WO2013191543A1 - Navire d'installation en haute mer, procédé de fonctionnement d'un navire d'installation en haute mer - Google Patents

Navire d'installation en haute mer, procédé de fonctionnement d'un navire d'installation en haute mer Download PDF

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Publication number
WO2013191543A1
WO2013191543A1 PCT/NL2013/050432 NL2013050432W WO2013191543A1 WO 2013191543 A1 WO2013191543 A1 WO 2013191543A1 NL 2013050432 W NL2013050432 W NL 2013050432W WO 2013191543 A1 WO2013191543 A1 WO 2013191543A1
Authority
WO
WIPO (PCT)
Prior art keywords
draft
side part
hull
maximum
transit
Prior art date
Application number
PCT/NL2013/050432
Other languages
English (en)
Inventor
Alexei Bereznitski
Joop Roodenburg
Original Assignee
Itrec B.V.
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Itrec B.V. filed Critical Itrec B.V.
Priority to EP13737440.1A priority Critical patent/EP2861488A1/fr
Publication of WO2013191543A1 publication Critical patent/WO2013191543A1/fr

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B1/00—Hydrodynamic or hydrostatic features of hulls or of hydrofoils
    • B63B1/02—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving lift mainly from water displacement
    • B63B1/04—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving lift mainly from water displacement with single hull
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B27/00—Arrangement of ship-based loading or unloading equipment for cargo or passengers
    • B63B27/10—Arrangement of ship-based loading or unloading equipment for cargo or passengers of cranes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B35/00—Vessels or similar floating structures specially adapted for specific purposes and not otherwise provided for
    • B63B35/003—Vessels or similar floating structures specially adapted for specific purposes and not otherwise provided for for transporting very large loads, e.g. offshore structure modules
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B43/00—Improving safety of vessels, e.g. damage control, not otherwise provided for
    • B63B43/02—Improving safety of vessels, e.g. damage control, not otherwise provided for reducing risk of capsizing or sinking
    • B63B43/04—Improving safety of vessels, e.g. damage control, not otherwise provided for reducing risk of capsizing or sinking by improving stability
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B43/00—Improving safety of vessels, e.g. damage control, not otherwise provided for
    • B63B43/02—Improving safety of vessels, e.g. damage control, not otherwise provided for reducing risk of capsizing or sinking
    • B63B43/04—Improving safety of vessels, e.g. damage control, not otherwise provided for reducing risk of capsizing or sinking by improving stability
    • B63B43/06—Improving safety of vessels, e.g. damage control, not otherwise provided for reducing risk of capsizing or sinking by improving stability using ballast tanks
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B43/00—Improving safety of vessels, e.g. damage control, not otherwise provided for
    • B63B43/02—Improving safety of vessels, e.g. damage control, not otherwise provided for reducing risk of capsizing or sinking
    • B63B43/04—Improving safety of vessels, e.g. damage control, not otherwise provided for reducing risk of capsizing or sinking by improving stability
    • B63B2043/047—Improving safety of vessels, e.g. damage control, not otherwise provided for reducing risk of capsizing or sinking by improving stability by means of hull shapes comprising a wide hull portion near the design water line, and a slender, buoyancy providing, main hull portion extending towards the bottom
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
    • Y02E10/00—Energy generation through renewable energy sources
    • Y02E10/70—Wind energy
    • Y02E10/727—Offshore wind turbines

