EP1583689A1 - Rescue ship for disabled vessels, vessel rescue method, and use of a rescue ship - Google Patents

Rescue ship for disabled vessels, vessel rescue method, and use of a rescue ship

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Publication number
EP1583689A1
EP1583689A1 EP04700711A EP04700711A EP1583689A1 EP 1583689 A1 EP1583689 A1 EP 1583689A1 EP 04700711 A EP04700711 A EP 04700711A EP 04700711 A EP04700711 A EP 04700711A EP 1583689 A1 EP1583689 A1 EP 1583689A1
Authority
EP
European Patent Office
Prior art keywords
basin
vessel
ship
distress
rescue
Prior art date
Legal status (The legal status 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 status listed.)
Granted
Application number
EP04700711A
Other languages
German (de)
French (fr)
Other versions
EP1583689B1 (en
Inventor
Serge Menard
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Individual
Original Assignee
Individual
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Filing date
Publication date
Application filed by Individual filed Critical Individual
Publication of EP1583689A1 publication Critical patent/EP1583689A1/en
Application granted granted Critical
Publication of EP1583689B1 publication Critical patent/EP1583689B1/en
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63C—LAUNCHING, HAULING-OUT, OR DRY-DOCKING OF VESSELS; LIFE-SAVING IN WATER; EQUIPMENT FOR DWELLING OR WORKING UNDER WATER; MEANS FOR SALVAGING OR SEARCHING FOR UNDERWATER OBJECTS
    • B63C7/00—Salvaging of disabled, stranded, or sunken vessels; Salvaging of vessel parts or furnishings, e.g. of safes; Salvaging of other underwater objects
    • B63C7/06—Salvaging of disabled, stranded, or sunken vessels; Salvaging of vessel parts or furnishings, e.g. of safes; Salvaging of other underwater objects in which lifting action is generated in or adjacent to vessels or objects
    • 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
    • B63B35/40—Vessels or similar floating structures specially adapted for specific purposes and not otherwise provided for for transporting marine vessels
    • B63B35/42—Vessels or similar floating structures specially adapted for specific purposes and not otherwise provided for for transporting marine vessels with adjustable draught
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63C—LAUNCHING, HAULING-OUT, OR DRY-DOCKING OF VESSELS; LIFE-SAVING IN WATER; EQUIPMENT FOR DWELLING OR WORKING UNDER WATER; MEANS FOR SALVAGING OR SEARCHING FOR UNDERWATER OBJECTS
    • B63C7/00—Salvaging of disabled, stranded, or sunken vessels; Salvaging of vessel parts or furnishings, e.g. of safes; Salvaging of other underwater objects
    • B63C7/06—Salvaging of disabled, stranded, or sunken vessels; Salvaging of vessel parts or furnishings, e.g. of safes; Salvaging of other underwater objects in which lifting action is generated in or adjacent to vessels or objects
    • B63C7/08—Salvaging of disabled, stranded, or sunken vessels; Salvaging of vessel parts or furnishings, e.g. of safes; Salvaging of other underwater objects in which lifting action is generated in or adjacent to vessels or objects using rigid floats

Definitions

  • the present invention relates to a rescue vessel for a vessel in distress, its implementation method, and applications of such a vessel.
  • a first solution envisaged is the towing of the ship to a location where it can be less harmful in the event of sinking.
  • practice has shown that the situations generating these pollutions generally occur in very bad weather and that it was practically impossible to carry out such towing during the first few days during which the ship is still afloat.
  • pollution control vessels These ships are intended to suck up the oil released by ships in distress, generally after they have sunk.
  • the largest planned pollution control vessels are only capable of removing a few thousand tonnes of gross, and therefore, in the case of a major oil spill, very many rotations between the location of the incident and a port capable of accepting the materials recovered. It therefore takes considerable time and during this time the oil spill can continue to have its effects.
  • pollution control vessels are therefore only a very partial solution. In addition, they can only work in relatively calm weather and not in stormy weather.
  • the vast majority of pollution or oil spills was caused by a ship which continued to float for several days.
  • the vast majority of the tanker fleet has a total length of less than 250 m, and even 200 m.
  • the object of the invention is to suppress the vast majority of pollution or oil spills by preventing very quickly from distress of vessels in distress which may be the cause of pollution or significant oil spills, or of similar dangers, such as chemical and biological risks.
  • the object of the invention is therefore to recover both the ship and its cargo by securing it, in a manner which then allows either repair or recovery of the cargo, or these two operations.
  • the main object of the invention is to provide a lifeboat with a pool of very large, able to move quickly near the vessel in distress and place this vessel in distress in its basin whose dimensions are obviously much greater than that of the vessel in distress.
  • Document US-5,215,024 already discloses a floating artificial island provided with basins which can be closed so that ships can be protected from heavy weather during their loading and unloading operations.
  • the artificial island has no autonomous means of propulsion and cannot be ballasted, its function being to be as fixed as possible to fulfill its function. It is not able to move quickly near a vessel in distress and to place this vessel in distress in its basin.
  • Document AU-482,040 also discloses a barge transport vessel whose elongated hull delimits a space intended to contain barges very close to each other and to the sides of the vessel.
  • the internal space delimited by the hull does not constitute a basin, since it is entirely open at the rear.
  • the invention relates to a lifeboat for ship, the hull of which delimits an elongated basin at least 150 m in length and 30 m in width, and which includes a ballasting device allowing a change of draft of at least 15 m.
  • the basin has a length of at least 250 m and a width of at least 45 m and the change in draft can reach at least 20 m.
  • the hull has two lateral hulls which can be ballasted and which surround the basin, and the stern has a practically sealed door which can close the rear of the basin.
  • the door which can close the rear of the basin comprises two leaves which each have two parts articulated one on the other about a vertical axis intended to come to cooperate with the vertical axis of the other leaf in the closed position of the door.
  • at least one of the ends of the two articulated parts which are distant from the vertical axis is fixed to the corresponding vertical side of the rear hull by a slide which can move horizontally along the internal side of the rear part of the hull. .
  • the door intended to close the rear of the basin comprises a lifting panel which can be ballasted to pass from a floor position close to the bottom of the basin to a substantially vertical position of door closing the rear of the pool.
  • the ship it is advantageous for the ship to include at least one winch for hauling a ship in distress entering the basin through the stern.
  • At least one side of the basin has a height at least 15 m lower than that of at least two other sides.
  • the two longitudinal sides port and starboard both preferably have a height at least 20 m lower than that of the two other sides delimited at the front and at the rear of the vessel, and their upper edge is practically rectilinear for most of its length. This edge is preferably provided with a reinforcement, advantageously having elasticity properties.
  • the rescue vessel preferably comprises maneuvering means intended to exert a thrust in a direction transverse at least to the longitudinal axis of the vessel
  • the rescue vessel includes devices for guiding and maintaining a vessel inside the basin, such as hydraulic lifters incorporated in the basin.
  • the lifeboat has stabilizers which stabilize it in the presence of swell.
  • the lifeboat has movable partitions, possibly articulated, playing the role of breakwater against basin storms.
  • the invention also relates to a method for rescuing a ship in distress using a salvage vessel which can be ballasted and which has a tank of the aforementioned type; the method comprises a first phase of displacement of the rescue vessel towards the location of the vessel in distress, a second phase, executed in the vicinity of the vessel in distress, of ballasting of the rescue vessel so that at least an upper edge of the basin is at below the level of the keel of the vessel in distress, a third phase of introduction of the vessel in distress into the basin, and a fourth phase of placing the upper edge of the basin above sea level.
  • the fourth phase of bringing the upper edge of the basin to a level above sea level is achieved by closing a door to the basin.
  • the fourth phase of placing the upper edge of the basin above sea level comprises moving the ship in a vertical direction by ballasting, with evacuation of water outside the ship.
  • the method comprises, before the first phase or at the start of it, ballasting of the ship at practically its lowest draft.
  • the method further comprises, after the fourth phase, the displacement of the rescue vessel to a protected location favoring the execution on the vessel in distress of an operation chosen from among repair and unloading of the cargo.
  • the ballasting of the ship at its lowest draft includes emptying the basin.
  • the invention also relates to the application of a life-saving vessel of the aforementioned type to the movement of marine farm farming modules on the high seas.
  • It also relates to the application of a rescue vessel of the aforementioned type to the formation of an artificial port for small boats in the event of a storm.
  • FIG. 1 is a very schematic perspective view of a lifeboat in a first embodiment of the invention
  • Figure 2 is a very schematic perspective view of a lifeboat in a second embodiment of the invention
  • Figure 3 is a plan view of a variant of the first embodiment
  • Figure 4 is a schematic section of the variant of Figure 3
  • Figure 5 is a plan view of another variant of the first embodiment
  • FIG. 6 is a schematic section of the variant of FIG. 5.
  • FIG. 1 represents a lifeboat 10 having a basin 12 of very large dimensions, delimited between two lateral hulls 14, a front part 16, aft doors 18 and a bottom 20.
  • the ship also has a gangway 22, shown at the bow, but which can occupy any other location on the ship.
