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WO2000017042A1 - Vaisseau hauturier et coque destinee a celui-ci - Google Patents

Vaisseau hauturier et coque destinee a celui-ci Download PDF

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Publication number
WO2000017042A1
WO2000017042A1 PCT/GB1999/003156 GB9903156W WO0017042A1 WO 2000017042 A1 WO2000017042 A1 WO 2000017042A1 GB 9903156 W GB9903156 W GB 9903156W WO 0017042 A1 WO0017042 A1 WO 0017042A1
Authority
WO
WIPO (PCT)
Prior art keywords
hull
vessel
section
bow
water line
Prior art date
Application number
PCT/GB1999/003156
Other languages
English (en)
Inventor
John Lindsay Coates
Richard Anzbock
Stewart Kenyon Willis
Gerhard Strasser
Original Assignee
Stolt Offshore Limited
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Stolt Offshore Limited filed Critical Stolt Offshore Limited
Priority to EP99947659A priority Critical patent/EP1115610A1/fr
Priority to JP2000573967A priority patent/JP2002526323A/ja
Priority to GB0107570A priority patent/GB2357998B/en
Priority to AU61040/99A priority patent/AU6104099A/en
Priority to KR1020017003816A priority patent/KR20010079920A/ko
Publication of WO2000017042A1 publication Critical patent/WO2000017042A1/fr
Priority to NO20011538A priority patent/NO327406B1/no

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B3/00—Hulls characterised by their structure or component parts
    • B63B3/14—Hull parts
    • B63B3/16—Shells
    • B63B3/18—Shells characterised by being formed predominantly of parts that may be developed into plane surfaces
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B1/00—Hydrodynamic or hydrostatic features of hulls or of hydrofoils
    • B63B1/02—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving lift mainly from water displacement
    • B63B1/04—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving lift mainly from water displacement with single hull
    • B63B1/06—Shape of fore part
    • B63B2001/066—Substantially vertical stems

