkation, thus reducing the risk to a person while boarding the pontoon via the vessels bow.

In an alternative arrangement, the docking module has a biaxial swivel gimbal member for coupling the docking module to a rail on the pontoon.

Preferably, the biaxial swivel gimbal member has a ring for slidable motion relative to the rail and a coupling member for coupling the ring member to the docking module. The biaxial swivel gimbal member allows pitching, rolling and/or yawing movement of the vessel and the docking module in waves but holds the bow of the vessel to minimize movement at the point of embarkation, thus reducing the risk to a person while boarding the pontoon via the vessels bow.

Ideally, the docking module and a vessel have an auto connection/release system for operable engagement there between. Advantageously, the auto connection/release system facilitates the process of engagement and disengagement between the vessel and the docking module.

Preferably, the auto connection/release system comprises correspondingly located coupling members on the vessel and the docking module.

Ideally, the coupling members on the vessel and the docking module comprise a latch and an eyelet.

The automatic connection function between the docking module and the bow of the vessel operates where the force of boat running onto the docking module causes a latch on the vessel to open and lock onto an eyelet on the docking module. This system can be manually released by a manual lever on the latch by the last man off.

Ideally, the auto connection/release system can be operated by powered actuation means.

Preferably, the powered actuation means comprises a pneumatically, hydraulically or electrically operated latch powered by a power source of the vessel.

Preferably, the automatic connection/release system is supplemented/overriden by a manual system.

Ideally, the manual system comprises a release mechanism for releasing the vessel from the docking module.

Advantageously, the manual system is available when the auto connection/release system fails.

Preferably, the docking module is adapted for use with catamarans.

Ideally, the docking module for catamarans is coupled to the pontoon with a universal joint.

Preferably, the biaxial swivel gimbal member has a ring for slidable motion relative to the rail and a coupling member for coupling the ring member to the docking module.

Preferably, the docking module for catamarans comprises a protruding arm extending from the universal joint or biaxial swivel gimbal member having an automatic connector/release arrangement for mechanically coupling with a mechanical coupling arrangement suspended between the two hulls of the catamaran.

Ideally, the docking module for catamarans comprises a vane. Advantageously, the vane interacts with the wind and waves to maintain the docking module down wind and wave.

Preferably, the docking module for catamarans comprises visual indication means. Advantageously, the visual indication means provides a visual aid to help the pilot of the catamaran vessel to steer the catamaran onto the docking module.

Ideally, the visual indication means comprises a high visibility float.

Preferably, the visual indication means is provided on the seaward end of the protruding arm.

Ideally, the docking module for monohull vessels has buoyancy/absorbency means extending along at least part of the docking module. Advantageously, the buoyancy means is provided for cushioning the impact of the vessel during and after docking and helps the docking module to float.

Ideally, the buoyancy/absorbency means comprises buoyancy tubes connected along the upper edges of the lateral guide members. Advantageously, this allows the vessel’s bow to run on to docking module without risk of damage to the docking module. It also cushions the impact of the vessel reducing the transferred force onto the universal joint between the docking module and the pontoon.

Preferably, the universal joint is easily accessible for maintenance purposes.

Ideally, the coupling means between the pontoon and the docking module is designed such that it can be disconnected easily. Advantageously, this facilitates in the repair/replacement of the docking module.

Preferably, the docking module is towable. Advantageously, this facilitates any replacement or repair work as the docking module can be towed by the daughter craft to the mother ship. The buoyant nature of the tubes causes the docking module to float on the surface of the water.

Ideally, the docking module is manufactured from a light weight material.

Preferably, the docking module is manufactured from a plastics material, most preferably polyethylene. Advantageously, the light weight material allows the docking module to be hoisted onto the mother ship by crane for repair/replacement.

Ideally, the pontoon is equipped with a cleaning system on the inner ring of the pontoon.

Preferably, the pontoon is equipped with a system of brushes on the inner ring of the pontoon. Advantageously, the brushes sweep material from the tidal zone on the monopile and the ladder.

Ideally, the pontoon is capable of serving as a maintenance platform for working on the monopile.

Ideally, the buoyancy means are manufactured from fendering materials.

Preferably, the universal joint is manufactured from a metal or a metal alloy, most preferably steel.

Ideally, the pontoon is manufactured from any suitable material for pontoons.

The invention will now be described with reference to the accompanying drawings which show by way of example only one embodiment of a docking system in accordance with the invention. In the drawing:

Figure 1 is a partial front elevation view of a vessel and docking system;

Figure 2 is a top plan view of the docking system; and

Figure 3 is a side elevational view of a vessel.