Definitions

  • NL-A-7.514.154 discloses a crane vessel with a single hull, a ballast system, a crane, and pipe-laying equipment. The draft of this known crane vessel may be changed by using the ballast system.
  • the crane vessel has a single hull which is symmetrical with respect to a centreline plane, and it comprises a bottom, a bilge, and sides. According to one
  • tanks are provided against the sides of the hull.
  • the tanks have doors at their oblique oriented bottom. These doors may be open to the sea.
  • the crane vessel When closed, the crane vessel has a breadth at the waterline which is greater than the breadth of the hull just below the tanks. This increased breadth increases the metacentre height, which is advantageous during lifting of heavy structures.
  • the doors When the doors are open, water can freely run in and out of the side tanks, so that the effective width is comparable to the breadth of the hull without side tanks. This results in a lower metacentre height and correspondingly less response to a typical sea wave spectrum.
  • Another advantage of the oblique side part extending from the bilge to the vertical side part is that this results in a lighter structure for a given displacement than the vessel of NL-A-7.514.154, where the side has first an extra vertical part, and then a buckle from where the oblique side part starts.
  • the off-shore installation vessel further comprises a bilge-keel with a height, measured from attachment at the hull to an outer edge, of at least 17%, preferably at least 20%, of the maximum draft.
  • a bilge-keel with a height, measured from attachment at the hull to an outer edge, of at least 17%, preferably at least 20%, of the maximum draft.
  • Such relative large bilge-keels will aid in damping rolling motions of the off-shore installation vessel which might be heavier due to the oblique side parts, than with a more conventional hull shape.
  • the height of the oblique side part is at least 50%, preferably at least 60%, more preferably at least 65% of the overall height of the side.
  • the inclination of the oblique side part with respect to centreline plane is between 35° and 55°, preferably between 40° and 50°, more preferably between 43° and 47°.
  • a relative low value of the inclination within these ranges reduces the risk of slamming of waves against the oblique side part.
  • a relative large value of the inclination within these ranges results in a relative wide range of potential metacentre heights.
  • the vertical side part has a breadth which equals to the maximum breadth over at least 90% , preferably 95%, more preferably 99% of the length of the aft part of the hull. Extending the maximum breadth backwards results in a large available deck area at the aft part of the vessel, which is favourable for different types of installation activities. Moreover, it improves the stability of the vessel.
  • the vertical side part has a breadth which equals to the maximum breadth over at least 15% of the length of the fore part of the hull. Extending the maximum breadth forwards results in a large available deck area at the mid and fore part of the vessel, which is favourable for different types of installation activities. Moreover, it improves the stability of the vessel.
  • the oblique side part extends over at least 90%, preferably over at least 95%, of the full length of the hull. This increases the stability.
  • all waterlines of the oblique side part are fairing from the front to the aft of the vessel. Fairing waterlines of the oblique side part results in less resistance when the vessel is moving forward.
  • all waterlines of the vertical side part are fairing from the front to the aft of the vessel. Fairing waterlines of the vertical side part results in a more gradual change of the hydrostatic properties of the hull when the draft is increased to a draft which intersects the vertical side part, or when the draft is just below the transition of the oblique side part to the vertical side part and the vessel heels.
  • the maximum draft intersects the vertical side part.
  • the maximum draft with corresponding maximum metacentre height will in many cases be required when lifting or shifting relative large masses on board. Having vertical side parts of this draft, results in smaller changes of some of the hydrostatic properties when the vessel heels than in case the sides at the maximum draft are oblique.
  • the upper margin of the bilge is tangent to the lower margin of the oblique side part. This optimises the ratio between displacement on one hand and weight of the ship construction and hull surface area on the other hand.
  • Fig. 1 shows a first embodiment of a vessel according to the invention
  • Fig. 2 shows a second embodiment of a vessel according to the invention
  • Figs. 3-8 show a lines plan of the hull of fig. 1 , wherein
  • Fig. 3 shows a profile view with buttock lines of the aft vessel
  • Fig . 4 shows a plan view with water lines of the aft vessel
  • Fig. 5 shows a body plan view with frame lines of the aft vessel
  • Fig. 6 shows a profile view with buttock lines of the front vessel
  • Fig. 7 shows a plan view with water lines of the front vessel
  • Fig. 8 shows a body plan view with frame lines of the front vessel
  • Fig. 9 shows a ballast system.
  • the off-shore installation vessel 1 comprises a single hull 2, a ballast system 3 (see fig. 9), and an installation device (not shown).
  • the installation vessel of figure 1 is intended to transport very large structures, such as jackets, which are to be installed on sea. Therefore, the vessel 1 has a large unobstructed main deck 4.
  • the installation device comprises equipment to shift the large structures over the main deck.
  • Such installation devices may comprise cranes, large winches, slides, and/or a skidding system with skidding rails and cylinders.
  • FIG. 101 Another off-shore installation vessel according to the invention is crane vessel 101 , as shown in figure 2.
  • the crane vessel 101 has a similar single hull as in figure 1 , which is accordingly denoted with the same reference numeral 2.
  • the crane vessel 101 comprises a ballast system (not shown), and an installation device in the form of a heavy-lift crane 6.
  • the heavy-lift crane of this embodiment is capable of lifting up to 5.000 ton.
  • the crane vessel has a large main deck 4 , which is suitable for placing large structures during installation activities and to transport such large structures between a production location and an offshore location where the structures are to be installed.
