JPS58202183A - Mooring device for cargo work - Google Patents

Abstract

PURPOSE:To moor a tanker while preventing the contact between the tanker and a buoy by a method in which a barge is connected to the buoy for cargo work through a turn table and a coupler with a rocking absorber mechanism, a cargo junction tube is provided to the barge, and a mooring cable is provided between the buoy and the barge. CONSTITUTION:A cargo work buoy 1 to be moored by an anchor chain and a barge 2 capable of mooring a tanker 3 at a place distant from the buoy 1 are provided. The barge 2 is connected to the buoy 1 through turn tables 4 and 5 and a coupler with a rocking absorber mechanism, and a cargo junction tube 10 connecting the cargo tube 11 of the tanker 3 with the cargo tube 6 of the buoy side is also provided to the barge 2. By mooring the tanker 3 to the buoy 1 through the barge 2, the contact between the tanker and the buoy can be prevented and the cargo work can thus be attained with good efficiency.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a mooring device for mooring marine structures such as tankers and offshore work platforms for cargo handling, and in particular to OA L
M (Oatenary Anchor Leg Moo
Concerning a cargo handling mooring device suitable for use in a conventional OALM type cargo handling single point mooring device:
As shown in Figure 1, there is a cargo handling buoy bK moored to the sea surface with multiple anchor chains a, a tanker d moored at one point with mooring lines C, and then submarine piping.

K T, c so that fluid cargo such as crude oil can be unloaded between the onshore storage facility and the tanker d via the buoy hose, buoy hose and floating hose e.
I'm here.

However, in this type of conventional cargo handling mooring device, the tanker d is moored at one point to the buoy b using a flexible mooring line C made of fibers.
As shown in the figure, tanker d is always located downwind with buoy b at its center, but during transitional periods such as when the wind direction suddenly changes or when the tide changes, tanker d loses the power to hold its position and shifts to As shown in Figures 2 and 3, there is a problem in that the collision with the buoy b may damage the buoy body or the fittings on the buoy, or the floating hose may be damaged, leading to an oil spill accident.

Therefore, it is conceivable to constantly hold Tanker d in the appropriate position using a tugboat, but it is difficult to accurately detect changes in wind direction and tide and quickly take appropriate action.
The problem is that it is extremely difficult.

The present invention aims to solve these problems, and by interposing a barge with a cargo handling relay pipe between the buoy and an offshore structure such as a tanker, the tongue force cannot approach the buoy. In addition, the flow door ing hose was eliminated, completely preventing damage to the buoy and oil spill accidents. The purpose is to provide a mooring device for cargo handling.

Therefore, the cargo handling mooring device of the present invention can be used with a cargo handling buoy moored by an anchor chain.

a barge capable of mooring the marine structure at a position remote from the buoy, the purge being moorable to the buoy via a coupling with a vibration absorption mechanism, and the barge mooring the marine structure; It is characterized by a cargo handling relay pipe that connects the cargo handling pipe on the product side and the cargo handling pipe on the buoy side.

A cargo handling mooring device as an embodiment of the present invention will be described below with reference to the drawings. FIG. 4 is a plan view showing the tanker moored state, FIG. 5 is a side view showing the connection between the buoy and the barge, Figure 6 is a view in the direction of the ■ arrow in Figure 5, Figures 7 to 9 are all explanatory diagrams of the connection procedure to explain the connection procedure between the buoy and the barge, and Figures 10 and 11 show their effects, respectively. It is an explanatory diagram.

As shown in FIG. 4, a cargo handling buoy 1 is moored on the sea surface by a plurality of anchor chains A.

On this buoy 1, there is a turntable 4 on the part above the sea surface.
A cargo handling pipe 6 is provided on the turntable 4, which is connected to an onshore storage facility via submarine piping.

In addition, barge 2 is installed, and this barge
) The buoy 2 is capable of mooring a tanker 3 as a marine structure at a location separated from the buoy l.

The tanker 3 is moored to the barge 2 using bollard 16.
This is done via the bean roe 15.