  • the ship advantageously comprises propulsion motors, maneuvering motors, in particular allowing transverse movements at the front and at the rear, stabilizers, breakwaters, etc. .
  • It also comprises a winch at least making it possible to haul a ship to make it enter the basin 12 when the rear doors 18 are open.
  • This winch can be mounted on a gantry, either fixed, preferably above the door, or mobile along the basin.
  • the ship can also have two gantries, one of which is mobile.
  • the rescue vessel also preferably includes devices for guiding and keeping a vessel in distress inside the basin, such as tappets, for example hydraulic, incorporated in the basin.
  • the rescue vessel 10 which parks in the center of its surveillance zone, with its empty basin 12, can immediately head towards the vessel in distress at a high speed, because it has a small draft. water since its basin is empty and its hulls which can be ballasted can already be empty. Otherwise, they can be emptied at the start of the trip so that the draft is as small as possible in a way compatible with the state of the sea and the real possibilities of navigation.
  • the rescue vessel 10 When approaching the vessel in distress, the rescue vessel 10 can begin to introduce water into the ballasts and sink into the sea. At the same time, the basin 12 begins to be filled, and the doors 18 are wide open. Thanks to its maneuverability, the vessel 10, after having launched a cable fixed to the front or the rear of the vessel in distress, or even without a cable when the vessel in distress is still maneuvering, is oriented so that its wide open aft section facing the ship in distress. This is then introduced into the basin 12, either by its own means, or with the means of propulsion of the ship 10 which can approach the ship in distress, either using the winch or using 'Any combination of these various means. When the ship has entered basin 12, doors 18 are closed.
  • Compressed air flushes the ballast water so that the rescue vessel 10 rises above sea level. From this moment, any risk of pollution is deleted. Indeed, the vessel in distress is protected in the basin of the rescue vessel, and even if it is in a state of sinking or rupturing, the possible pollution is limited to basin 12. Depending on the particular case of the vessel in distress, the basin can be emptied or not, in part or in whole. At this time, the rescue vessel 10 can move to facilitate operations such as repairing the vessel or unloading its cargo, for example by approaching the shore.
  • the rescue vessel 10 can reach the location of the vessel in distress in a very short time, at most a few hours, and as soon as the vessel is distressed in the basin, any risk of pollution is deleted. In addition, it makes it possible to preserve the ship in distress which is not lost and can more often than not be recovered.
  • the lifeboat envisaged has a basin of approximately 95 m in width and 400 m in length, the rear doors of which have a span of at least 48 m and a height of 78 m.
  • each leaf of the double rear door can be in the form of two parts articulated one on the other about a vertical axis intended to come to cooperate with the axis. vertical of the other leaf in the closed position of the door.
  • the ends of the two articulated parts which are distant from the vertical axis are themselves fixed to the corresponding vertical side of the rear shell.
  • These fixings can either be simply articulated (for example at the aft end on the side of the ship), or articulated on a slider which can move horizontally along the side of the aft hull.
  • the two fasteners can also include slides.
  • the aforementioned triangulation system can also be applied to other parts of the rescue vessel, for example to basin storm breakwaters, retaining vessel lifters, to gantry crane supports arranged between the sides, etc.
  • the basin has a door such as 18 at each end. It is therefore essential that the two side shells are connected by several fixed gantries. The various necessary elements are housed in the two shells.
  • At least one door for example a sliding door, having a height of the order of 40 m and a width of the order of 25 to 30 m, can be formed at 'fore of the basin, in a lateral hull or at the bow of the ship.
  • Such doors are intended to allow the exit of one or more tugs which could have been used for the introduction of the salvaged vessel into the basin. As this exit takes place when the basin is filled, these doors are arranged upwards from the side shells.
  • two doors are formed at the front of each side shell, so that tugs can exit the basin from the leeward side.
  • Figure 2 shows another embodiment of a lifeboat. More specifically, the rescue vessel 24 of FIG. 2 comprises a hull 28 which delimits a basin 26, represented in parailissepilvesdique form, although this form, as in the first embodiment, is not essential.
  • the bottom is not necessarily flat, and the pelvis may for example have a shape which tapers downwards, in section through a transverse vertical plane. Such an arrangement can be adopted for example for the acceleration of ballasting.
  • the ship has a frame 30 which preferably carries, at its upper part, a control pass-through.
  • the framework 30 is not a simple superstructure. In fact, it is much higher than that shown in FIG. 2 so that the ship can be almost completely submerged, only the upper parts of the frames 30 protruding above the sea. Of course, even in this position, the ship has buoyancy reserves making it unsinkable.
  • the rescue vessel 24 When using the rescue vessel 24, the latter, which has emptied its basin 26, can quickly move to the location of the vessel in distress. When it approaches the vessel in distress, water is introduced into the ballasts so that the rescue vessel sinks into the water. When it is next to the vessel in distress, the upper edges 32 of the basin must be underwater to a depth at least equal to the draft of the vessel in distress increased by a safety margin which depends on the state of the sea.
  • the vessel 24, which has means of transverse propulsion at its two ends, can come laterally to be placed under the vessel in distress, then compressed air is rapidly introduced into its ballasts to drive out the water . As soon as the upper edges 32 of the basin are raised above the level of the lower part of the keel of the ship in distress, the latter is trapped in the basin. The recovery of the lifeboat 24 takes place until the upper edges of the basin are above sea level, at a desired height taking into account the circumstances and in particular the weather. At this time, as in the first embodiment, the ship in distress can no longer create pollution
  • the rescue vessel 24 of the second embodiment has the advantage of not requiring the operation of any moving part subject to the state of the sea throughout the rescue operation.
  • the lifeboats according to the invention have very large dimensions. In order for them to avoid most pollution or oil spills, their basin 12 or 26 must be at least 150 m long, preferably at least 250 m and very advantageously at least 300 m. The width of the pool must be at least 30 m and preferably at least 50 m and even more. In the example indicated above, the lifeboat envisaged has a basin of approximately 95 m in width and 400 m in length, and the height of the hull reaches 78 m. The lifeboat then has considerable dimensions and mass, so that it is practically insensitive to storms and can be used whatever the state of the sea. In addition, by its dimensions and mass, it allows, by positioning appropriately, to create a local calm facilitating entry into the basin of the ship in distress, taking into account the swell and the current possibly present.
  • the command bridge, with its navigation, security and other systems, and the engine room can each be duplicated.
  • a machine room can be arranged in each of the side hulls.
  • the parts likely to undergo the greatest efforts can be suitably reinforced for this purpose.
  • the ballasting of the ship allows a change of draft of the order of 15 m and preferably at least 20 or 25 m.
  • the variations in the draft can reach 30 m and even more.
  • Figures 3 and 4 show, in plan and in longitudinal section, a lifeboat 10 which has a basin 12 of about 95 m in width and 400 m in length, and the hull height reaches 78 m.
  • a vessel in distress 34 150 m in length is represented in the basin 12. It can be seen in these figures that the introduction of the vessel in distress into the basin, either by its own means, or by the means of propulsion and maneuvering the rescue vessel, either using a tug or any combination of these means, is easy, given the very large space available for maneuvering.
  • Figures 5 and 6 show, in plan and in longitudinal section, a lifeboat 10 which also has a basin 12 of about 95 m in width and 400 m in length, and whose hull height reaches 78 m.
  • a distressed ship 38 360 m long is shown in the basin 12.
  • the rear part of the bottom of the basin consists of a lifting panel 40 constituting a floor which can itself be ballasted.
  • This floor having for example a length of 80 m, can be lowered, as shown in Figure 6, to facilitate the entry of a distressed ship of very large size.
  • the rear part of the bottom comprises a floor and a panel, as indicated at 40, which can be ballasted and can slide by pivoting to come close the rear, in place of the doors 18 which are then superfluous .
  • the operation of this panel is then carried out essentially by ballasting.
  • the rescue vessel can include other equipment adapted to its missions, for example a landing platform for helicopters, means for mooring ships in distress, means for fighting the fire of a ship in distress before, during or after entering the tank of the rescue vessel, means for treatment, in particular by filtration, of the basin water, means of storage of waste, in particular recovered by filtration or from the ship in distress, and / or means of naval repair, at least summary, of a ship having a damage.
  • the lifeboat according to the invention has the following considerable advantages.
  • the cargo can also be recovered and possibly pumped to a shore facility or to other ships.
  • such a rescue vessel can be used as an artificial port to protect small boats.