  • the single hull 2 of both embodiments is shown in more detail in figures 3-8 and has transit displacement of approximately 28,000 ton at a transit draft, in this embodiment 6.6 meter, and a maximum displacement of approximately 60,000 ton at a maximum draft, in this embodiment 1 1.6 meter.
  • the hull shape is defined by frames as shown in figs 5 and 8, which comprises a main frame 8.
  • the hull shape is further defined by waterlines, comprising a transit waterline 10 at the transit draft, and a maximum waterline 12 at the maximum draft.
  • the hull shape is symmetrical with respect to a centreline plane CL which extends in a horizontal length and a vertical height direction of the hull 2.
  • the single hull 2 has a design length along the maximum waterline, which in this embodiment is 157 meter, and a maximum breadth, which is in this embodiment is 49 meter.
  • the main frame 8 is halfway the design length.
  • the part of the single hull in front of the main frame 8 is referred to as fore part 14 of the hull 2 and the part of the single hull 2 aft of the main frame 2 is referred to as aft part 16 of the hull 2.
  • the single hull 2 comprises a bottom 18, a bilge 20, and a side 22.
  • the bilge 20 is the transition between the bottom 18 and the side 22.
  • the side 22 comprises an oblique side part 24 and a vertical side part 26.
  • the vertical side part 26 is at a greater distance from the centreline plane CL than the bilge 20.
  • the vertical side part 26 ends at its upper side at the main, or upper deck 4.
  • the depth of the hull 2 to the main deck of this embodiment is 15.5 meter.
  • the oblique side part 24 extends from the bilge 20 to the vertical side part 26.
  • the upper margin of the bilge 20 is tangent to the lower margin of the oblique side part 24. Put differently, the bilge 20 merges smoothly into the oblique side part 24. In this
  • the height of the oblique side part 24 is approximately 10 meter, the inclination of the oblique side part with respect to centreline plane is approximately 45°.
  • the transit waterline 10 intersects the oblique side part 24.
  • the maximum draft 12 intersects the vertical side part 26. Referring to figs. 4 and 5, it shown that the vertical side part 26 has a breadth which equals to the maximum breadth over substantially the whole length of the aft part 16 of the hull 2.
  • the vertical side part 26 has a breadth which equals to the maximum breadth over substantially 27 meter, measured from the main frame 8.
  • the oblique side part 24 extends over the full length of the hull 2.
  • the vertical side part 26 merges into the oblique side part 24 in the fore part of the hull. Put differently, there is no buckle line in the foremost part of the hull 2. All waterlines of the oblique side 24 part are fairing from the front to the aft of the vessel, and all waterlines of the vertical side 26 part are fairing from the front to the aft of the vessel. Put differently, the hull shape is smooth in the length direction from the aft to the bow. Only a buckle line defining the vertical side part 26 interrupts the smooth hull in vertical direction.
  • the ballast system 3 comprises pumps, of which one pump 28 is schematically shown in fig. 9, a control unit in the form of a computer 30, and ballast water tanks 32.
  • the ballast water tanks 32 have a capacity which is at least equal to the difference between the maximum displacement and the transit displacement. 32000
  • the off-shore installation vessel 1 comprises a bilge-keel 40 (shown only on one side of the vessel) with a height, measured from attachment at the hull to an outer edge, of 2,5 meter, which is in this embodiment 21 % of the maximum draft.
  • the crane vessel 101 will sail to an off-shore location. It may have an structure to be installed on its main deck 4, or it may pick up an installation from another vessel or offshore structure. Arriving a the location, the vessel will take in ballast water to increase the draft from the transit draft to an increased draft, which is preferably the maximum draft. The crane 6 will install the structure at sea at the increased draft. At this maximum draft, the crane vessel 101 has a maximum metacentre height, which results in a relative stable ship during heavy-lifting operations. Typically, heel angles will be 1 ° to 2°. Such small angles are not only achieved by the large metacentre height, but also by the ballast system 3.
  • the ballast system may comprise a large weight which is move with cables and winches from one side of the vessel to the other side.
  • a ballast system is disclosed in WO-2009/048322 by the same applicant, which disclosure is incorporated here by reference.
  • ballast water is discharged to reduce the draft to the transit draft.
  • the resulting lower metacentre height will generally result in less vessel motions due to waves.
  • Another off-shore installation vessel may be a pipe-laying vessel.
  • normal pipe-laying operations may be performed.
  • the draft may be increased to decrease the heel of the vessel when lifting these structures.
  • a further type may be a cable-laying vessel, also working usually at the transit draft, unless more heavy installations need to be lifted and/or put on the sea bottom.
  • An off- shore installation vessel according to the invention is typically a large vessel, with sufficient breadth in view of the loads that need to be lifted. Smaller and larger dimensions than the disclosed length, breadth, and depth are possible. In general, the breadth will be at least 30 meter. The maximum draft may intersect the oblique side part too.
  • the hull may have more or less buckle lines than the one in the preferred
  • Their may be a buckle at the transition of the bilge into the oblique side part, which buckle may be positive, to the outside, or negative, to the inside of the hull.
  • the transition from oblique side part to vertical side part may be rounded.
  • a straight bilge may be applied, which is oblique with respect to the centre line plane.
  • such a straight bilge has an angle to the centreline plane which is larger than the angle of the oblique side part.
  • the off-shore installation vessel is preferably positioned using a dynamic positioning system with thrusters. However, positioning using anchors and/or tug boats is also possible.
  • the difference between the transit draft and the maximum draft is 5 meter, which is between 30% and 35% of the depth of the hull. More in general, the difference between the transit draft and the maximum draft is at least 25% of the depth of the hull.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Transportation (AREA)
  • Other Liquid Machine Or Engine Such As Wave Power Use (AREA)
  • Foundations (AREA)

