WO2013172712A1 - Azimuth friction free towing point - Google Patents
Azimuth friction free towing point Download PDFInfo
- Publication number
- WO2013172712A1 WO2013172712A1 PCT/NL2013/050362 NL2013050362W WO2013172712A1 WO 2013172712 A1 WO2013172712 A1 WO 2013172712A1 NL 2013050362 W NL2013050362 W NL 2013050362W WO 2013172712 A1 WO2013172712 A1 WO 2013172712A1
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- WO
- WIPO (PCT)
- Prior art keywords
- towing
- axis
- tug boat
- cable
- vessel
- Prior art date
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING
- B63B21/00—Tying-up; Shifting, towing, or pushing equipment; Anchoring
- B63B21/16—Tying-up; Shifting, towing, or pushing equipment; Anchoring using winches
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING
- B63B21/00—Tying-up; Shifting, towing, or pushing equipment; Anchoring
- B63B21/56—Towing or pushing equipment
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING
- B63B21/00—Tying-up; Shifting, towing, or pushing equipment; Anchoring
- B63B21/56—Towing or pushing equipment
- B63B21/58—Adaptations of hooks for towing; Towing-hook mountings
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- 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
- B63B35/66—Tugs
- B63B35/68—Tugs for towing
Definitions
- the present disclosure relates to a tug boat intended for use in harbour and/or at sea, including at least a towing winch.
- a tug boat is intended to assist a vessel at relatively slow speed while harbour towing.
- a first end of a towing cable is connected to a towing winch.
- the towing cable is guided through a towing point and connected to the vessel being assisted, establishing an effective towing cable connection able to sustain a significant pulling force on the assisted vessel, thus improving the manoeuvrability of said vessel.
- a tug boat at sea is generally limited to operating in this manner due to adverse operating conditions at sea compared to use in a harbour.
- the art distinguishes two major towing modes, namely the pulling- and pushing mode.
- pulling mode a tug boat generates a pulling force on a towing cable connection, resulting in a force on the assisted vessel.
- pushing mode a tug boat exerts a pushing force on an assisted vessel through a pushing point located at either a tug boats front, stern or side. It is common business practice to apply a means of protection at such pushing points to prevent damages to the assisted vessel and tug boat while operating in pushing mode.
- both pulling- and pushing mode are known within the art wherein both pulling- and pushing forces are exerted
- a tug boat should be able to operate in preferably all conceivable directions and preferably all conceivable operating conditions. Furthermore, a harbour tug boat is required to apply maximum pushing and pulling power on its towing point and/or pushing point also in preferably all directions and operating conditions.
- a towing point may in fact be used an azimuthal towing point and a propulsion unit commonly used in current tug boats can be, in fact, a propulsion unit capable of delivering great propulsive thrust in all directions.
- Azimuthal herein at least meaning a range exceeding 200 degrees, more specifically exceeding 270.
- a towing cable connection is usually established by guiding a towing cable from an assisted vessel through a towing point apparatus to a towing winch.
- Said towing point apparatus can consist of a fixed towing bitt, towing staples or fairlead or any combination thereof.
- Fixed towing bitts and staples are generally constructed from round- or oval-type cylinders and are usually limited in the direction of applying pulling forces by their towing point designs extending roughly in a 180 degree arc from said towing point.
- a tug boat operates in close proximity of an assisted vessel during for example mooring and unmooring operations.
- Protective measures are commonly applied to a tug boat's hull partly mitigating risk of damage in favourable operating conditions.
- the close proximity and the geometry of an assisted vessel result in that said towing cable connections operate at relative high angles up to 60 degrees to a horizontal plane at the towing point.
- the dynamic pulling forces acting on the towing cable connection can easily exceed safe working loads of bollards on the assisted vessel, the towing cable or both. More specifically said dynamic pulling forces can result in failure of a bollard and/or towing cable and thus result in failure of the towing cable connection.
- a towing winch can be capable of rendering and recovering a towing cable such that a constant pulling force is maintained on the towing cable connection automatically. More specifically said towing winches can be able to maintain a constant pulling force on a towing cable connection despite significant movements of a tug boat compared to the assisted vessel.
- Such a towing winch can enable a tug boat to operate in pulling mode in a maximum number of working conditions compared to historical towing winches without risk of failure of the towing cable connection or any part thereof by for example snag loads in a towing cable connection.
- Such a towing winch is herein referred to as a render and recovery winch or constant tension winch.
- towing cables include but are not limited to steel wire ropes.