Generally speaking, the barge 2 is provided with a turntable 5, and the barge-side turntable 5 and the buoy-side turntable 4 are connected by an arm 22 with hinges 21a and 21b, as shown in FIG. and a shaft 23 with a hinge 21b having seven flange 23ai, and a coupling consisting of a stopper 24 with a hinge 25 which releasably restrains the flange 23a.

That is, one end of the arm 22 is connected to the purge side turn pull 5 by a hinge 21a, so that the arm 22 is rotatably provided with respect to the turn pull 5 via the hinge 2 i at. Become.

Other end of mata arm 22, shaft) 231C hinge 21
The arm 22Fi is connected to the shaft 23 via the hinge 21b, so that the arm 22Fi is rotatably provided to the shaft 23 via the hinge 21b.

Further, the shaft 23 is rotatably provided with respect to a stopper 24 provided at the end of the buoy-side turntable.

In this way, the shaft 23 is rotatable with respect to the stopper 24 and has a hinge 21b, and the hinges 21a and 21b.
The attached arm 22 and the like constitute a vibration absorption mechanism that absorbs rolling and pitching of the buoy 1 and barge 20 and does not transmit these vibrations to each other.

The arm 22 with hinges 21a and 21b is a mechanism to prevent the rolling of the buoy 1 or the barge 2 from being transmitted to the other, and the shaft 23 is rotated relative to the stopper 24 to prevent pitching of the buoy 1 or the barge 2. This is a mechanism that prevents the transmission of information to the other party.

In addition, the 7 lunges 23& of the shaft 23 are
It is attached for the purpose of preventing the stopper 24 from slipping out of the stopper 24.

At one end of the upper half of the stopper 24.

A hinge 25 is provided, and a fixing bolt 26 is pivotally attached to the other end, so that the shaft 23 can be quickly replaced with a low alloy.

The procedure for attaching the shaft 23 to the stopper 24 is as follows. - As shown in Fig. 9, the shaft 23 suspended in the running lane 13 is fitted into the recess in the lower half of the stopper 24 preset as shown in Fig. 7, and then as shown in Fig. 8. As shown, locking is performed at the upper half of the stopper 24.

By the way, as shown in FIG. 4, a cargo handling relay pipe 10 is installed below the deck of the barge 2.
One end is connected to the terminal jy-3 side through the hose 12. lI
It is designed to be connected to the cargo manifold 11 as F. Also.

The other end 7 of the relay pipe 10 is connected to the cargo handling pipe 6 on the buoy side via a flexible hose 8 which extends over the turntable 5 through a swivel 9'fr and is mounted almost parallel to the arm 22. It is now connected.

The hose 8112trJ is detachably provided, and the removed hoses 8 and 12 are stored at a predetermined location on the barge 2.

Further, parallel rails 14 are laid on the deck of the barge 2, along which the work lane 13 can run.

The crane 13 is used not only to connect the buoy 1 and the barge 2 as described above, but also to connect the hoses 8 and 12, and to moor the tanker 3 to the buoy 1 and the barge 2.

In addition, the reference numeral 17 in FIG. 4 indicates a fender, and 18 indicates a mooring line for mooring the tanker 3 to the buoy 1.

With the above-described configuration, the procedure from when the tanker 3 is moored to the buoy 1 via the barge 2 to the start of cargo handling is as follows. )first,
After being towed by barge 2 from the base to buoy l by a tugboat (not shown), turntable 5 on purge 2 and buoy l
Connection with the upper turntable 4 is made.

At this time, the upper half of the stopper 24 at the end of the buoy side turntable 4 is opened as shown in FIG. 7, and then the barge side The entire shaft 23 at the end of the turntable 5 is held.

Then, while adjusting the rotation angle of the barge-side turntable 5 and further adjusting the position of the barge 2 with a tugboat, the barge 2 is lowered into the stopper 24 of the buoy-side turntable 4.

Next, as shown in FIG. 8, the upper half of the stopper 24 is closed and fixed with bolts 26. This connects the barge 2 to the buoy 1.

After that, the relay pipe end 7 on the barge side turntable 5
and the cargo handling pipe 6 on the buoy side turntable 4 with a flexible hose 8 at 11'! Suru.

