Multi-ship mooring arrangement structure

Abstract

The utility model relates to a multi-ship mooring arrangement structure. A first broadside of a transfer barge is connected with a broadside of an ocean bulk cargo ship in a mooring mode, and a second broadside of the transfer barge is connected with a cargo barge in a mooring mode. A first tail cable and a first tail winch device are arranged at the tail of the transfer barge, a first transverse cable and a first midship winch device are arranged in the middle of the first broadside, and a first bow cable and a first bow winch device are arranged at the bow of the first broadside; a second tail cable and a corresponding second tail winch device are arranged at the tail part of a second broadside of the transfer barge, a second transverse cable and a corresponding second midship winch device are arranged in the middle of the second broadside, and a second bow cable and a corresponding second bow winch device are arranged at the bow part of the second broadside; the breaking forces of the first tail cable and the second tail cable, the first transverse cable and the second transverse cable, and the first bow cable and the second bow cable are different in design; the first tail winch device and the second tail winch device, the first midship winch device and the second midship winch device, and the first bow winch device and the second bow winch device are different in quality design.

Description

Technical Field

[0001] The utility model relates to a multi-ship mooring arrangement structure, belonging to the technical field of ship mooring arrangement. Background Art

[0002] Due to draft limitations, large ocean-going bulk carriers are unable to berth directly at certain destination ports at their transshipment locations. Many major mineral exporting countries rely on small barges to transport inland mineral resources via inland waterways to the coast, where they are then transferred to large bulk carriers via transshipment barges. This operation sometimes involves simultaneously transferring cargo from two barges to bulk carriers. Given the unique operating conditions of transshipment barges, their mooring functions exhibit significant asymmetry.

[0003] At present, conventional ship mooring design mainly adopts the symmetrical design concept:

[0004] 1) Based on the basic information of the ship and the environmental conditions, the ship's mooring arrangement structure is designed symmetrically with reference to the number of outfitting. The number of mooring equipment on both sides is equal, the capacity is the same, and they are arranged approximately symmetrically.

[0005] 2) According to the environmental conditions of ship-to-ship or ship-to-shore mooring, a direct calculation method is used to design the mooring arrangement structure symmetrically based on the most dangerous side force. Generally, the number of mooring equipment on the left and right sides is equal and the capacity is the same.

[0006] In view of the special asymmetric functionality of the transfer barge, the existing technology has the following deficiencies:

[0007] 1) Symmetrical design of the ship mooring arrangement structure based on the number of ship outfitting: The actual application scenario of ship-to-ship mooring is not considered. The cables on one side of the moored large ship need to bear the mooring forces of the transfer barge and the cargo barge at the same time. The mooring arrangement structure designed based on the number of transfer barge outfitting cannot guarantee the safety and reliability of the mooring under the extreme environmental conditions of multiple ships in actual operations.

[0008] 2) Based on direct calculations of ship-to-ship environmental conditions, the ship mooring layout structure is symmetrically designed: the side cables, winches, and related mooring equipment on the cargo barge side are too large, resulting in poor economy and low deck utilization. The mooring equipment layout is not friendly to the mooring of small cargo barges. Utility Model Content

[0009] In order to solve the above-mentioned shortcomings, the utility model aims to provide a multi-ship mooring arrangement structure based on a transfer barge. According to the mooring force characteristics of actual operating conditions, the port and starboard mooring arrangement structures are designed separately. On the basis of ensuring the safety and reliability of ship-to-ship mooring on both sides, the investment cost of the ship is reduced, the empty ship weight is reduced, the mooring compatibility and rationality are improved, the deck utilization rate is increased, and the economy is improved.