  • the rescue vessel is usually only used for the rescue of ships in distress, there are long periods during which it is on standby, quite offshore, taking into account its large dimensions and its draft. 'water. It can then be used as a support for renewable energy generating devices. For example, it can carry wind turbines or photovoltaic devices. The energy obtained can either be stored in electrical or chemical form, for example to be used by the ship for its missions, or transmitted ashore by a connection device at sea.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Transportation (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Emergency Lowering Means (AREA)
  • Buildings Adapted To Withstand Abnormal External Influences (AREA)
  • Catching Or Destruction (AREA)
  • Medicines That Contain Protein Lipid Enzymes And Other Medicines (AREA)
  • Apparatus Associated With Microorganisms And Enzymes (AREA)
  • Table Devices Or Equipment (AREA)
  • Artificial Fish Reefs (AREA)
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  • Pressure Vessels And Lids Thereof (AREA)

Abstract

The rescuer (10) has a shell that delimits a stretched basin (12) of dimension 150 m of length and 30m of width. A ballasting device enables a change of draft of water of 15 m. The shell has two balanceable kinks (14) surrounding the basin and a poop. The poop has a door (18) that is watertight and closes the rear of the basin. Two longitudinal sides of starboard have height of 20 m delimited in front and back of a ship. Independent claims are also included for the following: (a) a process of rescue of ship in distress with the help of a balanceable ship rescuer having a basin (b) an application of a ship rescuer to the shifting of modules of marine farm of breeding in higher sea.

Description

Navire sauveteur pour navire en détresse, procédé de sauvetage de navire, et application d'un navire sauveteur La présente invention concerne un navire sauveteur pour navire en détresse, son procédé de mise en oeuvre, et des applications d'un tel navire. The present invention relates to a rescue vessel for a vessel in distress, its implementation method, and applications of such a vessel.
Les avaries de toute nature gui surviennent aux tankers qui transportent des matières toxiques créent des pollutions appelées "marées noires" dans les cas des hydrocarbures. Les conséquences de ces pollutions sont considérables. On peut citer notamment la perte éventuelle du tanker par naufrage (valeur du navire), la perte d'une partie ou de la totalité de la cargaison, et surtout les pertes économiques considérables pour les populations côtières concernées (destruction des sites, destruction des élevages aquacoles, destruction de la faune sauvage, pertes pour la pêche, etc.).Damage of any kind that occurs to tankers who transport toxic materials creates pollution called "oil spills" in the case of oil. The consequences of this pollution are considerable. We can cite in particular the possible loss of the tanker by sinking (value of the ship), the loss of part or all of the cargo, and especially the considerable economic losses for the coastal populations concerned (destruction of sites, destruction of farms aquaculture, destruction of wildlife, losses to fishing, etc.).
Ces marées noires sont donc la source de problèmes écologiques ayant des conséquences au niveau politique.These oil spills are therefore the source of ecological problems with political consequences.
Il faut par ailleurs noter que non seulement ces pollutions peuvent être provoquées par des accidents de tankers en mauvais état ou anciens, mais aussi que les mêmes problèmes se posent en cas d'incompétence de l'équipage, et dans le cas de tankers en bon état beaucoup plus récents qui ont été construits avec des aciers de haute résistance qui ont permis une réduction d'épaisseur, un gain de poids et une augmentation du port en lourd. Cependant, les tankers formés de ces aciers se fatiguent très vite et posent le même problème que les tankers vétustés et en mauvais état.It should also be noted that not only can this pollution be caused by accidents of tankers in poor condition or old, but also that the same problems arise in the event of incompetence of the crew, and in the case of tankers in good much more recent condition which were built with high strength steels which allowed a reduction in thickness, a gain in weight and an increase in the deadweight. However, tankers formed from these steels tire very quickly and pose the same problem as obsolete and in poor condition tankers.
Pour remédier à ces problèmes, une première solution envisagée est le remorquage du navire à un emplacement où il peut être moins nuisible en cas de naufrage. Cependant, la pratique a montré que les situations génératrices de ces pollutions se produisaient en général par très mauvais temps et qu'il n'était pratiquement pas possible d'effectuer un tel remorquage les quelques premiers jours pendant lesquels le navire est encore à flot.To remedy these problems, a first solution envisaged is the towing of the ship to a location where it can be less harmful in the event of sinking. However, practice has shown that the situations generating these pollutions generally occur in very bad weather and that it was practically impossible to carry out such towing during the first few days during which the ship is still afloat.
On a donc envisagé d'utiliser des navires de dépollution. Ces navires sont destinés à aspirer les hydrocarbures dégagés par les navires en détresse, en général après qu'ils ont coulé. Les plus gros navires de dépollution envisagés ne sont capables d'enlever que quelques milliers de tonnes de brut, et il faut donc, dans le cas d'une marée noire majeure, de très nombreuses rotations entre l'emplacement du sinistre et un port capable d'accepter les matières récupérées. Il faut donc un temps considérable et pendant celui- ci la marée noire peut poursuivre ses effets. Ces navires de dépollution ne sont donc qu'une solution très partielle. En outre, ceux-ci ne peuvent travailler que par temps relativement calme et non par tempête .Consideration was therefore given to using pollution control vessels. These ships are intended to suck up the oil released by ships in distress, generally after they have sunk. The largest planned pollution control vessels are only capable of removing a few thousand tonnes of gross, and therefore, in the case of a major oil spill, very many rotations between the location of the incident and a port capable of accepting the materials recovered. It therefore takes considerable time and during this time the oil spill can continue to have its effects. These pollution control vessels are therefore only a very partial solution. In addition, they can only work in relatively calm weather and not in stormy weather.
Ces navires de dépollution n'empêchent pas le navire en détresse de sombrer et de devenir à ce moment là une sorte de "bombe à retardement" capable de créer des pollutions pendant de longues périodes, indépendamment du risque écologique important constitué par un tel navire au fond de la mer. Si l'on étudie les causes de ces pollutions ou marées noires, on note qu'elles sont en général le fait de tankers qui sont sujets à des avaries (cassures de coque, fuites, pannes) à cause de leur vétusté, ou de tankers qui subissent des sinistres maritimes (avaries dues aux tempêtes, colli- sions ou pannes) à cause de l'incompétence d'un équipage.These pollution control vessels do not prevent the vessel in distress from sinking and becoming at that time a kind of "time bomb" capable of creating pollution for long periods, regardless of the significant ecological risk posed by such a vessel at bottom of the sea. If we study the causes of this pollution or oil spills, we note that they are generally caused by tankers who are subject to damage (hull cracks, leaks, breakdowns) because of their dilapidated, or tankers who suffer maritime disasters (damage due to storms, collisions or breakdowns) due to the incompetence of a crew.
A part quelques rares cas où, à la suite d'une collision, un navire coule très rapidement, la très grande majorité des pollutions ou marées noires a été provoquée par un navire qui a continué à flotter plusieurs jours. En outre, la très grande majorité de la flotte de tankers a une longueur totale inférieure à 250. , et même 200 m.Except for a few rare cases where, following a collision, a ship sinks very quickly, the vast majority of pollution or oil spills was caused by a ship which continued to float for several days. In addition, the vast majority of the tanker fleet has a total length of less than 250 m, and even 200 m.
L'invention a pour objet de supprimer la très grande majorité des pollutions ou marées noires par mise hors d'état de nuire très rapide des navires en détresse qui peuvent être la cause de pollutions ou marées noires importantes, ou de dangers analogues, tel que des risques chimiques et biologiques.The object of the invention is to suppress the vast majority of pollution or oil spills by preventing very quickly from distress of vessels in distress which may be the cause of pollution or significant oil spills, or of similar dangers, such as chemical and biological risks.
L'invention a donc pour objet la récupération à la fois du navire et de sa cargaison par sa mise en sécurité, d'une manière qui permet alors soit la réparation, soit la récupération de la cargaison, soit ces deux opérations.The object of the invention is therefore to recover both the ship and its cargo by securing it, in a manner which then allows either repair or recovery of the cargo, or these two operations.
A cet effet, l'invention a pour objet principal la mise à disposition d'un navire sauveteur possédant un bassin de très grandes dimensions, capable de se porter rapidement à proximité du navire en détresse et de placer ce navire en détresse dans son bassin dont les dimensions sont évidemment bien supérieures à celles du navire en détresse. On connaît déjà, d'après le document US—5 215 024, un île artificielle flottante munie de bassins qui peuvent être fermés pour que des navires puissent être protégés contre le gros temps pendant leurs manoeuvres de chargement et de déchargement. L'île artificielle n'a pas de moyens autonomes de propulsion et ne peut pas être ballastee, sa fonction étant d'être aussi fixe que possible pour remplir sa fonction. Elle n'est pas capable de se porter rapidement à proximité d'un navire en détresse et de placer ce navire en détresse dans son bassin. On connaît aussi, d'après le document GB—2144680, une sorte de caisson formant dock flottant et destiné, par ballastage et déballastage, à venir entourer une coque latérale de plate-forme flottante pour permettre la réparation de cette coque. Le caisson a des dimensions peu supé- rieures à celles de la coque latérale, et il n'a pas de moyens autonomes de propulsion, ni même une forme de navire, car il n'est pas destiné à se déplacer en mer. Il ne constitue donc pas un navire sauveteur possédant un bassin de très grandes dimensions, capable de se porter rapidement à proximité d'un navire en détresse et de placer ce navire en détresse dans son bassin.To this end, the main object of the invention is to provide a lifeboat with a pool of very large, able to move quickly near the vessel in distress and place this vessel in distress in its basin whose dimensions are obviously much greater than that of the vessel in distress. Document US-5,215,024 already discloses a floating artificial island provided with basins which can be closed so that ships can be protected from heavy weather during their loading and unloading operations. The artificial island has no autonomous means of propulsion and cannot be ballasted, its function being to be as fixed as possible to fulfill its function. It is not able to move quickly near a vessel in distress and to place this vessel in distress in its basin. Also known, from document GB-2144680, a sort of box forming a floating dock and intended, by ballasting and deballasting, to come and surround a lateral hull of a floating platform to allow the repair of this hull. The box has dimensions slightly larger than those of the side hull, and it has no autonomous means of propulsion, nor even a form of ship, because it is not intended to move at sea. therefore does not constitute a lifeboat with a very large basin, capable of moving quickly near a vessel in distress and placing this vessel in distress in its basin.