Abstract

La présente invention concerne un navire d'installation en haute mer (1) comportant une seule coque (2), un système de lestage (3), et un dispositif d'installation (6). La coque unique présente un déplacement de transit à un tirant d'eau de transit et un déplacement maximum à un tirant d'eau maximum. La coque unique comporte une cale (18), un fond de cale (20), et un flanc (22). Le flanc comporte une partie de flanc oblique (24) et une partie de flanc verticale (26). La partie de flanc verticale est à une plus grande distance depuis le plan axial (CL) que le fond de cale. La partie de flanc oblique s'étend depuis le fond de cale jusqu'à la partie de flanc verticale. Le système de lestage comporte des réservoir d'eau de lestage (32) avec une capacité qui est au moins égale à la différence entre le déplacement maximum et le déplacement de transit pour modifier le tirant d'eau du navire d'installation en mer depuis le tirant d'eau de transit vers le tirant d'eau maximum. La ligne de flottaison de transit (10) croise la partie de flanc oblique.
PCT/NL2013/050432 2012-06-18 2013-06-18 Navire d'installation en haute mer, procédé de fonctionnement d'un navire d'installation en haute mer WO2013191543A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP13737440.1A EP2861488A1 (fr) 2012-06-18 2013-06-18 Navire d'installation en haute mer, procédé de fonctionnement d'un navire d'installation en haute mer

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
US201261661074P 2012-06-18 2012-06-18
NL2009028 2012-06-18
US61/661,074 2012-06-18
NL2009028A NL2009028C2 (en) 2012-06-18 2012-06-18 Off-shore installation vessel, method of operating an off-shore installation vessel.