- towing cables can also be made from synthetic materials, including but not limited to, for example UHMWPE (Ultra High Molecular Weight Polyethylene) or Dyneema towing cables.
- UHMWPE is a synthetic fibre capable of sustaining the significant pulling forces on a towing cable connection with Dyneema being a specific brand of UHMWPE fibre materials.
- Synthetic materials such as UHMWPE's main advantage for the towing cable application is weight.
- UHMWPE weighs approximately 14 percent of an equivalent steel wire towing cable.
- the UHMWPE towing cable floats on water due to its lightweight characteristics with a decreased risk of the towing cable getting entangled in for example propellers.
- a major disadvantage of an UHMWPE towing cable can be its maximum safe working temperature of approximately 65 degrees Celsius maximum.
- a tug boat is ideally equipped with a combination of both types of equipment.
- the mean time to failure of a towing cable connection is significantly reduced due to the previously referred chafing issues for towing cables.
- These chafing issues significantly increase repair, maintenance and replacement costs for a tug boat's towing cables or towing points depending on the type of towing cable.
- a purpose of the present disclosure can be to provide a tug boat with an improved ability to exert pulling forces on a towing cable connection in preferably all directions.
- a purpose of the present disclosure can be to enable the ability for a tug boat to exert a significant pulling force on a towing cable connection in an as large as possible arc, as close as possible to, for example between 270 and 360 degrees or more around a towing point.
- a purpose of the present disclosure can be to establish such a towing cable connection in a safe manner, also in case a tug boat operates in very close proximity to a vessel and/or in adverse sea states and/or weather conditions.
- the present disclosure embodies a movable towing point apparatus.
- Said movable towing point apparatus can guide a towing cable from an assisted vessel preferably through a guiding apparatus which in turn guides the towing cable onto a freely pivoting element. From said element the towing cable is guided onto a winch, preferably a render and recovery winch.
- Said element can pivot around its centre axis and can pivot over an arm on an axis non-parallel and preferably perpendicular to said centre axis.
- Said guiding apparatus can be situated at or near the end of an arm which in turn can pivot around said .
- Said guiding apparatus axis and can guide the towing cable onto said rotating element in a substantially friction free manner by means of repositioning the arm supporting said element.
- an azimuthal towing point apparatus is strongly preferred over existing towing point apparatus.
- a combination of an azimuthal towing point apparatus and a render and recovery towing winch may be preferred in order to maintain a constant pulling force on a towing cable connection, maximizing control of the assisted vessel's movements while operating in pulling mode or pulling mode and pushing mode enabling safe operation in close proximity to an assisted vessel.
- the present disclosure enables the successful application of an azimuthal friction free towing point apparatus.
- Said towing point apparatus minimizes friction between a towing cable and towing point, significantly reducing heat generated from said friction.
- the present disclosure thus enables the application of synthetic fibre towing cables subject to limited safe working temperatures or significantly reduces chafing on steel wire towing cables. More specifically the present disclosure successfully enables the use of towing cables of any type and material in combination with render and recovery towing winches.
- the present disclosure enables a tug boat to apply a pulling force over an increased range of conceivable directions and a maximum conceivable operating conditions as opposed to existing towing point designs. More specifically this means that a tug boat equipped with a towing point according to the present disclosure can assist vessels during adverse weather conditions and related sea states or in working areas with high outdoor temperatures in excess of for example 35 or 40 degrees Celsius.
- Another advantage of the present disclosure can be that a tug boat can remain in pulling mode during the entire mooring operation of an assisted vessel.
- Historical mooring operations recognize a limited timeframe when switching between pulhng and pushing mode wherein a tug boat is not able to exert either a pulling or pushing force.
- an increased pushing force is usually required.
- a tug boat operator can use additional tug boats operating in pulhng and pushing mode.
- another advantage of the present disclosure is that it allows for a much more efficient and flexible deployment of tug boats during mooring and unmooring operations while retaining full control over an assisted vessel.
- Yet another advantage of the present disclosure can be that due to the increased control over a vessel, the present disclosure reduces risk of damage to a tug boat and/or vessel during berthing operations. Especially in case of vessels carrying dangerous or volatile goods like for example LNG carriers or chemical carriers such reduction of risk of damage is important.
- Yet another possible advantage of the present disclosure relates to towing operations at sea.
- long steel wire towing cables are used to accommodate for ship movements. These long steel wire towing cables can be as long as 1.5 kilometres or greater.
- the distance between a vessel or object under tow and tugboat results in all manners of navigational risks with other vessels sailing across the towing cable and damaging the towing cable connection or the towing cable can get entangled in wreckages resting on the sea floor.