On connaît aussi, d'après le document US—5 988 093, un dock flottant constituant une structure en U destinée à se déplacer le long d'un navire, sur les côtés et sous le fond de celui-ci, pour en nettoyer la surface. Ce dock est ouvert aux deux extrémités, et il ne forme pas un bassin de très grandes dimensions .Also known, from document US Pat. No. 5,988,093, a floating dock constituting a U-shaped structure intended to move along a ship, on the sides and under the bottom of the latter, to clean the ship area. This dock is open at both ends, and it does not form a very large basin.
On connaît aussi, d'après le document AU—482 040, un navire de transport de barges dont la coque allongée délimite un espace destiné à contenir des barges très proches les unes des autres et des côtés du navire. L'espace interne délimité par la coque ne constitue pas un bassin, car il est entièrement ouvert à l'arrière. Pour atteindre son objet principal, qui ne peut être atteint par aucun des dispositifs des documents précités, l'invention concerne un navire sauveteur pour navire, dont la coque délimite un bassin allongé d'au moins 150 m de longueur et 30 m de largeur, et qui comporte un dispositif de ballastage permettant un changement de tirant d'eau d'au moins 15 m.Document AU-482,040 also discloses a barge transport vessel whose elongated hull delimits a space intended to contain barges very close to each other and to the sides of the vessel. The internal space delimited by the hull does not constitute a basin, since it is entirely open at the rear. To achieve its main object, which cannot be achieved by any of the devices of the aforementioned documents, the invention relates to a lifeboat for ship, the hull of which delimits an elongated basin at least 150 m in length and 30 m in width, and which includes a ballasting device allowing a change of draft of at least 15 m.
De préférence, le bassin a une longueur d'au moins 250 m et une largeur d'au moins 45 m et le changement de tirant d'eau peut atteindre au moins 20 m.Preferably, the basin has a length of at least 250 m and a width of at least 45 m and the change in draft can reach at least 20 m.
Dans un premier mode de réalisation, la coque comporte deux coques latérales qui peuvent être ballastées et qui entourent le bassin, et la poupe possède une porte pratiquement étanche qui peut fermer l'arrière du bassin. Dans une variante, la porte qui peut fermer l'arrière du bassin comprend deux battants qui comportent chacun deux parties articulées l'une sur l'autre autour d'un axe vertical destiné à venir coopérer avec l'axe vertical de l'autre battant en position fermée de la porte. De préférence, une des extrémités au moins des deux parties articulées qui sont distantes de 1 ' axe vertical est fixée au côté vertical correspondant de la coque arrière par un coulisseau qui peut se déplacer horizontalement le long du côté interne de la partie arrière de la coque. Dans une autre variante, la porte destinée à fermer l'arrière du bassin comprend un panneau relevable qui peut être ballasté pour passer d'une position de plancher voisine du fond du bassin à une position sensiblement verticale de porte de fermeture de l'arrière du bassin. Dans un premier mode de réalisation, il est avantageux que la navire comporte au moins un treuil pour haler un navire en détresse entrant dans le bassin par la poupe.In a first embodiment, the hull has two lateral hulls which can be ballasted and which surround the basin, and the stern has a practically sealed door which can close the rear of the basin. In a variant, the door which can close the rear of the basin comprises two leaves which each have two parts articulated one on the other about a vertical axis intended to come to cooperate with the vertical axis of the other leaf in the closed position of the door. Preferably, at least one of the ends of the two articulated parts which are distant from the vertical axis is fixed to the corresponding vertical side of the rear hull by a slide which can move horizontally along the internal side of the rear part of the hull. . In another variant, the door intended to close the rear of the basin comprises a lifting panel which can be ballasted to pass from a floor position close to the bottom of the basin to a substantially vertical position of door closing the rear of the pool. In a first embodiment, it is advantageous for the ship to include at least one winch for hauling a ship in distress entering the basin through the stern.
Dans un autre mode de réalisation, un côté au moins du bassin a une hauteur inférieure d'au moins 15 m à celle d'au moins deux autres côtés. Dans un exemple de réalisation, les deux côtés longitudinaux bâbord et tribord ont tous deux de préférence une hauteur inférieure d'au moins 20 m à celle des deux autres côtés délimités à l'avant et à l'arrière du navire, et leur bord supérieur est pratiquement rectiligne sur la plus grande partie de sa longueur. Ce bord est de préférence muni d'un renforcement, ayant avantageusement des propriétés d'élasticité. Dans tous les modes de réalisation, le navire sauveteur comporte de préférence des moyens de manoeuvre destinés à exercer une poussée dans une direction transversale au moins à l'axe longitudinal du navireIn another embodiment, at least one side of the basin has a height at least 15 m lower than that of at least two other sides. In an exemplary embodiment, the two longitudinal sides port and starboard both preferably have a height at least 20 m lower than that of the two other sides delimited at the front and at the rear of the vessel, and their upper edge is practically rectilinear for most of its length. This edge is preferably provided with a reinforcement, advantageously having elasticity properties. In all embodiments, the rescue vessel preferably comprises maneuvering means intended to exert a thrust in a direction transverse at least to the longitudinal axis of the vessel
De préférence, le navire sauveteur comporte des dispo- sitifs de guidage et de maintien d'un navire à l'intérieur du bassin, tels que des poussoirs hydrauliques incorporés au bassin.Preferably, the rescue vessel includes devices for guiding and maintaining a vessel inside the basin, such as hydraulic lifters incorporated in the basin.
De préférence, le navire sauveteur comporte des stabilisateurs qui le stabilisent en présence de houle. De préférence, le navire sauveteur comporte des cloisons mobiles, éventuellement articulées, jouant le rôle de brise-lames contre les tempêtes de bassin.Preferably, the lifeboat has stabilizers which stabilize it in the presence of swell. Preferably, the lifeboat has movable partitions, possibly articulated, playing the role of breakwater against basin storms.
L'invention concerne aussi un procédé de sauvetage de navire en détresse à l'aide d'un navire sauveteur qui peut être ballasté et ayant un bassin du type précité ; le procédé comprend une première phase de déplacement du navire sauveteur vers l'emplacement du navire en détresse, une seconde phase, exécutée au voisinage du navire en détresse, de ballastage du navire sauveteur afin qu'un bord supérieur au moins du bassin se trouve au-dessous du niveau de la quille du navire en détresse, une troisième phase d'introduction du navire en détresse dans le bassin, et une quatrième phase de mise du bord supérieur du bassin au-dessus du niveau de la mer. De préférence, la quatrième phase de mise du bord supérieur du bassin à un niveau supérieur au niveau de la mer est réalisée par fermeture d'une porte du bassin.The invention also relates to a method for rescuing a ship in distress using a salvage vessel which can be ballasted and which has a tank of the aforementioned type; the method comprises a first phase of displacement of the rescue vessel towards the location of the vessel in distress, a second phase, executed in the vicinity of the vessel in distress, of ballasting of the rescue vessel so that at least an upper edge of the basin is at below the level of the keel of the vessel in distress, a third phase of introduction of the vessel in distress into the basin, and a fourth phase of placing the upper edge of the basin above sea level. Preferably, the fourth phase of bringing the upper edge of the basin to a level above sea level is achieved by closing a door to the basin.
De préférence, la quatrième phase de mise du bord supérieur du bassin au-dessus du niveau de la mer comprend le déplacement du navire en direction verticale par ballastage, avec évacuation d'eau à l'extérieur du navire. De préférence, le procédé comprend, avant la première phase ou au début de celle-ci, le ballastage du navire à son plus faible tirant d'eau pratiquement.Preferably, the fourth phase of placing the upper edge of the basin above sea level comprises moving the ship in a vertical direction by ballasting, with evacuation of water outside the ship. Preferably, the method comprises, before the first phase or at the start of it, ballasting of the ship at practically its lowest draft.
De préférence, le procédé comporte en outre, après la quatrième phase, le déplacement du navire sauveteur à un endroit protégé favorisant l'exécution sur le navire en détresse d'une opération choisie parmi une réparation et un déchargement de la cargaison.Preferably, the method further comprises, after the fourth phase, the displacement of the rescue vessel to a protected location favoring the execution on the vessel in distress of an operation chosen from among repair and unloading of the cargo.
De préférence, le ballastage du navire à son plus faible tirant d'eau comprend la vidange du bassin.Preferably, the ballasting of the ship at its lowest draft includes emptying the basin.