Referring to the drawings and initially to Figures 1 and 2, there is shown a docking system indicated generally by the reference numeral 1 for a monopile 2 having a pontoon 3 for enclosing the monopile 2. The pontoon 3 is capable of moving up and down the monopile 2 and rotating around the monopile 2 with the tidal motion and the pontoon 3 has an arrangement 4 for coupling a docking module 5 to the pontoon 3. Advantageously, the vertical motion of the pontoon 3 relative to the monopile 2 provides the technical functionality of damping any significant wave motion for any vessel 7 attached to the pontoon 3. Waves of 2m to 4m and upwards are regularly encountered in ocean swells so wave damping is a major aspect of offshore embarkation between vessel 7 and monopile 2.

The pontoon 3 can move up and down on the existing buffer bars of a monopile structure 1. The docking module 5 is releasably coupled to the coupling arrangement 4 of the pontoon 3. The docking module 5 is moveably coupled to the pontoon 3 through a mechanical coupling arrangement 4. The docking module 5 is pivotally coupled to the pontoon 3. The docking module 5 has arrangements 8 for utilizing the wind/wave direction to keep the docking module 5 on the lee side of the monopile 2. Advantageously, this means that a vessel 7 approaching the docking module 5 will always be heading into the waves and wind. The vessel 7 will have less pitching and rolling motion while docking and when docked by remaining head to wind. The pivotal point being the point of least motion between the vessel 7 and the pontoon 3. Furthermore, this minimizes the effect of waves on a vessel 7 docked on the docking module 5 because when the vessel 7 is docked the wave energy is broken by the monopile 2 and by the pontoon 3.

The pontoon 3 is a tubular body and the pontoon 3 is an annular body. The pontoon 3 is sectional having two semicircular sections 53 connected about interfaces 52. It will of course be appreciated that any number of sections can be used. Advantageously, the sectional pontoon 3 can be retrofitted to existing monopile structures 2 in sections. Furthermore, one or more monopile docking pontoon systems 1 with sectional pontoons 3 can be moved from between monopiles 2 as a team of personnel on daughter craft are sent out from a mother ship to carry out repair/maintenance to a group of monopiles 2 in a sequential order. Advantageously, this reduces the actual amount of docking systems 1 required to service and repair a group of offshore/inshore monopile structures 2. Mono hull vessels 7 are used for offshore applications. Advantageously, the monohull vessels 7 are better in the offshore seas which should minimise downtime. Monohull vessels 7 would also take up less room on board a mother ship internally or when taken on deck. They have a greater capacity for stowing cargo and have greater space for fuel and lube tanks. A Vanguard marine monohull vessel 7 as shown in Figure 3 or a vessel of similar type are suitable for use as service personnel boats.

The docking module 5 is formed for receiving the bow 9 of a vessel 7. A range of shapes and sizes of docking modules 5 are formed for receiving the most common types of bows 9 on seafaring vessels 7 for delivering service personnel to monopiles 2. The docking module 5 shown in Figures 1 and 2 has a ramp 11 having a pair of lateral guide members 12 extending upwardly from the ramp 11 and expanding outwardly and away from one another 12. The lateral guide members 12 and the ramp 11 taper about the longitudinal axis of the docking module 5 from an open end 14 of the docking module 5 for receiving the bow 9 of the vessel 7 to a pontoon engaging end 15 of the docking module 5 for releasably coupling the docking module 5 to the pontoon 3. The ramp 11 inclines upwardly from the open end 14 of the docking module 5 to the pontoon engaging end 15.

The docking module 5 has a generally v-shaped cross sectional open profile body 16 tapering both widthwise and depthwise from the open end 14 of the docking module 5 towards the pontoon engaging end 15 of the docking module 5.

Advantageously, the shape and configuration of the docking module 5 interacts with the forces of the waves to keep the docking module 5 downstream of the wave direction. The docking module 5 has fins 17 for operable engagement with the wind and/ or waves. Advantageously, the fins 17 interact with the wind/waves to keep the docking module 5 down wind. The docking module 5 has fins 17 protruding upwardly from both lateral edges of the docking module 5. Advantageously, this helps the forces of waves and wind to keep the docking module 5 down-wind. Thus, when the vessel 7 is docked the wave energy is broken by the monopile 2 itself and by the docking pontoon 3 in order to reduce the effect of waves on the vessel 7.

The docking module 5 is coupled with the pontoon 3 through a universal joint 21. The universal joint 21 is slidably mounted on a rail 51 extending around all or a part of the circumference of part of the pontoon 3. The pontoon 3 has a lower pontoon ring 55 and an upper pontoon ring 57 with a central pontoon ring 56 sandwiched there between. Alternatively, a swivel gimbal (bi axial ) type connection is used. Advantageously, the universal joint 21 or swivel gimbal (bi axial ) type connection allows pitching, rolling and/or yawing movement of the vessel 7 and the docking module 5 in waves but holds the bow 9 of the vessel 7 to minimize movement at the point of embarkation, thus reducing the risk to a person while boarding the pontoon 3 via the vessels bow 9. The vessel 7 and docking module 5 have an auto connection/release system 23. Advantageously, the auto connection/release system 23 facilitates the process of engagement and disengagement between the vessel 7 and the docking module 5. The auto connection/release system 23 has correspondingly located coupling members on the vessel 7 and the docking module 5. The coupling members 23 on the vessel 7 and the docking module 5 comprise a latch and an eyelet.