- the present disclosure can significantly mitigate said navigational risks by reducing the distance between a tugboat and towed vessel or object considerably, even as much as to a 200 meter or even smaller.
- the present disclosure reduces weight for a tugboats towing system when equipped for sea-going operations due to a shorter towing cable requirement.
- Figure 1 is a schematic longitudinal view of a tug boat, to illustrate the possible position of a tug boats towing points, towing winch and pushing points.
- Figure 2a-b illustrates the two major harbour towing modes for tug boat 1
- Figure 3a illustrates a mooring operation for vessel V.
- Figure 3b illustrates another mooring operation for vessel V.
- Figure 3c illustrates the reduced movement when switching direction of power applied to vessel V compared to the mooring operation illustrated in figure 3a.
- Figure 4a illustrates a towing operation at sea according to the prior art.
- Figure 4b illustrates a towing operation at sea according to the present disclosure.
- FIG. 5 illustrates an embodiment of the present disclosure.
- Figure 6 illustrates another embodiment of the present disclosure.
- Figure 7a-b illustrates two possible guiding apparatus for a towing cable according to the present disclosure.
- Figure 8a-c illustrates a top and side view of an embodiment of the present disclosure.
- substantially friction free has to be understood as including but not limited to friction substantially lower than the friction in towing cables and towing points in known towing operations for the same vessel and tug boat. Substantially friction free can be understood as
- rotating freely or pivoting freely or words to that effect can be understood as meaning that no significant resistance against rotating or pivoting of the element is provided, at least during use of the towing point. This can be understood as meaning that during normal operations slip between the cable and the rotating element is avoided.
- a tugboat and method allows the towing point to follow changes of the position of a vessel assisted by a tugboat relative to the tugboat, such that a cable used in such assistance is guided by a roll or wheel or such rotating element rotating around an axis, such that the cable extends substantially in a plane perpendicular to said axis, irrespective of the position of the vessel relative to the tug boat.
- the cable is guided at least at a side of the rotating element facing away from the winch on the tugboat, and preferably also at a side of the element facing the winch.
- the guiding of the cable is preferably such that any movement of a part of the cable out of the said plane substantially perpendicular to said axis or rotation of the element will lead to a repositioning of the element such that the cable is again brought back towards and preferably into said plane.
- Figure 1 schematically shows the contour of a tug boat 1 viewed from the side, with a number of possible towing positions 2 and pushing positions 3.
- a towing point 2 is defined hereinafter as the last physical point on tug boat 1 that fairleads a towing cable 4 from a towing winch 5 to a vessel V being assisted, establishing a towing cable connection 6 between tug boat 1 and assisted vessel V capable of sustaining significant pulling forces.
- a pushing point 3 is defined hereinafter as the last point of physical contact between tugboat 1 and vessel V.
- a contact point is to be understood as also including a line contact or area of contact preferably relatively small compared to the sizes of the tugboat 1 and vessel V.
- the towing cable 4 can at least for example turn sideways through 90° or more in a horizontal plane towards both sides of a mid position, which can for example be parallel to or can be in a vertical mid sectional, longitudinal plane P (fig. 8) of the tug boat 1.
- a towing point 2 can either be a fixed or moving apparatus hereinafter defined as a towing point apparatus 2 as per the present disclosure.
- Other moving towing point apparatus are known within the art for example US 6,698,374 and US 5,609,120. In a design of US
- a towing cable is guided by a guide in a plane parallel to the deck 37 of a tug boat only and only over about 90° to both sides from the mid position. Chafing and friction will still occur. Even more specifically some moving towing point apparatus like for example US 6,698,374 allow for the towing cable 4 to turn sideways through 360° towards both sides. This design is however very complicated and requires a special design for a cabin, which has limited access. Moreover, friction and chafing still occur between cable and the towing eyelet. By using towing winch 5, the cable length can be adapted to the desired towing length and manoeuvring distance.
- towing winches On historical tug boats, there is only a winch and towing point at the stern; in many modern tug boats, a towing point 2 and towing winch 5 are arranged on both front and stern.
- the towing cable length can be adapted to the desired towing length and manoeuvring distance only.
- Render and recovery towing winches are able to apply and/or maintain a constant pulling force on a towing cable connection 6 in case tug boat 1 or vessel V move relative to each other due to for example heavy seas.
- Said towing winches are also known as render & recovery, rend & receive or constant tension winches either term being interchangeable with the other for purposes of the present disclosure.