L'invention concerne aussi l'application d'un navire sauveteur du type précité au déplacement de modules de ferme marine d'élevage en haute mer.The invention also relates to the application of a life-saving vessel of the aforementioned type to the movement of marine farm farming modules on the high seas.
Elle concerne aussi l'application d'un navire sauveteur du type précité à la formation d'une cale sèche.It also relates to the application of a rescue vessel of the aforementioned type to the formation of a dry dock.
Elle concerne aussi l'application d'un navire sauveteur du type précité à la formation d'un port artificiel pour petits bateaux en cas de tempête.It also relates to the application of a rescue vessel of the aforementioned type to the formation of an artificial port for small boats in the event of a storm.
D'autres caractéristiques et avantages de l'invention ressortiront mieux à la description qui va suivre, faite en référence au dessin annexé sur lequel : la figure 1 est une vue très schématique en perspective d'un navire sauveteur dans un premier mode de réalisation de l'invention ; la figure 2 est une vue très schématique en perspective d'un navire sauveteur dans un second mode de réalisation de l'invention ; la figure 3 est une vue en plan d'une variante du premier mode de réalisation ; la figure 4 est une coupe schématique de la variante de la figure 3 ; la figure 5 est une vue en plan d'une autre variante du premier mode de réalisation ; et la figure 6 est une coupe schématique de la variante de la figure 5.Other characteristics and advantages of the invention will emerge more clearly from the description which follows, given with reference to the appended drawing in which: FIG. 1 is a very schematic perspective view of a lifeboat in a first embodiment of the invention; Figure 2 is a very schematic perspective view of a lifeboat in a second embodiment of the invention; Figure 3 is a plan view of a variant of the first embodiment; Figure 4 is a schematic section of the variant of Figure 3; Figure 5 is a plan view of another variant of the first embodiment; and FIG. 6 is a schematic section of the variant of FIG. 5.
La figure 1 représente un navire sauveteur 10 ayant un bassin 12 de très grandes dimensions, délimité entre deux coques latérales 14, une partie avant 16, des portes arrière 18 et un fond 20. Le navire possède aussi une passerelle 22, représentée à l'avant, mais qui peut occuper tout autre emplacement sur le navire.FIG. 1 represents a lifeboat 10 having a basin 12 of very large dimensions, delimited between two lateral hulls 14, a front part 16, aft doors 18 and a bottom 20. The ship also has a gangway 22, shown at the bow, but which can occupy any other location on the ship.
Bien qu'on n'ait pas représenté ces éléments, le navire comporte avantageusement des moteurs de propulsion, des moteurs de manoeuvre, permettant notamment des déplacements transversaux à l'avant et à l'arrière, des stabilisateurs, des brise-lames, etc. Il comporte aussi un treuil au moins permettant de haler un navire pour le faire pénétrer dans le bassin 12 lorsque les portes arrière 18 sont ouvertes. Ce treuil peut être monté sur un portique, soit fixe, de préférence au-dessus de la porte, soit mobile le long du bassin. Le navire peut aussi comporter deux portiques, dont l'un est mobile. Le navire sauveteur comporte aussi de préférence des dispositifs de guidage et de maintien d'un navire en détresse à l'intérieur du bassin, tels que des poussoirs, par exemple hydrauliques, incorporés au bassin.Although these elements have not been shown, the ship advantageously comprises propulsion motors, maneuvering motors, in particular allowing transverse movements at the front and at the rear, stabilizers, breakwaters, etc. . It also comprises a winch at least making it possible to haul a ship to make it enter the basin 12 when the rear doors 18 are open. This winch can be mounted on a gantry, either fixed, preferably above the door, or mobile along the basin. The ship can also have two gantries, one of which is mobile. The rescue vessel also preferably includes devices for guiding and keeping a vessel in distress inside the basin, such as tappets, for example hydraulic, incorporated in the basin.
On décrit maintenant la mise en oeuvre du navire sauve- teur selon le mode de réalisation de la figure 1.We will now describe the implementation of the rescue vessel according to the embodiment of FIG. 1.
Lorsque l'alarme est donnée, le navire sauveteur 10, qui stationne au centre de sa zone de surveillance, avec son bassin 12 vide, peut immédiatement se diriger vers le navire en détresse à une vitesse importante, car il a un faible tirant d'eau puisque son bassin est vide et ses coques qui peuvent être ballastées peuvent être déjà vides. Sinon, elles peuvent être vidées dès le début du déplacement afin que le tirant d'eau soit aussi réduit que possible d'une manière compatible avec l'état de la mer et les possibilités réelles de navigation.When the alarm is given, the rescue vessel 10, which parks in the center of its surveillance zone, with its empty basin 12, can immediately head towards the vessel in distress at a high speed, because it has a small draft. water since its basin is empty and its hulls which can be ballasted can already be empty. Otherwise, they can be emptied at the start of the trip so that the draft is as small as possible in a way compatible with the state of the sea and the real possibilities of navigation.
Lorsqu'il approche du navire en détresse, le navire sauveteur 10 peut commencer à faire pénétrer de l'eau dans les ballasts et s'enfoncer dans la mer. En même temps, le bassin 12 commence à être rempli, et les portes 18 sont grandes ouvertes. Grâce à sa manoeuvrabilité, le navire 10, après avoir lancé un câble fixé à l'avant ou à l'arrière du navire en détresse, ou même sans câble lorsque le navire en détresse est encore manoeuvrant, s'oriente de manière que sa partie arrière largement ouverte soit tournée vers le navire en détresse. Celui-ci est alors introduit dans le bassin 12, soit par ses propres moyens, soit avec les moyens de propulsion du navire 10 qui peut s'approcher du navire en détresse, soit à l'aide du treuil, soit à l'aide d'une combinaison quelconque de ces divers moyens. Lorsque le navire a pénétré dans le bassin 12, les portes 18 sont fermées. De l'air comprimé, de préférence préalablement conservé dans des réservoirs d'air comprimé, chasse l'eau des ballasts afin que le navire sauveteur 10 s'élève par rapport au niveau de la mer. Dès ce moment, tout risque de pollution est supprimé. En effet, le navire en détresse est protégé dans le bassin du navire sauveteur, et même s'il est en état de sombrer ou de se rompre, la pollution éventuelle est limitée au bassin 12. En fonction du cas particulier du navire en détresse, le bassin peut être vidé ou non, en partie ou en totalité. A ce moment, le navire sauveteur 10 peut se déplacer pour faciliter des opérations telles que la réparation du navire ou le déchargement de sa cargaison, par exemple en se rapprochant de la côte.When approaching the vessel in distress, the rescue vessel 10 can begin to introduce water into the ballasts and sink into the sea. At the same time, the basin 12 begins to be filled, and the doors 18 are wide open. Thanks to its maneuverability, the vessel 10, after having launched a cable fixed to the front or the rear of the vessel in distress, or even without a cable when the vessel in distress is still maneuvering, is oriented so that its wide open aft section facing the ship in distress. This is then introduced into the basin 12, either by its own means, or with the means of propulsion of the ship 10 which can approach the ship in distress, either using the winch or using 'Any combination of these various means. When the ship has entered basin 12, doors 18 are closed. Compressed air, preferably previously stored in compressed air tanks, flushes the ballast water so that the rescue vessel 10 rises above sea level. From this moment, any risk of pollution is deleted. Indeed, the vessel in distress is protected in the basin of the rescue vessel, and even if it is in a state of sinking or rupturing, the possible pollution is limited to basin 12. Depending on the particular case of the vessel in distress, the basin can be emptied or not, in part or in whole. At this time, the rescue vessel 10 can move to facilitate operations such as repairing the vessel or unloading its cargo, for example by approaching the shore.
Comme l'indique la description qui précède, le navire sauveteur 10 peut atteindre l'emplacement du navire en détresse en un temps très court, au maximum de quelques heures, et dès la mise du navire en détresse dans le bassin, tout risque de pollution est supprimé. En outre, il permet de préserver le navire en détresse qui n'est pas perdu et peut le plus souvent être récupéré.As the above description indicates, the rescue vessel 10 can reach the location of the vessel in distress in a very short time, at most a few hours, and as soon as the vessel is distressed in the basin, any risk of pollution is deleted. In addition, it makes it possible to preserve the ship in distress which is not lost and can more often than not be recovered.
Dans un mode de réalisation, le navire sauveteur envisagé a un bassin d'environ 95 m de largeur et 400 m de longueur, dont les portes arrière ont une portée de 48 m environ au moins et une hauteur de 78 m.In one embodiment, the lifeboat envisaged has a basin of approximately 95 m in width and 400 m in length, the rear doors of which have a span of at least 48 m and a height of 78 m.