The automatic connection function between the docking module 5 and the bow of the vessel 7 operates where the force of the boat 7 running onto the docking module 5 causes a latch on the vessel 7 to open and lock onto an eyelet on the docking module 5. This system can be manually released by a manual lever on the latch by the last man off. The auto connection/release system 23 can be operated by a powered actuation arrangement such as a pneumatically, hydraulically or electrically operated latch powered by a power source of the vessel 7. The automatic connection/release system 23 is supplemented/overriden by a manual system. The manual system comprises a release mechanism for releasing the vessel 7 from the docking module 5. Advantageously, the manual system is available when the auto connection/release system 23 fails.

In an embodiment not shown in the drawings, the docking module is adapted for use with catamarans. The docking module for catamarans is coupled to the pontoon 3 with a universal joint 21 or biaxial swivel gimbal member. The docking module for catamarans has a protruding arm extending from the universal joint or biaxial swivel gimbal member 21 having an automatic connector/release arrangement for mechanically coupling with a mechanical coupling arrangement suspended between the two hulls of the catamaran. The docking module for catamarans comprises a vane. Advantageously, the vane interacts with the wind and waves to maintain the docking module down wind and wave. The docking module for catamarans comprises a visual indicator. Advantageously, the visual indicator provides a visual aid to help the pilot of the catamaran vessel to steer the catamaran onto the docking module. The visual indicator comprises a high visibility float. The visual indicator is provided on the seaward end of the protruding arm.

The docking module 5 for monohull vessels 7 has a buoyancy/absorbency arrangement 31 extending along at least part of the docking module 5. Advantageously, the buoyancy/absorbency arrangement 31 is provided for cushioning the impact of the vessel 7 during and after docking. The buoyancy arrangement has buoyancy tubes 32 connected along the upper edges of the lateral guide members 12. Advantageously, this allows the vessel’s bow 9 to run on to docking module 5 without risk of damage to the docking module 5 or the vessel’s bow 9. It also cushions the impact of the vessel 9 reducing the transferred force onto the universal joint 21 between the docking module 5 and the pontoon 3. The universal joint 21 is easily accessible for maintenance purposes. The coupling arrangement 21 between the pontoon 3 and the docking module 5 is designed such that it can be disconnected easily. Advantageously, this facilitates in the repair/replacement of the docking module 5. The docking module 5 is towable. Advantageously, this facilitates any replacement or repair work as the docking module 5 can be towed by the daughter craft to the mother ship.

The docking module 5 is manufactured from a light weight material. The docking module 5 is manufactured from a plastics material, most preferably polyethylene. Advantageously, the light weight material allows the docking module 5 to be hoisted onto the mother ship by crane for repair/replacement. The pontoon 3 is equipped with a system of brushes 35 on the inner area 33 of the pontoon 3. Advantageously, the brushes 35 sweep material from the tidal zone on the monopile 2 and the ladder 34. The pontoon 3 is capable of serving as a maintenance platform for working on the monopile 2. The buoyancy/absorbency arrangement 31 is manufactured from fendering materials. The universal joint or biaxial swivel gimbal member 21 is manufactured from a metal or a metal alloy, most preferably steel.

In relation to the detailed description of the different embodiments of the invention, it will be understood that one or more technical features of one embodiment can be used in combination with one or more technical features of any other embodiment where the transferred use of the one or more technical features would be immediately apparent to a person of ordinary skill in the art to carry out a similar function in a similar way on the other embodiment.

In the preceding discussion of the invention, unless stated to the contrary, the disclosure of alternative values for the upper or lower limit of the permitted range of a parameter, coupled with an indication that one of the said values is more highly preferred than the other, is to be construed as an implied statement that each intermediate value of said parameter, lying between the more preferred and the less preferred of said alternatives, is itself preferred to said less preferred value and also to each value lying between said less preferred value and said intermediate value.

The features disclosed in the foregoing description or the following drawings, expressed in their specific forms or in terms of a means for performing a disclosed function, or a method or a process of attaining the disclosed result, as appropriate, may separately, or in any combination of such features be utilised for realising the invention in diverse forms thereof as defined in the appended claims.