[0010] The utility model adopts the following technical solutions:

[0011] A multi-vessel mooring arrangement structure includes a transfer barge, an ocean-going bulk carrier, and a cargo barge. The first side of the transfer barge is moored to the side of the ocean-going bulk carrier, and the second side is moored to the cargo barge. The first side of the transfer barge is moored to the ocean-going bulk carrier: the stern of the transfer barge is provided with a first stern cable 1 and a corresponding first stern winch device, the middle of the first side is provided with a first transverse cable 2 and a corresponding first midship winch device, and the bow of the first side is provided with a first bow cable 3 and a corresponding first bow winch device; the second side of the transfer barge is moored to two cargo barges arranged in front and behind: the stern of the second side is provided with a second stern cable 4 and a corresponding second stern winch device A second transverse cable 5 and a corresponding second amidships winch device are provided in the middle of the second side, and a second bow cable 7 and a corresponding second bow winch device are provided at the bow of the second side; there are two sets of the second transverse cable 5 and the corresponding second amidships winch device, one of which is used for mooring connection with the stern of the first cargo barge, and the other is used for mooring connection with the stern of the second cargo barge; the first tail cable 1 and the second tail cable 4, the first transverse cable 2 and the second transverse cable 5, and the first bow cable 3 and the second bow cable 7 are designed with different breaking forces; the first tail winch device and the second tail winch device, the first amidships winch device and the second amidships winch device, and the first bow winch device and the second bow winch device are designed with different quality.

[0012] Preferably, the two cargo barges are arranged tail to tail on the second side of the transfer barge.

[0013] Preferably, the first side of the transfer barge is the port side, and the second side of the transfer barge is the starboard side.

[0014] Preferably, the first bow cable 3 and the second bow cable 7 are symmetrically connected at the stern of the transfer barge.

[0015] Furthermore, the first tail cable 1 and the second tail cable 4 are symmetrically connected to the bow of the transfer barge.

[0016] The beneficial effects of the present invention are:

[0017] 1) A mooring arrangement scheme for a transshipment barge with vessels moored on both sides is provided, in which an asymmetric mooring arrangement structure scheme and design concept is provided, in which two cargo barges are moored on one side and an ocean-going bulk carrier is moored on the other side;

[0018] 2) Since the force required for mooring to the bulk cargo side of an ocean-going vessel is greater, while the force required for mooring to the cargo barge side is smaller, and mooring to the cargo barge side can also be achieved with two cargo barges arranged in front and behind at the same time, the mooring structure is designed in a targeted manner to avoid designing for the highest capacity, which would result in overcapacity of some winches and related mooring equipment, poor economy, and low deck utilization.

[0019] 3) Good economic efficiency, greatly reducing the empty ship weight, saving shipbuilding costs and enhancing deck utilization;

[0020] 4) According to the different functions of port and starboard, the corresponding mooring structure is matched, with good compatibility and more reasonable layout;

[0021] 5) High safety and reliability. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] Figure 1 It is a plan view of a multi-vessel mooring arrangement structure of the present invention.

[0023] Figure 2 It is a plan view of the bow mooring arrangement structure.

[0024] Figure 3 It is a plan view of the midship mooring arrangement structure.

[0025] Figure 4 It is a plan view of the stern mooring arrangement structure.

[0026] In the figure, 1. first tail cable, 2. first transverse cable / reverse cable, 3. first bow cable, 4. second tail cable, 5. second transverse cable, 6. second transverse cable', 7. second bow cable. DETAILED DESCRIPTION

[0027] The present invention will be further described below with reference to the accompanying drawings and specific embodiments.

[0028] To address the deficiencies in the existing technology, this embodiment provides a multi-vessel mooring arrangement structure based on a transfer barge. Based on actual operating conditions, the port and starboard mooring arrangements are individually adaptively designed. While ensuring safe and reliable ship-to-ship mooring on both sides, it reduces ship investment costs, reduces empty ship weight, and improves mooring compatibility and rationality. The specific mooring arrangement structure is as follows: Figure 1 shown.