La manoeuvre de telles portes par une simple articulation verticale placée à un bord pose de difficiles problèmes technologiques. Il est alors utile de réaliser de telles portes sous forme triangulée. Plus précisément, chaque battant de la porte arrière double peut être sous forme de deux parties articulées l'une sur l'autre autour d'un axe vertical destiné à venir coopérer avec l'axe vertical de l'autre battant en position fermée de la porte. Les extrémités des deux parties articulées qui sont distantes de l'axe vertical sont elles-mêmes fixées au côté vertical correspondant de coque arrière. Ces fixations peuvent être soit simplement articulées (par exemple à l'extrémité arrière du côté du navire), soit articulées sur un coulisseau qui peut se déplacer horizontalement le long du côté de coque arrière. Les deux fixations peuvent aussi comporter des coulisseaux. Dans le cas du navire sauveteur précité, les dimensions du bassin sont telles qu'il peut s'établir le phénomène connu sous le nom de "tempête de bassin". Il est alors préférable de supprimer de telles tempêtes qui peuvent constituer une gêne sérieuse pour la manutention du navire sauvé . Des cloisons mobiles ou brise-lames sont alors avantageusement incorporés entre les deux coques latérales.The operation of such doors by a simple vertical articulation placed at an edge poses difficult technological problems. It is therefore useful to make such doors in triangulated form. More specifically, each leaf of the double rear door can be in the form of two parts articulated one on the other about a vertical axis intended to come to cooperate with the axis. vertical of the other leaf in the closed position of the door. The ends of the two articulated parts which are distant from the vertical axis are themselves fixed to the corresponding vertical side of the rear shell. These fixings can either be simply articulated (for example at the aft end on the side of the ship), or articulated on a slider which can move horizontally along the side of the aft hull. The two fasteners can also include slides. In the case of the aforementioned rescue vessel, the dimensions of the basin are such that the phenomenon known as the "basin storm" can be established. It is therefore preferable to remove such storms which can constitute a serious inconvenience for the handling of the rescued vessel. Movable partitions or breakwaters are then advantageously incorporated between the two side shells.
Le système précité de triangulation peut aussi s'appliquer à d'autres parties du navire sauveteur, par exemple à des brise-lames de tempête de bassin, à des poussoirs de retenue de navire sauvé, à des supports de portique de manutention disposés entre les côtés, etc.The aforementioned triangulation system can also be applied to other parts of the rescue vessel, for example to basin storm breakwaters, retaining vessel lifters, to gantry crane supports arranged between the sides, etc.
Dans une variante du mode de réalisation de la figure 1, le bassin comporte une porte telle que 18 à chaque extrémité. Il est alors indispensable que les deux coques laté- raies soient raccordées par plusieurs portiques fixes. Les différents éléments nécessaires sont logés dans les deux coques.In a variant of the embodiment of Figure 1, the basin has a door such as 18 at each end. It is therefore essential that the two side shells are connected by several fixed gantries. The various necessary elements are housed in the two shells.
Dans une autre variante du mode de réalisation de la figure 1, au moins une porte, par exemple coulissante, ayant une hauteur de l'ordre de 40 m et une largeur de l'ordre de 25 à 30 m, peut être formée à l'avant du bassin, dans une coque latérale ou à l'avant du navire. De telles portes sont destinées à permettre la sortie d'un ou plusieurs remorqueurs qui auraient pu être utilisés pour 1 ' introduction du navire sauvé dans le bassin. Comme cette sortie s'effectue lorsque le bassin est rempli, ces portes sont disposées vers le haut des coques latérales. De préférence, deux portes sont formées à l'avant de chaque coque latérale, afin que les remorqueurs puissent sortir du bassin par le côté sous le vent.In another variant of the embodiment of FIG. 1, at least one door, for example a sliding door, having a height of the order of 40 m and a width of the order of 25 to 30 m, can be formed at 'fore of the basin, in a lateral hull or at the bow of the ship. Such doors are intended to allow the exit of one or more tugs which could have been used for the introduction of the salvaged vessel into the basin. As this exit takes place when the basin is filled, these doors are arranged upwards from the side shells. Preferably, two doors are formed at the front of each side shell, so that tugs can exit the basin from the leeward side.
La figure 2 représente un autre mode de réalisation de navire sauveteur. Plus précisément, le navire sauveteur 24 de la figure 2 comporte une coque 28 qui délimite un bassin 26, représenté sous forme parailélépipédique, bien que cette forme, comme dans le premier mode de réalisation, ne soit pas indispensable. En particulier, le fond n'est pas obligatoirement plat, et le bassin peut avoir par exemple une forme qui se rétrécit vers le bas, en coupe par un plan vertical transversal. Une telle disposition peut être adoptée par exemple pour l'accélération du ballastage.Figure 2 shows another embodiment of a lifeboat. More specifically, the rescue vessel 24 of FIG. 2 comprises a hull 28 which delimits a basin 26, represented in parailélépipédique form, although this form, as in the first embodiment, is not essential. In particular, the bottom is not necessarily flat, and the pelvis may for example have a shape which tapers downwards, in section through a transverse vertical plane. Such an arrangement can be adopted for example for the acceleration of ballasting.
A chaque extrémité, le navire comporte une ossature 30 qui porte de préférence, à sa partie supérieure, une passe- relie de commande. L'ossature 30 n'est pas une simple superstructure. En fait, elle est bien plus haute que ne l'indique la figure 2 de manière que le navire puisse être presque totalement immergé, seules les parties supérieures des ossatures 30 dépassant au-dessus de la mer. Bien entendu, même dans cette position, le navire possède des réserves de flottabilité le rendant insubmersible.At each end, the ship has a frame 30 which preferably carries, at its upper part, a control pass-through. The framework 30 is not a simple superstructure. In fact, it is much higher than that shown in FIG. 2 so that the ship can be almost completely submerged, only the upper parts of the frames 30 protruding above the sea. Of course, even in this position, the ship has buoyancy reserves making it unsinkable.
Lors de l'utilisation du navire sauveteur 24, celui-ci, qui a vidé son bassin 26, peut se porter rapidement à l'emplacement du navire en détresse. Lorsqu'il se rapproche du navire en détresse, de l'eau est introduite dans les ballasts de manière que le navire sauveteur s'enfonce dans l'eau. Lorsqu'il est à côté du navire en détresse, les bords supérieurs 32 du bassin doivent se trouver sous l'eau à une profondeur au moins égale au tirant d'eau du navire en détresse augmenté d'une marge de sécurité qui dépend de l'état de la mer. Le navire 24, qui possède des moyens de propulsion transversale à ses deux extrémités, peut venir latéralement se placer sous le navire en détresse, puis de l'air comprimé est introduit rapidement dans ses ballasts pour chasser l'eau. Dès que les bords supérieurs 32 du bassin sont remontés au-dessus du niveau de la partie inférieure de la quille du navire en détresse, celui-ci est piégé dans le bassin. La remontée du navire sauveteur 24 s'effectue jusqu'à ce que les bords supérieurs du bassin soient au-dessus du niveau de la mer, à une hauteur voulue compte tenu des circonstances et notamment du temps. A ce moment, comme dans le premier mode de réalisation, le navire en détresse ne peut plus créer de pollution.When using the rescue vessel 24, the latter, which has emptied its basin 26, can quickly move to the location of the vessel in distress. When it approaches the vessel in distress, water is introduced into the ballasts so that the rescue vessel sinks into the water. When it is next to the vessel in distress, the upper edges 32 of the basin must be underwater to a depth at least equal to the draft of the vessel in distress increased by a safety margin which depends on the state of the sea. The vessel 24, which has means of transverse propulsion at its two ends, can come laterally to be placed under the vessel in distress, then compressed air is rapidly introduced into its ballasts to drive out the water . As soon as the upper edges 32 of the basin are raised above the level of the lower part of the keel of the ship in distress, the latter is trapped in the basin. The recovery of the lifeboat 24 takes place until the upper edges of the basin are above sea level, at a desired height taking into account the circumstances and in particular the weather. At this time, as in the first embodiment, the ship in distress can no longer create pollution.
Par rapport au premier mode de réalisation, le navire sauveteur 24 du second mode de réalisation présente l'avantage de ne nécessiter la manoeuvre d'aucune partie mobile sujette à l'état de la mer dans toute l'opération de sauve- tage.Compared to the first embodiment, the rescue vessel 24 of the second embodiment has the advantage of not requiring the operation of any moving part subject to the state of the sea throughout the rescue operation.
Bien entendu, les navires sauveteurs selon l'invention ont de très grandes dimensions. Pour qu'ils puissent éviter la plupart des pollutions ou marées noires, leur bassin 12 ou 26 doit avoir une longueur d'au moins 150 m, de préfé- rence d'au moins 250 m et très avantageusement d'au moins 300 m. La largeur du bassin doit être d'au moins 30 m et de préférence d'au moins 50 m et même plus. Dans l'exemple indiqué précédemment, le navire sauveteur envisagé a un bassin d'environ 95 m de largeur et 400 m de longueur, et la hauteur de la coque atteint 78 m. Le navire sauveteur a alors des dimensions et une masse considérables, si bien qu'il est pratiquement insensible aux tempêtes et peut être utilisé quel que soit l'état de la mer. En outre, par ses dimensions et masse, il permet, en se positionnant conve- nablement, de créer un calme local facilitant l'entrée dans le bassin du navire en détresse, compte-tenu de la houle et du courant éventuellement présents.Of course, the lifeboats according to the invention have very large dimensions. In order for them to avoid most pollution or oil spills, their basin 12 or 26 must be at least 150 m long, preferably at least 250 m and very advantageously at least 300 m. The width of the pool must be at least 30 m and preferably at least 50 m and even more. In the example indicated above, the lifeboat envisaged has a basin of approximately 95 m in width and 400 m in length, and the height of the hull reaches 78 m. The lifeboat then has considerable dimensions and mass, so that it is practically insensitive to storms and can be used whatever the state of the sea. In addition, by its dimensions and mass, it allows, by positioning appropriately, to create a local calm facilitating entry into the basin of the ship in distress, taking into account the swell and the current possibly present.