- Figure 2a-b illustrates the two major harbour towing modes for tug boat 1 namely pulling- and pushing mode.
- tug boat 1 applies a pulhng force 7 on a towing cable connection 6.
- pushing mode (fig. 2b) tug boat 1 directly applies a pushing force 8 on vessel V.
- the pulling mode is most commonly used to position a vessel close to its respective berth.
- a combination of pulling- or pushing mode with multiple tug boats is commonly used during final mooring operations of vessel V.
- a pushing point 3 can apply a pushing force 8 on vessel V said pushing point 3 can shift as much as 9 meters horizontally and 7 meters vertically during adverse operating
- said operating conditions include adverse sea states up to 3m or more significant wave height. Said shifting of a pushing point 3 across vessel V's outer plating and application of a pushing force 8 results in significant friction forces between a pushing point 3 and vessel V.
- Figure 3a illustrates a historical mooring operation for vessel V. It displays a number of tug boats a, b, c and d berthing vessel V in a direction Vs. The pilot of Vessel V can order more or less tug boats to assist vessel V depending on operating conditions at the time of berthing. Historically a mooring operation can consist of either 2, 3, 4 or greater number of tug boats.
- Figure 3a illustrates four tug boats, tug boat a and d operate in pulling mode while tug boat b and c operate in pushing mode. In another configuration with only two tug boats a and d assisting vessel V, said tug boats can switch to position of tug boats b and c and switch between pulling and pushing mode creating a timeframe wherein no control is exerted by said tug boats on vessel V.
- tug boats a and d operate in pulling mode with a third tug boat b operating in pushing mode.
- tugboats a and b operate in pulling mode in the opposite direction up to distances of 400m, with tugboats c and d operating in pushing mode in accordance with figure 3a.
- Figure 3b illustrates a nowadays mooring operation with two tug boats a and b assisting a vessel V in a direction Vs.
- Figure 3b illustrates tug boats a and b operating in pulling mode.
- tug boats a and b remain in pulling mode during the entire mooring operation.
- Only tug boats similar to for example so-called rotortugs (US6,079,346) or ship docking modules (US 5, 694,877) are capable of executing a mooring operation as illustrated in figure 3b.
- Figure 3c illustrates the turning movement for a tug boat b when changing direction of a pulling force 7 on the towing cable connection 6 during a mooring operation from figure 3b. It is exemplary that the reduced turning movement in figure 3c is a magnitude smaller compared to the turning movement of figure 3a when switching between pushing and pulling mode of said tug boats. Thus when remaining in pulling mode during the complete mooring operation a tug boat can exert a greater amount of control on vessel V.
- Figure 4a-b illustrates a sea-going towing operation.
- Figure 4a illustrates a modern day towing operation with a distance L between tugboat 1 and vessel V.
- Distance L can be as great 1.5 kilometre and distance D can be as great as 200 metre.
- Distance D is the maximum depth of the cable under the water surface. Such depth D can limit the use of a tugboat in relatively shallow water, such as for example the North Sea.
- Towing cables' 4 geometry allows for the absorption of relative movements between vessel V and tugboat 1 in a towing operation according to figure 4a.
- Figure 4b illustrates a towing operation that can be used with the present disclosure.
- Distance L and D are significantly reduced compared to figure 4a. More specifically distance L can be as short as e.g.
- Figure 5 illustrates an embodiment of the present disclosure.
- This embodiment includes a rotating element 9, for example a wheel 9 as illustrated in figure 5-6, pivoting freely around an axis Y-Y.
- a towing cable 4 is guided along the rotating element 9 to a render and recovery towing winch 5.
- Said axis Y-Y is attached to an arm 10 which can pivot freely, for example up to 90 degrees or more to either side in a substantially vertical plane, around an axis X-X perpendicular to the view of figure 5.
- the cable can be any known and/or suitable type, and preferably is at least partly made of steel and/or synthetic materials, for example as discussed before.
- Figure 6 illustrates another embodiment of the present disclosure.
- axis X-X is fixed to an element 11 which moves freely over a curve 12, from a substantially vertical position.
- the curve 12 is e.g. formed by one or more guide rails and extends for example substantially in a horizontal plane and/or substantially parallel to the deck 37of the tug boat 1.
- the curve can have a circle-segment configuration with a centre point at an axis Z-Z, between the curve 12 and the winch 5 or at the winch.
- the curve 12 can include an angle of for example up to or over 180° or 270° degrees.