Definitions

  • the invention relates to sea-going vessels of the displacement (non- planing type) and in particular to the form of the hull for such vessels.
  • Competing factors in the design are speed, efficiency, stability and cost.
  • FPSO floating production, storage and off-loading
  • Vessels required in the oil and gas production industry include drilling vessels, production vessels, well intervention vessels, accommodation vessels and the like. Such vessels typically have lengths (at the water line) in the range of 80m - 250m (especially 100m-200m) and beam in the 15m-30m (especially 18m-25m).
  • One known example used for various offshore support activities has a box shaped hull with ends shaped like a Thames lighter. The known vessel in fact bears a strong resemblance to a skip. The bilges are right angles and no bilge keels are fitted. This sharp edge or "chine" gives vastly improved roll damping.
  • the invention in a first aspect provides a hull for a sea-going vessel of displacement type having a flat bottomed midship section of a constant cross-section which is substantially rectangular in cross section below the water line, and a converging bow portion extending from said midship section, said bow portion having a curved transition between the bottom thereof and each hull side, the transition between bottom and sides along the bilges in said midship section being relatively sharp, and in particular of radius less than 0.5m.
  • the bow shape may include a substantially vertical part-cylinder topped by a flared prow, for example, a part cone, with substantially simple curved and planar sheets leading back into the body, avoiding compound curves for the major part of the bow section.
  • Compound curves may be employed judiciously to improve speed, but need only represent a few percent of the bow section surface area below the water line, less than thirty or twenty percent, for example.
  • the vertical part cylinder forming the stem of the vessel below the water line may be extremely fine, effectively resulting in a pointed bow.
  • the stem may have a radius at the water line up to 0.5, 0.75 or even lm about the vertical axis.
  • the part cylinder may be replaced by a part cone, having a finer radius or even a sharp point at the forefoot (where the stem meets the shipp's bottom), and a larger radius where it meets the more flared prow above the water line.
  • the same cylindrical portion may curve aftwards to join the bottom of the vessel, forming a minor forefoot portion of compound curve.
  • the flared prow above the water line affords a marked, steady increase in available buoyancy in waves beyond a certain size.
  • the same principle may be applied to a stern that divides a following sea and flares to provide the required increase in buoyancy without slamming.
  • a sea-going vessel with (at least below the water line) a substantially rectangular midship section, in which the stern shape includes at least one propulsion arch (preferably two) formed by an inclined, substantially part-cylindrical surface extending from the flat bottom aft and upward to join the transom.
  • a dynamic positioning (DP) vessel there are a pair of inclined part-cylindrical propulsion arches, the hull the arches being flared together so as to facilitate transverse thrusting from a steerable propulsion unit mounted in each arch.
  • the flaring may be formed by a pair of twisted flat surface portions.
  • a sea-going vessel having a flat bottomed midship section has a stern section provided with propulsion arches formed such that water flowing to occupy the propulsion arch comes predominantly from beneath the bottom, rather than from the sides of the vessel as it moves through the water.
  • propulsion arches formed such that water flowing to occupy the propulsion arch comes predominantly from beneath the bottom, rather than from the sides of the vessel as it moves through the water.
  • the transom may be flat. Inclined intermediate flat portions may be provided between the curved arch and the transom to reduce drag. A transition zone of compound curve shape may be provided between the arch portions and the flat bottom portion, again to reduce separation in the water flow and consequent drag.
  • a fourth aspect of the invention provides a sea-going vessel, the hull of the vessel below the water line comprising less than five percent compound curves in surface area.
  • a fifth aspect of the invention provides a sea-going vessel, the hull of the vessel below the water line comprising a parallel midship section and bow and stern sections, the bow section comprising less than thirty, optionally less than twenty or ten percent compound curves in surface area.
  • a sixth aspect of the invention provides a sea-going vessel, the hull of the vessel below the water line comprising a parallel midship section and bow and stern sections, the stern section comprising less than thirty, optionally less than twenty or ten percent compound curves in surface area.
  • the vessel may be over 80m in length at the water line and over 15m beam. It may have a maximum speed in excess of 10 knots.
  • the vessel may be equipped for sub-sea operations, by the provision of cranes, dredging, diving, pipe- or cable laying equipment, and/ or by the provision of one or more vertical openings (moonpools) in the vessel bottom.
  • the vessel may in particular be equipped with various thrusters and computer control for dynamic positioning (DP).
  • DP dynamic positioning
  • the vessel may have a variable deck load capacity in excess of 800 tonnes.
  • the vessel may have a substantially rectangular midship cross section with bilges (chines) of radius less than 0.5m or optionally less than 0.2m or 0.1m or 0.05m.
  • the bridge at the junction of flat sides and bottom may in particular be constructed entirely without curved plates and without a bilge keel.
  • the side and bottom plates are welded together via a solid bar or pipe of small diameter.
  • the bar may be of rectangular or round cross section. It may have a diameter less than five times the thickness of the side and bottom plates.
  • the radius curvature at the bilge may for example be just 25mm.
  • the invention further provides a hull, which may be fabricated according to any of the above aspects at one location, for subsequent fitting at another location.
  • Figures 4 and 5 are side view and lower perspective view respectively of the bow section of Figures 2 and 3 in variations of the second embodiment
  • Figure 6 is a view on the transom (rear) of the hull in the second embodiment
  • Figure 7 shows the general arrangement of a working vessel having a similar hull form
  • Figures 8 (a) to (h) comprise sectional views of the vessel of Figure 7 looking forward at various points along the length, indicated by corresponding letter (a) to (h) in Figure 7;
  • Figure 9 (a) to (c) comprise further sectional views of the bow of the vessel, at the locations defined by various thrusters in Figure 7;
  • Figures 10 and 1 1 show the sectional lines respectively of the bow and stern of the hull form in the vessel of Figures 7 to 9;
  • Figures 12 and 13 show respectively the bow and stern lines of the hull in profile;
  • Figures 14 and 15 show respectively the bow and stern lines in oblique view
  • Figure 16 is a cross sectional detail of the sharp bilge in the mid section.
  • Figure 1 illustrates the basic principle of the hull form in a simple embodiment.
  • a sea-going vessel is proposed having a parallel middle body portion of strictly rectangular cross- section, with mid section 100, bow 200, and stern 300 formed entirely by flat and part- cylindrical plates, eliminating the need for "compound curves" to be pre-formed in the B and G steel plates.