Publications (1)

Publication Number Publication Date
WO2013191543A1 true WO2013191543A1 (fr) 2013-12-27

Family

ID=46881129

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/NL2013/050432 WO2013191543A1 (fr) 2012-06-18 2013-06-18 Navire d'installation en haute mer, procédé de fonctionnement d'un navire d'installation en haute mer

Country Status (3)

Country Link
EP (1) EP2861488A1 (fr)
NL (1) NL2009028C2 (fr)
WO (1) WO2013191543A1 (fr)

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN110588880A (zh) * 2019-10-10 2019-12-20 中船黄埔文冲船舶有限公司 一种舭龙骨垫板的展开方法
WO2019245374A1 (fr) * 2018-06-21 2019-12-26 Ulstein Design & Solutions B.V. Procédé et navire pour déployer des objets lourds
JP2020175682A (ja) * 2019-04-15 2020-10-29 三菱造船株式会社 船舶

Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB1223608A (en) 1968-03-05 1971-02-24 Inst Schiffbau Displacement ship's hull form
NL7514154A (fr) 1975-11-14 1976-02-27
US4046092A (en) * 1975-04-30 1977-09-06 Toernqvist Bengt Wilhelm Ship's hull
GB2075432A (en) * 1980-05-07 1981-11-18 Avanova Corp Barge-carrying vessel
EP1331191A1 (fr) * 2002-01-25 2003-07-30 IHC Gusto Engineering B.V. Engin de levage flottant
US6964552B1 (en) * 2003-06-13 2005-11-15 Krabbendam Richard L Method for lifting and transporting a heavy load using a deep water deployment system
DE102006061742A1 (de) * 2005-12-24 2007-08-16 Port Feeder Barge Gmbh Schwimmende Vorrichtung zum Transport und Umschlag von Containern
WO2009048322A1 (fr) 2007-10-11 2009-04-16 Itrec B.V. Navires équipés d'un mécanisme d'amortissement en roulis

Patent Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB1223608A (en) 1968-03-05 1971-02-24 Inst Schiffbau Displacement ship's hull form
US4046092A (en) * 1975-04-30 1977-09-06 Toernqvist Bengt Wilhelm Ship's hull
NL7514154A (fr) 1975-11-14 1976-02-27
GB2075432A (en) * 1980-05-07 1981-11-18 Avanova Corp Barge-carrying vessel
EP1331191A1 (fr) * 2002-01-25 2003-07-30 IHC Gusto Engineering B.V. Engin de levage flottant
US6964552B1 (en) * 2003-06-13 2005-11-15 Krabbendam Richard L Method for lifting and transporting a heavy load using a deep water deployment system
DE102006061742A1 (de) * 2005-12-24 2007-08-16 Port Feeder Barge Gmbh Schwimmende Vorrichtung zum Transport und Umschlag von Containern
WO2009048322A1 (fr) 2007-10-11 2009-04-16 Itrec B.V. Navires équipés d'un mécanisme d'amortissement en roulis

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2019245374A1 (fr) * 2018-06-21 2019-12-26 Ulstein Design & Solutions B.V. Procédé et navire pour déployer des objets lourds
JP2020175682A (ja) * 2019-04-15 2020-10-29 三菱造船株式会社 船舶
JP7515238B2 (ja) 2019-04-15 2024-07-12 三菱造船株式会社 船舶
CN110588880A (zh) * 2019-10-10 2019-12-20 中船黄埔文冲船舶有限公司 一种舭龙骨垫板的展开方法
CN110588880B (zh) * 2019-10-10 2021-05-11 中船黄埔文冲船舶有限公司 一种舭龙骨垫板的展开方法

Also Published As

Publication number Publication date
EP2861488A1 (fr) 2015-04-22
NL2009028C2 (en) 2013-12-23

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