- a guiding apparatus 13, not illustrated in figure 5 or figure 6, but displayed in figure 7, can ensure that the towing cable 4 is continuously guided onto rotating element 9.
- axis X-X and Z-Z can remain
- axis X-X, Y-Y and Z-Z can be either real axis or virtual axis.
- Figures 7a-b illustrate a guiding apparatus 13 attached to an arm 14 pivoting freely around axis Y-Y such that guiding apparatus 13 can move along at least part of the circumference of the wheel 9.
- Figure 7a illustrates said apparatus 13 in a towing eyelet embodiment.
- Figure 7b illustrates said apparatus 13 in an embodiment containing four roller guides on its far end ensuring a towing cable 4 is guided on rotating element 9 in a friction free manner.
- Guiding apparatus 13 ensures that arm 10 in either embodiment of the present disclosure is aligned with the towing cable connection 6 such that axis Y-Y is perpendicular to a plane spanned by a towing cable 4 between towing point 2 and towing cable connection 6 and towing winch 5 or between vessel V and axis Z-Z. Said alignment is achieved by a resultant turning moment about axis X-X from pulling force 7, arm 14 and arm 10. Free rotation of element 9 provides an additional degree of freedom in movement of a towing cable connection 6. Guiding apparatus 13 creates a turning moment about axis X-X, without limiting towing cable movement about axis Y-Y.
- a further guide element 16 can be provided between the wheel 9 and the winch 5, guiding the cable.
- an additional rotating element 15 can be provided rotating freely around an axis which may extend parallel to the axis Y-Y, for further guiding the cable.
- Figure 8a-c illustrates an embodiment of the present disclosure.
- Figure 8a illustrates a top view on part of a tug boat 1 with an embodiment of the present disclosure with a towing point 2 in different positions.
- Figure 8b illustrates a side view of an embodiment of the present disclosure with the various axis A-A, X-X, Y-Y and Z-Z.
- Figure 8c illustrates a detailed top view and side view of an embodiment of the towing point 2 apparatus according to the present disclosure with further illustrations on the various axis
- the axis X-X and Y-Y can be spaced apart over a distance T and can extend in a non-parallel manner, for example
- Arm 10 can have any shape, as long as it connects the second axis X-X and first axis Y- Y directly or indirectly.
- the rotating element 9 is a wheel with flanges 35, rotating on a first axis Y-Y carried on an arm 10 which is pivoting around the second axis X-X.
- the towing point 2 is shown in an upright mid position.
- the second axis X-X extends substantially as a tangent to the lower side of the running surface 30 of the rotating element 9.
- the second axis X-X is defined by a longitudinal axis of a hollow cylinder 31 rotatable in a support bracket 32 forming part of the element 11.
- the element 11 can be carried on a rail or such track, which may be straight or bent, or partly straight and partly bent, and can extend generally withwise across at a part of a deck 37 of the tug boat 1.
- the track 12 is straight.
- the arm 10 is hooked, such that the axis Y-Y is positioned spaced apart from the second axis X-X.
- the bracket 32 is also hooked, such that it can be carried on the track or rail or on a deck 37 by a support 33 defining the axis A-A, preferably in a position below the rotating element 9 when the arm 10 is in said upright position.
- the axis A-A can for example extend substantially perpendicular to the deck 37, can be substantially vertical and/or can extend substantially perpendicular to the first axis Y-Y.
- the axis A- A will allow the bracket 32 to pivot around axis A-A when the cable exerts a pulling force on the towing point 2 in a direction out of a plane defined by the axis A-A and X-X. This can especially be useful when the bracket 32 is carried on a rail or track which is for example straight or bent with a profile other than according to a circle segment around a fixed point or guide unit 34 on the deck 37 through which the cable 4 is led between the rotating element 9 and the winch 5.
- the axis A-A will allow the towing point apparatus 2 nevertheless be repositioned such that the axis X-X will extend parallel to and preferably coinciding with a straight line between the point of surface 30 of rotating element 9 where the cable leaves the said surface 30 towards the winch 5, which will normally be a radial line between said surface point and the fixed point or guide unit 34 on the deck 37 as mentioned here above.
- the axis A-A is position such that it does not coincide with a tangent to the surface 30 parallel to the axis A-A. This may ensure an automatic repositioning of the towing point 2 around axis A-A due to a movement of the pulling force in the cable 4 out of a plane perpendicular to the axis Y-Y and through axis X-X.
- a guide 34 is provided, for guiding the cable further towards the winch 5.
- the guide 34 comprises at least two wheels or rolls 35 between which the cable 4 is guided towards the winch 5.