  • the vessel's sides in mid and bow sections respectively are essentially vertical, until above the water line, where a flaring at the bow provides extra buoyancy in high waves.
  • the transom is highly flared to counteract stern waves in similar fashion.
  • a constant, substantially rectangular cross-section below the water line is formed by planar bottom A and side portions B, the radius of curvature along the bilges C where the bottom and sides join being less than 0.5m, 0.2m or even 0.1m or 0.05m to provide effective roll damping.
  • An outward step or bevel D is formed above the water line, for example between 0.5 and 2m on each side, to repel water and allow lower access ports.
  • a flat bow bottom portion F extends as a tapering continuation of the midship bottom portion at least one third, a half or even two thirds of the way from the boundary with the midships portion toward Hie stem J.
  • the taper may be linear or convex, but in the preferred design is concave.
  • a stem J comprising a vertical semi-cylindrical portion ( Figure 1, Figures 2 and 3) of relatively small radius about the vertical axis, for example less than lm, 0.75m or 0.5m (in the limit, a knife-edge).
  • the stem J may comprise a cone beginning with a small radius beneath the water line and expanding to a larger radius where the stem leaves the water and joins the flared prow P.
  • a rounded forefoot K comprising a continuation of the stem curving with a moderate radius (for example lm to 3m) to meet the bow bottom portion F.
  • first bow side portion G extending as an upwardly tapering continuation of the respective midships side portion at least one third, a half or even two thirds of the way from the boundary with the midships portions toward the stem, and generally converging along a curve (by bending) toward the vessel centre line.
  • second bow side portion N continuing from the forward edge of the first bow side portion, tapering upwardly and converging increasingly toward the vessel centre line.
  • Portion N may be for example a part-conical surface having an (imaginary) apex below and in front of the bow, and an axis inclined upwardly and rearwardly.
  • portion G may extend fullv to the stem J •
  • a simple curved portion H extending and increasing in height in the forward direction, interfacing between the upwardly tapering first bow side portion and the inwardly tapering bow bottom portion.
  • Portion H may be for example a part- cylindrical or part-conical surface with an axis inclined upwards from the horizontal.
  • This curved portion may be strongly convex like a Rhine barge or may be more gently faired. Its shape may be, for example, spheroidal, ellipsoidal, paraboloid. It may meet the stem side portions at an abrupt angle (as shown in Figure 3), or taper gradually to the stem itself ( Figures 7 to 15). It may comprise in area less than one third, for example between 2% or 5% and 10% or 15% of the bow section elevation.
  • a flat stern bottom portion Q extending aft as a continuation of the midship bottom portion A from the boundary with the mid section 100.
  • a substantially planar transom R which may be vertical or inclined to reduce "slamming"
  • Transition zones T, V of compound curve shape may be provided between the arch portions, (T) and (V) and the flat bottom portion the transom R, to reduce separation in the water flow and consequent drag.
  • certain angles are circled between portions Y, X and S, which could be smoothed if desired by the provision of further transition zones.
  • the bow portion generally; the bulbous compound curbed portions and the stem blade; the stern portion generally and the specific features of the stern identified above.
  • the bow design presented herein can be used in the same hull as a more conventional stern section, and vice versa.
  • Figures 7 to 9 show the general arrangement of a working ship which benefits from the novel hull form.
  • the hull form itself is shown in more detail in the lines of Figures 10 to 15.
  • Figures 8 (a) to (h) show progressive sections through the stern section 300 of the ship, also the mid section 100 and the bow 300.
  • Each Figure (except (e) and (f)) in fact includes two sections. The locations at these sections along the vessel are indicated by the corresponding letters (a) to (h) in Figure 7
  • the vessel is provided with a moonpool 710 for supporting subsea operations and working equipment such as two cranes 712, 714.
  • the vessel is provided with seven thrusters 720-732.
  • thruster 720 is located in a transverse tunnel, while a forward centre thruster 722 and port and starboard thrusters 724 and 726 are retractable and steerable.
  • the port and starboard thrusters 728 and 730 are situated beneath the concave part-cylindrical propulsion arches (S in Figure 11), while a retractable, central thruster 732 is located within the flat bottom portion of the stern section 300.
  • FIG 9 shows additional sections through the bow at the locations of thrusters 720, 722 and 724, 726. All of these thrusters can be employed in dynamic positioning (DP) operations, under computer and satellite navigation control. Thrusters 728 and 730 remain deployed to provide propulsion for the vessel in transit between operating locations. As is well known, these thrusters are powered electrically from diesel electric power units 734 within the body of the vessel. Although physically larger than the retractable thrusters, the propulsion thrusters 728 and 730 need not be so powerful, for example, on the vessel of approximately 140m by 21m at the water line, each may have 5MW power rating. Various deck levels are identified as the lower tween deck (LT), mid tween deck (MT), upper tween deck (UT).
  • LT lower tween deck
  • MT mid tween deck
  • UT upper tween deck
  • the mid tween deck level corresponds approximately to the water line WL and upper deck (UD).
  • the flared bow section above the water line extends above the level of the upper deck and the focsle deck (FD) to provide optimum resistance to pitching and shipping water.
  • This taller fore section of the vessel includes a super structure 740 with funnels, heli-deck, bridge and accommodation.
  • This bar may have diameter 50mm, giving a radius of curvature of 25mm (0.025m) at the chine, which is negligible rounding on a vessel of 80-200m length, 18-30m beam. Rounder bars, pipes or pipe sections up to 200mm (0.2m) radius might be used. However, it is believed that the desired roll damping performance of the sharp bilge will be reduced at 0.2m, and virtually eliminated at 0.5m.
  • the vessel of Figures 7 to 16 is shown for the sake of illustration, with two general purpose cranes and a moonpool for subsea access.
  • the novel hull form can be adapted for a variety of specialist roles, such as subsea construction, drive support, pipelay well intervention or cable lay ship.
  • the high roll damping as a side-effect, provides very calm water in the lee of the hull facilitating operations over the side, with or without the provision of moonpools.
  • the flare at the stern adds a reserve of buoyancy in high head seas and reduces pitch, translating it to heave as waves pass. As the bow picks up a wave the stern, and thus the stern flare, become immersed providing a sufficient reserve of buoyancy to limit the sinkage of the stern. This limits the pitch and also keeps the stern dry. In wave lengths where the bow and mid section are in successive waves there is insufficient energy to induce significant pitch. Where the wave length is greater than the ship's length, of course, the ship will pitch like any other.

