Harbour storage facility for liquid fuel

Abstract

An installation for the in-port storage of liquid fuel, which is formed near a dock, is formed of at least an upper surface substantially parallel to the free surface of the sea and a frontal surface adjacent to the upper surface and partially immersed. The installation includes at least one module having a floating caisson containing a fluidtight tank that may contain liquid fuel and having a closed contour formed of an upper face, a lower face, and several lateral faces. The module is fixed to the dock by anchoring means connecting one of the lateral faces of the caisson to the frontal surface of the dock, the lower face and the lateral faces of the caisson therefore being at least partially immersed.

Claims

1. An installation for the in-port storage of liquid fuel, which is formed near a dock, the dock being formed of at least an upper surface substantially parallel to a free surface of seawater and a frontal surface adjacent to the upper surface and partially immersed, the installation comprising: at least one module having a caisson containing a fluid tight tank configured to contain liquid fuel, the caisson having a closed contour having an upper face, a lower face, and several lateral faces, and the module being fixed to the dock by at least one anchor connecting one of the lateral faces of the caisson to the frontal surface of the dock, wherein the lower face and the lateral faces of the caisson are at least partially immersed, wherein the upper face of the caisson is arranged to lie in a plane substantially the same as a plane of the upper surface of the dock and wherein the installation further comprises at least one connector between the upper face and the upper surface.

2. The installation according to claim 1, wherein the lower face of the caisson rests on columns fixed to a sea bed.

3. The installation according to claim 2, wherein the columns are hollow.

4. The installation according to claim 3, wherein a space exists between the caisson and the tank.

5. The installation according to claim 4, wherein the module comprises compartments created in the space between the caisson and the tank and at least one of the compartments contains equipment.

6. The installation according to claim 5, wherein the caisson has a substantially parallelepipedal contour.

7. The installation according to claim 6, wherein the caisson is formed of concrete.

8. The installation according to claim 7, wherein the module is removably fixed to the dock.

Description

LIST OF FIGURES

(1) Further features and advantages will become more clearly apparent from reading the following description of one embodiment, given simply by way of illustrative and non-limiting example, and from studying the attached drawings among which:

(2) FIG. 1 is a view in lateral section of a first embodiment of the invention; and

(3) FIG. 2 is a view from above of a second embodiment of the invention.

DETAILED DESCRIPTION

(4) A first embodiment of the invention is now described in conjunction with FIG. 1.

(5) As this FIG. 1 illustrates, the installation comprises a module 1 which is formed near a loading and unloading dock 2.

(6) The dock 2 illustrated here is formed of an upper surface 21 substantially parallel to the free surface of the sea 9 and of a frontal surface 22 adjacent to the upper surface 22 and partially immersed. This dock 2 is a conventional harbour dock that can be found in most maritime ports.

(7) The module 1 is made up of a floating caisson 10 containing a fluidtight tank 11 which may be filled with liquid fuel which, in this example, is liquefied natural gas (otherwise known as LNG). The caisson 10 has a substantially parallelepipedal closed contour formed of an upper face 100, a lower face 101 and four lateral faces 102 (two lateral faces can be seen in this section view). Edge corners 103 each having a rounded profile connect the upper 100, lower 101 faces with the four lateral faces 102 of the caisson 10. Thus, a ship 8 passing close to the module 1 runs a limited risk of significant damage to its hull in the event of an impact with the module 1 because the module does not have any “aggressive surfaces”. The caisson 10 in this example has a length of 50 meters for a width of 10 meters and a height of 7 meters. According to other embodiments, the edge corners can be not rounded but some other shape, such as an edge corner at right angles or a polygonal edge corner.

(8) In one preferred embodiment, the caisson 10 is made of marine concrete (for example cement of PM-ES class). That means that the consequences of the force due to the mass of the module 10 are limited by the reverse thrust applied by the sea. However, in other embodiments the caisson may be made from other materials such as stainless steel. For its part, the tank 11 is made of a fluidtight and preferably adiabatic material so that the liquefied natural gas is thermally insulated. In this example, it has a filling capacity of 1500 cubic meters.