[0029] See also Figure 1This embodiment proposes a multi-ship mooring arrangement structure based on a transfer barge. It is designed according to the size and number of ships berthed on the port and starboard sides respectively, and the mooring arrangement is optimized. It has greater economy and compatibility while ensuring safe and reliable mooring. Taking a transfer barge as an example, which berths an ocean-going bulk carrier on the port side and two cargo barges on the starboard side, in order to achieve the mooring arrangement of "2 bow cables - 2 transverse cables / reverse cables - 2 stern cables" for the transfer barge to berth the bulk carrier on the port side, two barges are berthed on the starboard side at the same time, meeting the mooring arrangement of "2 bow cables - 2 stern cables" for each barge. The specific mooring arrangement structure of the transfer barge is composed of the following:

[0030] Taking into account the mooring force of the transfer barge and the starboard berthing barge, a large-capacity double-drum combined anchor winch is set horizontally on the port side of the bow, corresponding to the two fairleads at the bow and one fairlead and clevis roller on the port side respectively, providing two bow cables for the transfer barge when berthing a bulk carrier. In addition, two sets of high-capacity mooring equipment with cable piles are set on the port side as backup to facilitate the mooring of the bulk carrier winch under special circumstances; and when designing the mooring on the starboard side of the bow, it is necessary to consider the mooring force of the two cargo barges berthing the transfer barge. Only a small-capacity double-drum combined anchor winch is required, corresponding to the two fairleads at the bow and one fairlead and clevis roller on the starboard side respectively, providing two bow cables for the 1# cargo barge when berthing the 1# cargo barge at the bow. The detailed mooring arrangement structure of the bow is as follows Figure 2 In addition, two sets of mooring equipment with the same capacity are set on the starboard side to facilitate connection with the 1# cargo barge mooring bollard for fastening in special circumstances. Figure 2 As shown. Figure 2 It can also be seen that the working loads of the double-drum anchor winches on the port and starboard sides are different, and the design loads of the roller guides and bollards are also different.

[0031] Similarly, two large-capacity single-drum winches and their mooring equipment are set on the port side amidships to complete the two transverse / reverse lines when the bulk carrier berths. In addition, four sets of mooring equipment with bollards are equipped to achieve the mooring of the bulk carrier winch out in special circumstances; two small-capacity double-drum winches and mooring equipment are set on the starboard side amidships to complete the two stern lines when the 1# barge and the 2# barge berth respectively. In addition, four sets of mooring equipment with bollards are equipped as backup. In special circumstances, the mooring is completed by the bollards with the cargo barge. The detailed mooring arrangement structure amidships is as follows: Figure 3 As shown. Figure 3 It can also be seen that

[0032] Similarly, a large-capacity double-drum winch and mooring equipment are arranged on the port side of the stern, in an inclined arrangement, corresponding to the two stern fairleads and a port fairlead and a clevis fairlead roller, to complete the mooring of two stern cables when berthing a bulk carrier. In addition, two sets of mooring equipment with mooring piles of equal capacity are arranged on the port side to facilitate the mooring of the bulk carrier winch cables under special circumstances; a small-capacity double-drum winch and mooring equipment are arranged on the starboard side of the stern, in an inclined arrangement, corresponding to the two stern fairleads and a starboard fairlead and a clevis fairlead roller, to complete the mooring of two bow cables of the 2# cargo barge when berthing a cargo barge. In addition, two sets of mooring piles with equal capacity are arranged as backup, and in special circumstances, mooring is completed through the mooring piles of the cargo barge. The detailed stern mooring arrangement structure is as follows: Figure 4 shown.

[0033] For details, see Figures 1-4 A multi-vessel mooring arrangement structure includes a transfer barge, an ocean-going bulk carrier, and a cargo barge. The first side of the transfer barge is moored to the side of the ocean-going bulk carrier, and the second side is moored to the cargo barge. The first side of the transfer barge is moored to the ocean-going bulk carrier: the stern of the transfer barge is provided with a first stern cable 1 and a corresponding first stern winch device, the middle of the first side is provided with a first transverse cable 2 and a corresponding first midship winch device, and the bow of the first side is provided with a first bow cable 3 and a corresponding first bow winch device; the second side of the transfer barge is moored to two cargo barges arranged in front and behind: the stern of the second side is provided with a second stern cable 4 and a corresponding second stern winch device A second transverse cable 5 and a corresponding second amidships winch device are provided in the middle of the second side, and a second bow cable 7 and a corresponding second bow winch device are provided at the bow of the second side; there are two sets of the second transverse cable 5 and the corresponding second amidships winch device, one of which is used for mooring connection with the stern of the first cargo barge, and the other is used for mooring connection with the stern of the second cargo barge; the first tail cable 1 and the second tail cable 4, the first transverse cable 2 and the second transverse cable 5, and the first bow cable 3 and the second bow cable 7 are designed to have different breaking forces; the first tail winch device and the second tail winch device, the first amidships winch device and the second amidships winch device, and the first bow winch device and the second bow winch device are designed to have different quality.