Landscapes

  • Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Earth Drilling (AREA)
  • Vibration Dampers (AREA)
  • Electrical Discharge Machining, Electrochemical Machining, And Combined Machining (AREA)
  • Jib Cranes (AREA)
  • Vibration Prevention Devices (AREA)
  • Other Liquid Machine Or Engine Such As Wave Power Use (AREA)

Abstract

L'invention concerne une coque de vaisseau hauturier, du type à coque déplaçante possédant une section intermédiaire à fond plat (100), de section constante, sensiblement rectangulaire en dessous de la ligne de flottaison, ainsi qu'une portion courbe convergente (200) s'étendant à partir de la section intermédiaire et présentant une transition courbe (H) entre le fond (F) de cette portion et chaque côté de la coque, la transition (C) entre le fond et les côtés, le long des bouchains, dans la section intermédiaire, étant relativement aiguë et présentant notamment un rayon inférieur à 0,5 m, par exemple 0,025 m. La forme de la section de la poupe (300) comprend deux arches de propulsion, chacune formée par une surface inclinée, sensiblement cylindrique en partie (S), s'étendant à partir de l'arrière du fond plat, vers le haut, afin de rejoindre la varangue. La forme de cette coque permet à ce vaisseau de transport d'amortir de manière extrêmement efficace le roulis, et en même temps d'avoir une vitesse de croisière suffisante pour effectuer de longues courses. On peut construire cette forme de coque à un prix relativement bas, car on n'a pas à former des courbes composées, pour la plus grande partie de la coque.
PCT/GB1999/003156 1998-09-24 1999-09-23 Vaisseau hauturier et coque destinee a celui-ci WO2000017042A1 (fr)

Priority Applications (6)

Application Number Priority Date Filing Date Title
EP99947659A EP1115610A1 (fr) 1998-09-24 1999-09-23 Vaisseau hauturier et coque destinee a celui-ci
JP2000573967A JP2002526323A (ja) 1998-09-24 1999-09-23 遠洋航海用船舶及び該遠洋航海用船舶の船体
GB0107570A GB2357998B (en) 1998-09-24 1999-09-23 Sea-going vessel and hull for sea-going vessel
AU61040/99A AU6104099A (en) 1998-09-24 1999-09-23 Sea-going vessel and hull for sea-going vessel
KR1020017003816A KR20010079920A (ko) 1998-09-24 1999-09-23 원양선박과 원양선박용 선체
NO20011538A NO327406B1 (no) 1998-09-24 2001-03-26 Havgaende fartoy, og skrog for havgaende fartoy