Pour le cas extrêmement improbable où le navire sauveteur serait soumis à une vague dite "scélérate" alors qu'il est chargé d'un navire en détresse, il peut être avantageux de disposer de dispositifs redondants. Ainsi, la passerelle de commandement, avec ses systèmes de navigation, de sécurité et autres, et le local des machines peuvent être chacun en double. Ainsi, une salle des machines peut être disposée dans chacune des coques latérales. Bien entendu, les parties susceptibles de subir les efforts les plus importants peuvent être convenablement renforcées à cet effet . Dans le premier mode de réalisation, il est souhaitable que le ballastage du navire permette un changement de tirant d'eau de l'ordre de 15 m et de préférence d'au moins 20 ou 25 m. Dans le cas du navire 24 du second mode de réalisa- tion, il est souhaitable que les variations de tirant d'eau puissent atteindre 30 m et même plus.For the extremely improbable case where the rescue vessel is subjected to a so-called "scoundrel" wave when it is loaded with a vessel in distress, it may be advantageous to have redundant devices. Thus, the command bridge, with its navigation, security and other systems, and the engine room can each be duplicated. Thus, a machine room can be arranged in each of the side hulls. Of course, the parts likely to undergo the greatest efforts can be suitably reinforced for this purpose. In the first embodiment, it is desirable that the ballasting of the ship allows a change of draft of the order of 15 m and preferably at least 20 or 25 m. In the case of the vessel 24 of the second embodiment, it is desirable that the variations in the draft can reach 30 m and even more.
On décrit maintenant, en référence aux figures 3 à 6, deux variantes du premier mode de réalisation.We will now describe, with reference to FIGS. 3 to 6, two variants of the first embodiment.
Les figures 3 et 4 représentent, en plan et en coupe longitudinale, un navire sauveteur 10 qui a un bassin 12 d'environ 95 m de largeur et 400 m de longueur, et la hauteur de la coque atteint 78 m. Un navire en détresse 34 de 150 m de longueur est représenté dans le bassin 12. On se rend compte sur ces figures que 1 ' introduction du navire en détresse dans le bassin, soit par ses propres moyens, soit par les moyens de propulsion et de manoeuvre du navire sauveteur, soit à l'aide d'un remorqueur, soit par toute combinaison de ces moyens, est facile, compte tenu du très grand espace disponible pour la manoeuvre. Les figures 5 et 6 représentent, en plan et en coupe longitudinale, un navire sauveteur 10 qui a aussi un bassin 12 d'environ 95 m de largeur et 400 m de longueur, et dont la hauteur de coque atteint 78 m. Un navire en détresse 38 de 360 m de longueur est représenté dans le bassin 12. Dans cette variante, la partie arrière du fond du bassin est constituée d'un panneau relevable 40 constituant un plancher qui peut être lui-même ballasté. Ce plancher, ayant par exemple une longueur de 80 m, peut être abaissé, comme indiqué sur la figure 6, pour faciliter l'entrée d'un navire en détresse de très grande dimension.Figures 3 and 4 show, in plan and in longitudinal section, a lifeboat 10 which has a basin 12 of about 95 m in width and 400 m in length, and the hull height reaches 78 m. A vessel in distress 34 150 m in length is represented in the basin 12. It can be seen in these figures that the introduction of the vessel in distress into the basin, either by its own means, or by the means of propulsion and maneuvering the rescue vessel, either using a tug or any combination of these means, is easy, given the very large space available for maneuvering. Figures 5 and 6 show, in plan and in longitudinal section, a lifeboat 10 which also has a basin 12 of about 95 m in width and 400 m in length, and whose hull height reaches 78 m. A distressed ship 38 360 m long is shown in the basin 12. In this variant, the rear part of the bottom of the basin consists of a lifting panel 40 constituting a floor which can itself be ballasted. This floor, having for example a length of 80 m, can be lowered, as shown in Figure 6, to facilitate the entry of a distressed ship of very large size.
Dans une autre variante, la partie arrière du fond comporte un plancher et un panneau, tel qu'indiqué en 40, qui peut être ballasté et peut coulisser en pivotant pour venir fermer l'arrière, à la place des portes 18 qui sont alors superflues. La manoeuvre de ce panneau s'effectue alors essentiellement par ballastage.In another variant, the rear part of the bottom comprises a floor and a panel, as indicated at 40, which can be ballasted and can slide by pivoting to come close the rear, in place of the doors 18 which are then superfluous . The operation of this panel is then carried out essentially by ballasting.
Bien entendu, le navire sauveteur peut comporter d'autres équipements adaptés à ses missions, par exemple une plate-forme d'atterrissage pour hélicoptères, des moyens d'amarrage des navires en détresse, des moyens de lutte contre l'incendie d'un navire en détresse avant, pendant ou après son entrée dans le bassin du navire sauveteur, des moyens de traitement, notamment par filtration, de l'eau du bassin, des moyens de stockage de déchets, notamment récupérés par filtration ou sur le navire en détresse, et/ou des moyens de réparation navale, au moins sommaire, d'un navire ayant une avarie . Le navire sauveteur selon l'invention présente les avantages considérables suivants.Of course, the rescue vessel can include other equipment adapted to its missions, for example a landing platform for helicopters, means for mooring ships in distress, means for fighting the fire of a ship in distress before, during or after entering the tank of the rescue vessel, means for treatment, in particular by filtration, of the basin water, means of storage of waste, in particular recovered by filtration or from the ship in distress, and / or means of naval repair, at least summary, of a ship having a damage. The lifeboat according to the invention has the following considerable advantages.
D'abord, il élimine le problème de pollution dans les plus brefs délais, tout en empêchant le navire en détresse de couler et en permettant le plus souvent sa récupération. La cargaison peut elle aussi être récupérée et éventuellement pompée vers une installation à terre ou vers d'autres navires .First, it eliminates the pollution problem as quickly as possible, while preventing the distressed ship from sinking and more often than not allowing it to be recovered. The cargo can also be recovered and possibly pumped to a shore facility or to other ships.
Ces possibilités de récupération du navire et de la cargaison d'une part et de suppression de tous les effets de pollution d'autre part représentent des avantages économiques considérables .These possibilities of recovering the ship and the cargo on the one hand and eliminating all the effects of pollution on the other represent considerable economic advantages.
Un autre avantage économique considérable est qu'il n'est plus nécessaire d'interdire la navigation de navires à simple coque en bon état de marche, puisque les problèmes qu'ils pourraient poser peuvent être facilement résolus. Il n'est pas non plus nécessaire d'établir des ports refuges pour navires en détresse, cette solution, simplement évoquée de manière théorique, présentant de tels désagréments qu'il est peut probable qu'elle soit jamais réellement envisagée. En outre, de tels navires peuvent être utilisés non seulement pour éviter de telles pollutions majeures mais aussi pour d'autres applications. En particulier, on commence à construire des fermes marines d'élevage en haute mer dont les modules ont des dimensions considérables (de l'ordre de la centaine de mètres et plus) et qui doivent parfois être déplacés. Un tel navire sauveteur convient parfaitement à cet effet . Le navire sauveteur a d'autres applications de transport de structures volumineuses, telles que des navires et parties de navire, et des plate-formes de forage ou d'exploitation et des parties de telles plate-formes. Le navire sauveteur permet aussi la formation d'une cale sèche, par exemple dans le cas du déplacement d'une flotte.Another considerable economic advantage is that it is no longer necessary to prohibit the navigation of single hull ships in good working order, since the problems which they could pose can be easily solved. Nor is it necessary to establish refuge ports for ships in distress, this solution, simply mentioned theoretically, presenting such inconveniences that it is unlikely that it will ever be really envisaged. In addition, such vessels can be used not only to avoid such major pollution but also for other applications. In particular, we are starting to build marine farms for breeding on the high seas, the modules of which have considerable dimensions (of the order of a hundred meters or more) and which sometimes have to be moved. Such a lifeboat is perfectly suited for this purpose. The rescue vessel has other applications for transporting large structures, such as ships and parts of a ship, and drilling or operating platforms and parts of such platforms. The lifeboat also allows the formation of a dry dock, for example in the case of the displacement of a fleet.
Enfin, en cas de forte tempête, un tel navire sauveteur peut être utilisé comme port artificiel pour protéger des petits bateaux.Finally, in the event of a strong storm, such a rescue vessel can be used as an artificial port to protect small boats.