Claims

A docking system (1) for a monopile (2) comprising a pontoon (3) for enclosing a monopile (2), the pontoon (3) being capable of moving up and down the monopile (2) with wave motion, the pontoon (3) having means for coupling a docking module (5) to the pontoon (3).
A docking system (1) as claimed in claim 1, wherein the pontoon (3) is adapted to allow movement up and down on existing buffer bars of the monopile (2).
A docking system (1) as claimed in claim 1 or claim 2, wherein the pontoon (3) is adapted to allow rotatation around the monopile (2).
A docking system (1) as claimed in any one of the preceding claims, wherein the docking module (5) is releasably coupled to the coupling means (4, 21) of the pontoon (3).
A docking system (1) as claimed in any one of the preceding claims, wherein the docking module (5) is moveably coupled to the pontoon (3) via mechanical coupling means (4).
A docking system (1) as claimed in any one of the preceding claims, wherein a rail (51) is attached around all or a part of the perimeter of the pontoon (3).
A docking system (1) as claimed in claim 6, wherein the docking module (5) has an attachment means (21) for slidably attaching the docking module (5) to the rail (51).
A docking system (1) as claimed in any one of the preceding claims, wherein the docking module (5) is pivotally coupled to the pontoon (3).
A docking system (1) as claimed in any one of the preceding claims, wherein the docking module (5) has means for utilizing wind/wave direction.
A docking system (1) as claimed in any one of the preceding claims, wherein the pontoon (3) is a tubular body.
A docking system (1) as claimed in any one of the preceding claims, wherein the pontoon (3) is an annular body.
A docking system (1) as claimed in any one of the preceding claims, wherein the pontoon (3) is sectional.
A docking system (1) as claimed in any one of the preceding claims, wherein the docking module (5) is formed for receiving the bow (9) of a vessel (7).
A docking system (1) as claimed in any one of the preceding claims, wherein the docking module (5) comprising a ramp (11) having a pair of lateral guide members (12) extending upwardly from the ramp (11) and expanding outwardly and away from one another, the lateral guide members (12) and the ramp (11) tapering about the longitudinal axis of the docking module (5) from an open end (14) of the docking module (5) for receiving the bow (9) of the vessel (7) to a pontoon engaging end (15) of the docking module (5) for releasably coupling the docking module (5) to the pontoon, the ramp (11) inclining upwardly from the open end (14) of the docking module (5) to the pontoon engaging end (15).
A docking system (1) as claimed in any one of the preceding claims, wherein the docking module (5) has a generally v-shaped cross sectional open profile body (16) tapering both widthwise and depthwise from the open end (14) of the docking module (5) towards the pontoon engaging end (15) of the docking module (5).
A docking system (1) as claimed in any one of the preceding claims, wherein the docking module (5) has fins (17) for operable engagement with wind and/or waves.
A docking system (1) as claimed in claim 16, wherein the fins (17) are protruding upwardly from at or about both lateral edges of the docking module (5).
A docking system (1) as claimed in any one of the preceding claims, wherein the docking module (5) is coupled with the pontoon (3) through a universal joint (21).
A docking system (1) as claimed in any one of claims 6 to 17, wherein the docking module (5) has a biaxial swivel gimbal member for coupling the docking module (5) to the rail (51) on the pontoon (3).
A docking system (1) as claimed in claim 19, wherein the biaxial swivel gimbal member has a ring for slidable motion relative to the rail (51) and a coupling member for coupling the ring member to the docking module (5).
A docking system (1) as claimed in any one of the preceding claims, wherein the docking module (5) and a vessel (7) have an auto connection/release system (23) operable there between facilitating the process of engagement and disengagement between the vessel (7) and the docking module (5).
A docking system (1) as claimed in claim 21, wherein the auto connection/release system (23) comprises correspondingly located coupling members (23) on the vessel (7) and the docking module (5).
A docking system (1) as claimed in claim 22, wherein the coupling members (23) on the vessel (7) and the docking module (5) comprise a latch and an eyelet.
A docking system (1) as claimed in any one of claims 21 to 23, wherein the auto connection/release system (23) can be operated by powered actuation means.
A docking system (1) as claimed in any one of claims 21 to 24, wherein the automatic connection/release system is supplemented/overriden by a manual system.
A docking system (1) as claimed in any one of the preceding claims, wherein the docking module (5) has buoyancy/absorbency means (31) extending along at least part of the docking module (5).
A docking system (1) as claimed in any one of the preceding claims, wherein the docking module (5) is towable.
A docking system (1) as claimed in any one of the preceding claims, wherein the pontoon (3) is equipped with a cleaning system (35) on all or a part of the inner area (33) of the pontoon.
A docking system (1) as claimed in any one of the preceding claims, wherein the pontoon (3) is capable of serving as a maintenance platform for working on the monopile.
A docking system (1) as claimed in any one of the preceding claims, wherein the docking module (5) is adapted for use with catamarans.
A docking system substantially as hereinbefore described with reference to and/or as shown in the accompanying drawings.