[0034] See also Figure 1 The two cargo barges are arranged tail to tail on the second side of the transfer barge.

[0035] See also Figure 1 The first side of the transfer barge is the port side, and the second side of the transfer barge is the starboard side.

[0036] See also Figure 1 and 4 The first bow cable 3 and the second bow cable 7 are symmetrically connected at the tail of the transfer barge.

[0037] See also Figure 1 and 2 The first tail cable 1 and the second tail cable 4 are symmetrically connected to the bow of the transfer barge.

[0038] The utility model provides a mooring arrangement scheme for berthing ships on both sides of a transfer barge, wherein the asymmetric mooring arrangement structure scheme and design ideas are provided, wherein two cargo barges are moored on one side and an ocean-going bulk carrier is moored on the other side; since the force required for mooring to the bulk cargo side of the ocean-going vessel is larger, while the force required for mooring to the cargo barge side is smaller, and when mooring to the cargo barge side, mooring to two cargo barges arranged in front and behind can be achieved at the same time, the mooring structure is designed in a targeted manner, thereby avoiding the problem of excessive capacity of some winches and related mooring equipment, poor economy and low deck utilization caused by designing according to the highest capacity; good economy, greatly reduced empty ship weight, saved shipbuilding cost and enhanced deck utilization; matching corresponding mooring structures according to the different functions of the port and starboard sides, good compatibility and more reasonable arrangement; high safety and reliability.

[0039] The above are preferred embodiments of the present invention. Those skilled in the art may make various changes or improvements based on the above. Without departing from the overall concept of the present invention, these changes or improvements are within the scope of protection required by the present invention.

Claims

1. A multi-vessel mooring arrangement, comprising a transfer barge, an ocean-going bulk carrier, and a cargo barge, wherein a first side of the transfer barge is moored to a side of the ocean-going bulk carrier, and a second side of the transfer barge is moored to the cargo barge; characterized in that: The first side of the transfer barge is moored to the ocean-going bulk carrier: the stern of the transfer barge is provided with a first stern cable (1) and a corresponding first stern winch device, the middle of the first side is provided with a first transverse cable (2) and a corresponding first midship winch device, and the bow of the first side is provided with a first bow cable (3) and a corresponding first bow winch device; The second side of the transfer barge is moored to two cargo barges arranged in front and behind: the stern of the second side is provided with a second stern cable (4) and a corresponding second stern winch device, the middle of the second side is provided with a second transverse cable (5) and a corresponding second midship winch device, and the bow of the second side is provided with a second bow cable (7) and a corresponding second bow winch device; There are two sets of the second transverse cable (5) and the corresponding second midship winch device, one of which is used for mooring connection with the stern of the first cargo barge, and the other is used for mooring connection with the stern of the second cargo barge; The first tail cable (1) and the second tail cable (4), the first transverse cable (2) and the second transverse cable (5), and the first bow cable (3) and the second bow cable (7) are designed to have different breaking forces; The mass designs of the first tail winch device and the second tail winch device, the first midship winch device and the second midship winch device, and the first bow winch device and the second bow winch device are different.

2. The multi-vessel mooring arrangement according to claim 1, wherein: The two cargo barges are arranged tail to tail on the second side of the transfer barge.

3. The multi-vessel mooring arrangement according to claim 1, wherein: The first side of the transfer barge is the port side, and the second side of the transfer barge is the starboard side.

4. The multi-vessel mooring arrangement according to claim 1, wherein: The first bow cable (3) and the second bow cable (7) are symmetrically connected at the stern of the transfer barge.

5. The multi-vessel mooring arrangement according to claim 4, characterized in that: The first tail cable (1) and the second tail cable (4) are symmetrically connected to the bow of the transfer barge.

Images