When tanker 3 enters the port, the position of tanker 3 is first adjusted using a tugboat, and barge 2 is moored to tanker 3 using the bollard on barge 2 and the bellows line 15.

It was a cabinet. The tanker 3 is moored to the buoy 1 with a mooring line 18.

Furthermore, the running lane 13' on the barge 2 (using IH, one end of the relay pipe 10 on the barge deck and the tanker 3
The cargo manifold 11 is connected with a hose 12.

In this way, the mooring work is completed, but in this case, under certain wind directions and currents, the tanker 3 and barge 2 are located on the leeward side of the buoy I, as shown in Figure 10. The distance between buoy 1 and tanker 3 is maintained at the length of mooring line 18.

Next, in the case of a sudden change in the wind direction or a change in the tide, there is a possibility that the tanker approaches the buoy in the conventional method, but in the case of the 5-piece device Vi, because barge 2 is moored with tanker 3 by the boiler line 15, , as shown in Fig. 11, when the evening car 3 attempts to approach buoy
is pushed in the direction of

Furthermore, since the turntables 4 and 5 of the barge 2 and the buoy 1 are connected to each other via a coupling with a vibration absorbing mechanism, the distance L3 (=L4) between their centers is constant.

Therefore, the barge 2 and buoy 1 maintain their position while remaining in light contact via the fender 17 (see Fig. 11).

Furthermore, since the tanker 3 and the barge 2 are connected by the cathedral line 15, the distance greater than a certain value +1J1. II2
(0<L2<L,)-t Tessica, Tan: h-3Its
I can't approach 7'i1.

As detailed above, the cargo handling mooring device of the present invention provides the following effects and advantages.

(1) By mooring the barge 2 to the tanker 3 and connecting the buoy 1 to the barge 2, contact between the tanker and the buoy, which is a drawback of the conventional CjALM type system, can be prevented.

(2) Since the relay pipe 10 in the barge 2 plays the role of the 70-ring hose in the conventional CALM type system, the 70-ring hose will not be damaged by the tanker as in the past.

(3) Since the barge 2 is separated from the buoy 1 except during cargo handling, the 70-ting hose does not remain floating on the sea as in the past. Therefore, the floating hose will not be damaged by other vessels, and since the hose will not be left unattended, there will be no need to replace the hose with oil and water.

(4) The present invention can be applied to conventional CtALM type buoys by simply making some modifications to them.

[Brief explanation of drawings]

Figures 1 to 3 show conventional cargo handling mooring devices.
The figure is a plan view showing the tanker's moored state, and Figures 2 and 3 are explanatory diagrams showing its operation, respectively. Figure 4 is a plan view showing the state of the tanker being moored.
The figure is a side view showing the connection between the buoy and the barge. Figure 6 is a view from the ■ arrow in Figure 5, Figures 7 to 9 are all explanatory diagrams of the connection procedure to explain the connection procedure between the buoy and the barge, and Figures 10 and 11 respectively show their effects. It is an explanatory diagram. 1... Buoy, 2... Barge, 3... Tanker as an offshore structure, 4, 5... Turntable, 6... Cargo handling pipe,
7...Relay pipe end, 8...Flexible hose, 9...
Swivel, 10...Relay pipe, 11...Cargo manifold as a cargo handling pipe, 12...Hose, 13...Running lane, 14.e Parallel rail, 15. Romo rope, 16--
Bollard, 17...Fender, 18...Mooring line, 21a
, 21b*a elbow 7, 22・O arm, 23# pot shaft, 23a--77 engine, 24...stopper, 25...
Hinge. 26・e bolt, A・・anchor chain. Sub-Agent Patent Attorney Yoshihiko Iinuma Figure 5 ■ Figure 6 Figure 7

Claims (1)

[Claims] A cargo handling buoy moored by an anchor chain and a barge capable of mooring a marine structure at a distance from the buoy (the purge is moored to the buoy via a coupling with a vibration absorption mechanism). A mooring device for cargo handling, characterized in that the purge is provided with a cargo handling relay pipe that connects the cargo handling pipe on the offshore structure side and the cargo handling pipe on the buoy side.