- the guide 34 provides for guiding to better allow the cable 4 to be wound onto or from the winch 5, in an ordinary way, which means the cable being wound spiralling onto and/or from the winch 5, and/or independent from the position of the towing point 2 and, especially, the element 9, relative to the winch 5.
- the cable is guided onto the element 9 by the guide 13 pivotable around the axis Y-Y.
- the guide apparatus 13 can be provided with rolls 36 rotating freely around axis extending perpendicular to each other and/or the axis X-X and/or the longitudinal direction of the cable 4 at the apparatus 13. Thus the position of the cable relative to the element 9 is properly aligned.
- the present disclosure can allow for 3 degrees of freedom in a towing cable connection 6 namely two preferably perpendicular pivots around second axis X-X and first axis Y-Y or first axis Y-Y and axis Z-Z, enabling a truly azimuthal towing point 2 apparatus design.
- a third degree of freedom is obtained by rendering and/or recovering towing cable 4 by towing winch 5. Jointly said three degrees of freedom span an effective 3D vector space with regards to a towing cable connection 6. More specifically the three degrees of freedom can enable tugboat 1 to establish a towing cable connection 6 anywhere within a semi-spherical space as far as not obstructed by tugboat's 1 superstructure.
- the application of rotating element 9 further enables a friction free application of said azimuthal towing point.
- the towing point apparatus can be a truly azimuthal friction free towing point design.
- the present disclosure can achieve constant pulling force 7 in the towing cable connection 6 with minimal or nil friction between the towing point 2 and towing cable 4. More specifically said friction is minimized in case tug boat 1 moves relative to vessel V. Even more specifically said movements particularly occur during adverse operating conditions including but not limited to heavy seas.
- the present disclosure thus can allow a tug boat 1 to operate in a greater many working conditions or sea states and in the greatest conceivable directions.
- fig. 8a in top view three positions of the towing point 2 are shown.
- the towing point 2 In the mid position the towing point 2 is in the mid sectional plane P, wherein the cable 4 extends straight from the winch 5 through the unit 34 and the cylinder 31 onto the wheel 9 and then over the boarding of the tug boat, still in the plane P.
- the axis Y - Y thereby extends substantially parallel to the deck 37 and perpendicular to plane P.
- the arm 10 is in an upright position. In this position the cable 4 can passed the wheel extend in any position within the plane P, as long as it is not interfering with the superstructure of the tug boat 1, for example substantially horizontally or at an angle upward towards a vessel V (not shown).
- a towing point position is shown in which the unit 11 is moved to an end of the track 12, wherein the cable 4 extends over a side of the tug boat 1.
- the arm 10 has been pivoted around the axis X - X, due to rotation of the cyhnder 31 within the bracket 32, whereas the bracket 32 has been rotated around the axis A - A relative to the unit 11, such that the cable 4 can again extend straight from the unit 34 through the cylinder 31 onto the surface 30 of the wheel 9 and then through the apparatus 13 towards a vessel V (not shown in fig. 8).
- the axis Y - Y extends at an angle relative to the deck 37 such that the wheel 9 almost lies parallel to the deck 37.
- the cable can be pulled either in forward or backward direction Fs, Fr from this position without necessarily changing the position of the wheel 9 and without adding any friction.
- the apparatus 13 will pull the towing point 2 towards the mid position as discussed here above and/or reposition the angular position of the wheel 9.
- the towing point 2 is shown at the opposite end of the track 12, in which the cable 4 extends at an angle other than 90 degrees relative to the plane P and at an angle to the deck 37, i.e. not horizontally.
- the axis Y - Y and therewith the position of the wheel has been amended in order to keep the axis Y - Y perpendicular to a plane mainly defined by the cable on opposite sides of the wheel 9.
- the cable 4 is led properly over the surface 30 of the wheel 9 substantially friction free.
- FIG. 8b different positions of the apparatus 13 are shown, with the arm 10 and thus the wheel 9 in a possible position.
- the apparatus 13 can move along the periphery of the wheel 9.
- the cable 4 physically engage the apparatus 13 it will apply a force on the apparatus, leading to a reposition of the apparatus 13 relative to the wheel 9 and/or of a repositioning of the wheel 9 relative to the deck 37, which can be obtained by a repositioning of the unit 11 relative to the track 12 and/or a repositioning of the arm 10 relative to the bracket 32 and/or of a repositioning of the bracket 32 relative to the deck 37.
- the arm 10 can be balanced by a counter weight, positioned for example at a side of the axis X-X opposite the wheel 9.