Si le navire sauveteur n'est habituellement utilisé que pour le sauvetage de navires en détresse, il existe de longues périodes pendant lesquelles il est en attente, assez au large des côtes, compte-tenu de ses dimensions impor- tantes et de son tirant d'eau. Il peut alors être utilisé comme support de dispositifs générateurs d'énergie de type renouvelable. Par exemple, il peut porter des éoliennes ou des dispositifs photovoltaïques . L'énergie obtenue peut être soit stockée sous forme électrique ou chimique, par exemple pour être utilisée par le navire pour ses missions, soit transmise à terre par un dispositif de raccordement en mer.If the rescue vessel is usually only used for the rescue of ships in distress, there are long periods during which it is on standby, quite offshore, taking into account its large dimensions and its draft. 'water. It can then be used as a support for renewable energy generating devices. For example, it can carry wind turbines or photovoltaic devices. The energy obtained can either be stored in electrical or chemical form, for example to be used by the ship for its missions, or transmitted ashore by a connection device at sea.
Bien entendu, diverses modifications peuvent être apportées par l'homme de l'art aux navires, procédés et applications qui viennent d'être décrits uniquement à titre d'exemple non limitatif sans sortir du cadre de l'invention. Of course, various modifications can be made by those skilled in the art to ships, processes and applications which have just been described solely by way of non-limiting example without departing from the scope of the invention.

Claims

REVENDICATIONS
1. Navire sauveteur pour navire, caractérisé en ce que sa coque délimite un bassin allongé (12, 26) d'au moins 150 m de longueur et 30 m de largeur, et il comporte un dispositif de ballastage permettant un changement de tirant d'eau d'au moins 15 m.1. Lifeboat for ship, characterized in that its hull delimits an elongated basin (12, 26) at least 150 m in length and 30 m in width, and it comprises a ballasting device allowing a change of draft water of at least 15 m.
2. Navire sauveteur selon la revendication 1, caractérisé en ce que le bassin (12, 26) a une longueur d'au moins 250 m et une largeur d'au moins 45 m, et le changement de tirant d'eau peut atteindre au moins 20 m.2. Lifeboat according to claim 1, characterized in that the basin (12, 26) has a length of at least 250 m and a width of at least 45 m, and the change in draft can reach at least minus 20 m.
3. Navire sauveteur selon l'une des revendications 1 et 2, caractérisé en ce que la coque comporte deux coques latérales qui peuvent être ballastées (14) et qui entourent le bassin (12), et la poupe possède une porte pratiquement étanche (18) qui peut fermer l'arrière du bassin (12).3. Lifeboat according to one of claims 1 and 2, characterized in that the hull has two side hulls which can be ballasted (14) and which surround the basin (12), and the stern has a practically sealed door (18 ) which can close the back of the basin (12).
4. Navire sauveteur selon la revendication 3, caractérisé en ce que la porte qui peut fermer l'arrière du bassin comprend deux battants qui comportent chacun deux parties articulées l'une sur l'autre autour d'un axe verti- cal destiné à venir coopérer avec l'axe vertical de l'autre battant en position fermée de la porte.4. Lifeboat according to claim 3, characterized in that the door which can close the rear of the basin comprises two leaves which each have two parts articulated one on the other about a vertical axis intended to come cooperate with the vertical axis of the other leaf in the closed position of the door.
5. Navire sauveteur selon la revendication 3, caractérisé en ce qu'une des extrémités au moins des deux parties articulées qui sont distantes de l'axe vertical est fixée au côté vertical correspondant de la coque arrière par un cou- lisseau qui peut se déplacer horizontalement le long du côté interne de la partie arrière de la coque.5. Lifeboat according to claim 3, characterized in that at least one of the ends of the two articulated parts which are distant from the vertical axis is fixed to the corresponding vertical side of the rear hull by a slide which can move horizontally along the inner side of the rear part of the hull.
6. Navire sauveteur selon la revendication 3, caractérisé en ce que la porte qui peut fermer l'arrière du bas- sin (12) comprend un panneau relevable (40) qui peut être ballasté pour passer d'une position voisine du fond du bassin à une position sensiblement verticale de fermeture de l'arrière du bassin (12).6. Lifeboat according to claim 3, characterized in that the door which can close the rear of the basin (12) comprises a lifting panel (40) which can be ballasted to pass from a position close to the bottom of the basin in a substantially vertical position for closing the rear of the basin (12).
7. Navire sauveteur selon l'une des revendications 1 et 2, caractérisé en ce que les deux côtés longitudinaux bâbord et tribord (28) ont tous deux une hauteur inférieure d'au moins 20 m à celle des deux autres côtés délimités à l'avant et à l'arrière du navire, et leur bord supérieur (32) pratiquement rectiligne sur la plus grande partie de sa longueur est muni d'un renforcement.7. Lifeboat according to one of claims 1 and 2, characterized in that the two longitudinal sides port and starboard (28) both have a height at least 20 m less than that of the other two sides delimited with forward and aft of the ship, and their upper edge (32) practically straight over most of its length is provided with a reinforcement.
8. Navire sauveteur selon l'une des revendications précédentes, caractérisé en ce qu'il comporte des moyens de manoeuvre destinés à exercer une poussée dans une direction transversale au moins à l'axe longitudinal du navire.8. Lifeboat according to one of the preceding claims, characterized in that it comprises maneuvering means intended to exert a thrust in a direction transverse at least to the longitudinal axis of the ship.
9. Procédé de sauvetage de navire en détresse à l'aide d'un navire sauveteur qui peut être ballasté (10, 24) et ayant un bassin (12, 26) selon l'une quelconque des revendications précédentes, caractérisé en ce qu'il comprend, une première phase de déplacement du navire sauveteur (10, 24) vers l'emplacement du navire en détresse, une seconde phase, exécutée au voisinage du navire en détresse, de ballastage du navire sauveteur (10, 24) afin qu'un bord supérieur au moins du bassin (12, 26) se trouve au-dessous du niveau de la quille du navire en détresse, et une troisième phase d'introduction du navire en détresse dans le bassin (12, 26), et une quatrième phase de mise du bord supérieur du bassin9. Method for rescuing a ship in distress using a salvage ship which can be ballasted (10, 24) and having a tank (12, 26) according to any one of the preceding claims, characterized in that it comprises, a first phase of displacement of the rescue vessel (10, 24) towards the location of the vessel in distress, a second phase, executed in the vicinity of the vessel in distress, of ballasting of the rescue vessel (10, 24) so that at least one upper edge of the basin (12, 26) is below the level of the keel of the vessel in distress, and a third phase of introduction of the vessel in distress into the basin (12, 26), and a fourth placing phase of the upper edge of the pelvis
(12, 26) au-dessus du niveau de la mer.(12, 26) above sea level.
10. Application d'un navire sauveteur (10, 24) selon l'une quelconque des revendications 1 à 8 au transport de structures volumineuses choisies parmi les navires et par- ties de navire, les plate-formes de forage ou d'exploitation et les parties de telles plate-formes, et les modules de ferme marine d'élevage en haute mer. 10. Application of a rescue vessel (10, 24) according to any one of claims 1 to 8 to the transport of bulky structures chosen from ships and parts of ships, drilling or exploitation platforms and the parts of such platforms, and the marine farm modules for deep-sea farming.
EP04700711A 2003-01-08 2004-01-08 Rescue ship for disabled vessels, vessel rescue method, and use of a rescue ship Expired - Lifetime EP1583689B1 (en)

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FR0300141A FR2849639B1 (en) 2003-01-08 2003-01-08 SAVING VESSEL FOR DISTRESSED VESSEL, SAVING METHOD FOR VESSEL, AND APPLICATION OF SAILING VESSEL
FR0300141 2003-01-08
PCT/FR2004/000025 WO2004069646A1 (en) 2003-01-08 2004-01-08 Rescue ship for disabled vessels, vessel rescue method, and use of a rescue ship

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Also Published As

Publication number Publication date
US7225750B2 (en) 2007-06-05
EP1583689B1 (en) 2007-04-18
KR20050093823A (en) 2005-09-23
CN1759034A (en) 2006-04-12
ATE359957T1 (en) 2007-05-15
DE602004005961T2 (en) 2008-01-17
FR2849639B1 (en) 2006-11-03
WO2004069646A1 (en) 2004-08-19
JP4744431B2 (en) 2011-08-10
JP2011057218A (en) 2011-03-24
AU2004208878A1 (en) 2004-08-19
DE602004005961D1 (en) 2007-05-31
US20060086304A1 (en) 2006-04-27
AU2004208878B2 (en) 2010-06-17
FR2849639A1 (en) 2004-07-09
RU2005125037A (en) 2006-05-10
NO20053756L (en) 2005-08-05
NO331837B1 (en) 2012-04-16
DK1583689T3 (en) 2007-09-17
UA88259C2 (en) 2009-10-12
WO2004069646A9 (en) 2004-11-04
CN100482532C (en) 2009-04-29
JP2006515250A (en) 2006-05-25
PT1583689E (en) 2007-07-30
ES2285405T3 (en) 2007-11-16
KR101175985B1 (en) 2012-08-23
PL210192B1 (en) 2011-12-30
PL376297A1 (en) 2005-12-27
RU2329914C2 (en) 2008-07-27
WO2004069646B1 (en) 2004-09-23

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