(9) The tank 11 and the caisson 10 are separated by a space in which compartments 12 can be created. These compartments 12 may for example be compartments in which safety, monitoring, cooling, pumping equipment or any other equipment of benefit to this type of installation are housed. This equipment may notably be: manually operated valves for isolating the pipes along which the liquid fuel flows; pumps immersed in the fuel and opening into these compartments, or interstitial space; pneumatically operated valves for opening and/or shutting off the flow; miscellaneous pipework; fuel leak detection systems;

(10) The module 1 is therefore autonomous and does not require the addition of additional means on the dockside, except for a power source to power the module, and this is still compatible with the objectives of the invention because such a power source can easily be incorporated into the dock. Furthermore, it may be advantageous to size these compartments so that an individual can slip inside, for example in order to inspect the condition of the tanks. This module may also comprise refueling means, such as a refueling arm 81, so that the ships (which may be ferry boats or methane tankers) in dock can refuel with LNG when moored when sitting in dock. In other embodiments, provision may also be made for this module not to comprise refueling means but simply to comprise means of coupling to independent refueling means.

(11) According to the embodiment illustrated, the module 1 is fixed to the dock 2 by anchoring means 3 (in this instance two anchoring means 3) which connect the frontal surface of the dock 22 to the lateral face 102 of the caisson 10 which faces the frontal surface 22. When the module 1 is fixed, it is at least partially immersed, which means to say that the lower face 101 is completely immersed whereas the lateral faces 102 are partially immersed in this example.

(12) The lower face 101 of the module 1 rests on concrete columns 4 fixed to the sea bed. Advantageously, the columns 4 are secured to the module 1 and are hollow (tubes). The columns 4 further comprise means (valves, pipes, . . . ) that make it possible to create a depression in the hollow part of the column 4 using a vacuum pump.

(13) Thus, by creating a depression in the hollow part of the columns 4, these columns sink into the sea bed. This technique is notably used for anchoring oil platforms on the sea bed.

(14) Of course, provision may be made for the columns 4 to be placed on the sea bed before they are assembled to the module 1. The columns 4 may then be solid and made of some material other than concrete (steel . . . ).

(15) As this FIG. 1 illustrates, the module 1 is positioned in such a way that the upper face 100 of the caisson 10 is in the continuation of the upper surface 21 of the dock 2. In this way, the module 1 forms a kind of extension to the dock 2. For that purpose, the module 1 may comprise means of connection 104 between the upper face 100 and the upper surface 21 so that these two surfaces form a continuous surface extending from the dock 2 to the module 1. The means of connection 104 may thus comprise joints and rigid plates (made for example of steel or of concrete) allowing the dock 2 to be extended to the module 1 continuously so as to allow foot or vehicular traffic to pass unimpeded from the dock 2 to the module 1.

(16) Depending on the embodiment, provision may be made for several modules to be aligned on the end of the frontal surface of a dock. According to a second embodiment like that illustrated in FIG. 2, four modules 1 are employed positioned one after the other along a dock 2. These four modules in this example represent a capacity of around 6000 cubic meters of LNG over a total length of around 200 meters. As illustrated in that figure, these four modules are joined together by pipes 13 so that the quantity of liquid fuel contained in each module can be harmonized thereby forming a single liquid fuel storage “entity”.

(17) The modules are preferably manufactured away from the port and then, because of their buoyancy, towed to their definitive anchorage. Thus, work in the port is limited to the construction of the columns 4 and the fixing of the module to the dock. The operation is also simplified when the columns 4 are secured to the module 1 from the manufacture thereof.

(18) Alternative forms in which the module and, more particularly, the caisson, has a contour the profile of which is not parallelepipedal but adapted to the constraints imposed by the port or by the LNG tanks may also be envisaged.

(19) It is also possible to contemplate an embodiment in which the modules are positioned not between the dock and the ship but on the opposite side of the ship, namely on a frontal surface opposite another frontal surface facing the ship that is to be refilled. In this scenario, the refilling arm would also allow the ship to be refilled with liquid fuel.

(20) It is finally possible to contemplate an alternative form in which the module has no space between the tank and the caisson.