- the present invention is by no means limited to the embodiments shown and discussed thereof by way of example. Many variations thereof are possible within the scope of the present disclosure.
- a power operated movement system such as a motor, which could for example directly engage the track or could engage the unit 11 by a cable, belt or similar indirect drive mechanism.
- the track can lie in one flat plane or can be bent in multiple directions, for example following a curved deck 37.
- the unit 11 can be in a fixed position.
- there can be more than one towing point 2 provided on a tug boat for example in proximity of the bow and stern of the tug boat.
- a tug boat of the present disclosure can be provided with traditional propulsion units such as one or more propellers or jets, and is preferably provided with a series of azimuthal propulsion units such as but not limited to a rotor tug or docking unit as discussed before.
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Abstract
Description
Claims
Priority Applications (12)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
CA2873673A CA2873673A1 (en) | 2012-05-16 | 2013-05-16 | Azimuth friction free towing point |
US14/401,254 US20150251732A1 (en) | 2012-05-16 | 2013-05-16 | Azimuth Friction Free Towing Point |
ES13724905.8T ES2613432T3 (en) | 2012-05-16 | 2013-05-16 | Friction-free azimuthal tow point |
BR112014028438A BR112014028438A2 (en) | 2012-05-16 | 2013-05-16 | tugboat, movable towing point apparatus, and method for assisting a vessel with a tugboat. |
KR1020147035321A KR20150018818A (en) | 2012-05-16 | 2013-05-16 | Azimuth Friction free Towing point |
CN201380032873.4A CN104619585B (en) | 2012-05-16 | 2013-05-16 | Comprehensive friction free towpoint |
EP13724905.8A EP2849993B1 (en) | 2012-05-16 | 2013-05-16 | Azimuth friction free towing point |
SG11201407594QA SG11201407594QA (en) | 2012-05-16 | 2013-05-16 | Azimuth friction free towing point |
JP2015512597A JP2015517434A (en) | 2012-05-16 | 2013-05-16 | Azimuth frictionless saddle |
DK13724905.8T DK2849993T3 (en) | 2012-05-16 | 2013-05-16 | FREE FREE AZIMUT RELEASE POINT |
AU2013263554A AU2013263554B2 (en) | 2012-05-16 | 2013-05-16 | Azimuth friction free towing point |
HK15105601.3A HK1205073A1 (en) | 2012-05-16 | 2015-06-12 | Azimuth friction free towing point |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
NL2008836A NL2008836C2 (en) | 2012-05-16 | 2012-05-16 | Azimuth friction free towing point. |
NL2008836 | 2012-05-16 |
Publications (1)
Publication Number | Publication Date |
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WO2013172712A1 true WO2013172712A1 (en) | 2013-11-21 |
Family
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Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
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PCT/NL2013/050362 WO2013172712A1 (en) | 2012-05-16 | 2013-05-16 | Azimuth friction free towing point |
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US (1) | US20150251732A1 (en) |
EP (1) | EP2849993B1 (en) |
JP (1) | JP2015517434A (en) |
KR (1) | KR20150018818A (en) |
CN (1) | CN104619585B (en) |
AU (1) | AU2013263554B2 (en) |
BR (1) | BR112014028438A2 (en) |
CA (1) | CA2873673A1 (en) |
DK (1) | DK2849993T3 (en) |
ES (1) | ES2613432T3 (en) |
HK (1) | HK1205073A1 (en) |
NL (1) | NL2008836C2 (en) |
SG (1) | SG11201407594QA (en) |
WO (1) | WO2013172712A1 (en) |
Families Citing this family (10)
Publication number | Priority date | Publication date | Assignee | Title |
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JP6667935B2 (en) * | 2016-03-25 | 2020-03-18 | ヤンマー株式会社 | Ship |
DK179591B1 (en) * | 2016-03-31 | 2019-02-21 | A.P. Møller - Mærsk A/S | A tugboat with a capsizing and sinking prevention system |
US10189546B2 (en) * | 2016-06-17 | 2019-01-29 | Alaska Maritime Prevention And Response Network | Emergency ship arrest system and method |