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
GBGB9820807.7A GB9820807D0 (en) 1998-09-24 1998-09-24 Sea-going vessel and hull for sea-going vessel
GB9820807.7 1998-09-24

Related Child Applications (2)

Application Number Title Priority Date Filing Date
US09787978 A-371-Of-International 2001-05-30
US10/367,358 Continuation US6715436B2 (en) 1998-09-24 2003-02-14 Sea-going vessel and hull for sea-going vessel

Publications (1)

Publication Number Publication Date
WO2000017042A1 true WO2000017042A1 (fr) 2000-03-30

Family

ID=10839398

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/GB1999/003156 WO2000017042A1 (fr) 1998-09-24 1999-09-23 Vaisseau hauturier et coque destinee a celui-ci

Country Status (8)

Country Link
EP (1) EP1115610A1 (fr)
JP (1) JP2002526323A (fr)
KR (1) KR20010079920A (fr)
AU (1) AU6104099A (fr)
GB (2) GB9820807D0 (fr)
NO (1) NO327406B1 (fr)
PA (1) PA8482901A1 (fr)
WO (1) WO2000017042A1 (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2016536218A (ja) * 2013-10-11 2016-11-24 ウルスタイン デザイン アンド ソリューションズ アーエスＵｌｓｔｅｉｎ Ｄｅｓｉｇｎ ＆ Ｓｏｌｕｔｉｏｎｓ Ａｓ 改良船体形状を有する船舶
TWI585004B (zh) * 2014-09-05 2017-06-01 台灣國際造船股份有限公司 船艏結構

Families Citing this family (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP4759670B2 (ja) * 2004-09-01 2011-08-31 国立大学法人大阪大学 船舶
JP2016159714A (ja) * 2015-02-27 2016-09-05 ヤンマー株式会社 小型船舶
JP6399323B2 (ja) * 2017-07-19 2018-10-03 三井Ｅ＆Ｓ造船株式会社 洋上浮体構造物
CN107416126B (zh) * 2017-07-28 2019-10-25 中国舰船研究设计中心 一种单体穿浪深v撞击首船型
KR102124700B1 (ko) * 2018-10-04 2020-06-18 한국조선해양 주식회사 예인 안전성 향상을 위한 부유식 해상 구조물의 선형구조

Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3438350A (en) * 1967-04-11 1969-04-15 Blohm Voss Ag Hull structure for fast-moving ships

Patent Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3438350A (en) * 1967-04-11 1969-04-15 Blohm Voss Ag Hull structure for fast-moving ships

Non-Patent Citations (2)

* Cited by examiner, † Cited by third party
Title
"Jag Dev", SHIPPING WORLD AND SHIPBUILDER, vol. 161, no. 3828, December 1968 (1968-12-01), London,UK, pages 1946 - 1947, XP002128013 *
A GROUP OF AUTHORITIES: "Principles of Naval Architecture", 1988, THE SOCIETY OF NAVAL ARCHITECTS AND MARINE ENGINEERS, JERSEY CITY, NJ, USA, XP002128014, 209360 *

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2016536218A (ja) * 2013-10-11 2016-11-24 ウルスタイン デザイン アンド ソリューションズ アーエスＵｌｓｔｅｉｎ Ｄｅｓｉｇｎ ＆ Ｓｏｌｕｔｉｏｎｓ Ａｓ 改良船体形状を有する船舶
US10457354B2 (en) 2013-10-11 2019-10-29 Ulstein Design & Solutions As Vessel having an improved hull shape
TWI585004B (zh) * 2014-09-05 2017-06-01 台灣國際造船股份有限公司 船艏結構

Also Published As

Publication number Publication date
JP2002526323A (ja) 2002-08-20
KR20010079920A (ko) 2001-08-22
GB9820807D0 (en) 1998-11-18
GB2357998B (en) 2002-05-15
NO20011538D0 (no) 2001-03-26
PA8482901A1 (es) 2000-09-29
NO327406B1 (no) 2009-06-22
GB0107570D0 (en) 2001-05-16
NO20011538L (no) 2001-05-23
EP1115610A1 (fr) 2001-07-18
GB2357998A (en) 2001-07-11
AU6104099A (en) 2000-04-10

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