GB2568535B (en) * | 2017-11-20 | 2020-12-02 | Svitzer As | Line handling system for coupling together lines on a tugboat |
CN109018256B (en) * | 2018-06-12 | 2020-04-07 | 哈尔滨工程大学 | Initial balancing method for underwater towed body buffering mooring rope of wave glider |
CN109080772B (en) * | 2018-07-26 | 2020-03-10 | 武汉船用机械有限责任公司 | Guide chain roller fixing frame |
KR102076183B1 (en) * | 2019-08-12 | 2020-02-11 | 주식회사 넥스트이엔지 | Equipment For Supporting Underground Lines |
KR102073857B1 (en) * | 2019-08-13 | 2020-02-05 | (주)제이에이치전력 | Equipment For Connecting Underground Lines |
CN111516826B (en) * | 2020-04-29 | 2022-05-27 | 上海交通大学 | Position deviation-based floating-support installation ship entry control method and system |
CN113955016B (en) * | 2021-09-29 | 2022-08-12 | 山东海洋现代渔业有限公司 | Offshore platform positioning method and positioning system |
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US5609120A (en) | 1994-03-14 | 1997-03-11 | Aquamaster-Rauma Ltd. | Traction arrangement for a tug boat |
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WO2006049483A1 (en) * | 2004-11-03 | 2006-05-11 | Novatug Holding B.V. | Tugboat with towing gear that can turn through 360 degrees |
NL2003746C2 (en) * | 2009-11-03 | 2011-05-04 | Baldo Dielen Assessoria Ltda | VESSEL. |
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-
2012
- 2012-05-16 NL NL2008836A patent/NL2008836C2/en not_active IP Right Cessation
-
2013
- 2013-05-16 KR KR1020147035321A patent/KR20150018818A/en not_active Application Discontinuation
- 2013-05-16 AU AU2013263554A patent/AU2013263554B2/en not_active Ceased
- 2013-05-16 JP JP2015512597A patent/JP2015517434A/en active Pending
- 2013-05-16 US US14/401,254 patent/US20150251732A1/en not_active Abandoned
- 2013-05-16 WO PCT/NL2013/050362 patent/WO2013172712A1/en active Application Filing
- 2013-05-16 CN CN201380032873.4A patent/CN104619585B/en not_active Expired - Fee Related
- 2013-05-16 DK DK13724905.8T patent/DK2849993T3/en active
- 2013-05-16 EP EP13724905.8A patent/EP2849993B1/en not_active Not-in-force
- 2013-05-16 BR BR112014028438A patent/BR112014028438A2/en not_active IP Right Cessation
- 2013-05-16 ES ES13724905.8T patent/ES2613432T3/en active Active
- 2013-05-16 CA CA2873673A patent/CA2873673A1/en not_active Abandoned
- 2013-05-16 SG SG11201407594QA patent/SG11201407594QA/en unknown
-
2015
- 2015-06-12 HK HK15105601.3A patent/HK1205073A1/en not_active IP Right Cessation
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US1621168A (en) * | 1926-02-17 | 1927-03-15 | Kluver Theodor | Towing device with safety device against capsizing for tugs |
US5609120A (en) | 1994-03-14 | 1997-03-11 | Aquamaster-Rauma Ltd. | Traction arrangement for a tug boat |
US6079346A (en) | 1995-12-01 | 2000-06-27 | Sar Holding N.V. | Tugboat having azimuthal propelling units |
US5694877A (en) | 1996-06-24 | 1997-12-09 | Hvide Marine Incorporated | Ship docking vessel |
US6698374B1 (en) | 1999-09-03 | 2004-03-02 | Novatug B.V. | Design for tugboat |
WO2006049483A1 (en) * | 2004-11-03 | 2006-05-11 | Novatug Holding B.V. | Tugboat with towing gear that can turn through 360 degrees |
NL2003746C2 (en) * | 2009-11-03 | 2011-05-04 | Baldo Dielen Assessoria Ltda | VESSEL. |
Also Published As
Publication number | Publication date |
---|---|
BR112014028438A2 (en) | 2017-06-27 |
NL2008836C2 (en) | 2013-11-20 |
CA2873673A1 (en) | 2013-11-21 |
JP2015517434A (en) | 2015-06-22 |
HK1205073A1 (en) | 2015-12-11 |
ES2613432T3 (en) | 2017-05-24 |
CN104619585A (en) | 2015-05-13 |
SG11201407594QA (en) | 2014-12-30 |
AU2013263554B2 (en) | 2017-04-13 |
KR20150018818A (en) | 2015-02-24 |
DK2849993T3 (en) | 2017-02-13 |
CN104619585B (en) | 2018-01-30 |
US20150251732A1 (en) | 2015-09-10 |
AU2013263554A1 (en) | 2014-12-11 |
EP2849993A1 (en) | 2015-03-25 |
EP2849993B1 (en) | 2016-11-16 |
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