Note: Descriptions are shown in the official language in which they were submitted.
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Automatic mooring apparatus for watercraft
Field and objectives of the Invention
The invention is such a mooring apparatus that allows rope-free, automatic
mooring and
parking for 10 - 70 feet long watercrafts.
Background of the Invention
Watercrafts are traditionally moored with ropes to the dock or anchors. This
is also the
case with expensive watercrafts / yachts equipped with state-of-the-art
technology. To
moor with ropes, the operator also usually needs an assisting person to moor.
Mooring watercrafts is a dangerous manoeuvre, especially in windy weather, in
high
waves or in case of changes in water level. Under such circumstances, when
approaching
the mooring spot and during mooring the watercraft may hit the dock with such
force that it
and/or the dock can be damaged. Repairing the damage of high-value watercrafts
involves professional work and therefore significant costs and time. The use
of a damaged
dock is not safe and requires repair as well.
Various technical solutions have been developed and applied to avoid injury
and damages
caused by the collision of the watercraft and the dock.
The simplest and most common solution is to use bumpers that are hanging on
the ship
and the crew on board hang them out by the side of the ship at an appropriate
height
during mooring. The force of collision with the dock is dampened by the
bumpers as they
are made of flexible material to absorb collision energy. The problem with the
use of
bumpers is that they have to be hung out at the right height and points, which
is not
always successful. A further problem is that besides the watercraft operator,
there is a
need for at least one assisting person, who is most often not available.
For the protection of watercrafts against damages, materials glued or mounted
on its side
are also used. Such a simple solution is to attach plastic or rubber strips to
the most
vulnerable parts of the hull. Their role is to prevent friction damage.
U.S. Patent No. 6.161.494 discloses the use of inflatable bumpers on the hull.
According
to the invention, an appropriate opening must be provided on the hull and an
inflatable
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bumper must be installed there. Its function is ensured by an appropriate
mechanical unit.
This solution is not applicable to watercrafts already in use, and their
incorporation into
newly-built watercrafts has not spread either. The drawback of the invention
is that
bumpers must be mounted at fixed heights, which is not always appropriate.
Further
problem is that the inflatable bumpers are easily damaged and then do not
fulfil their roles.
U.S. Patent No. 7.730.844 discloses a technical solution in which there are
rotatable
bumping elements fixed at the top of the hull. The bumping elements reduce the
collision
energy at the physically encountered points of the ship and the dock and can
absorb it
using an appropriate machine mechanism. The use of the invention in
watercrafts is
complicated. Factory or post-fitting is expensive. Because of the
abovementioned, the
solution has not spread in practice.
Equipping docks with various elements is also a common way to protect ships
and the
dock from damage. One of the conventional solutions of collision-reducing
elements is
when used tires are fixed to the side of the docks. As these bumpers are fixed
at a given
height and location, they cannot follow the change in water level and the
bumping points
regarding the side of the watercraft are not optimized.
In modern harbours, using used tires is not a popular option.
A known solution is the use of bumpers attached to the vertical columns of
docks. Such
solutions are disclosed in U.S. Patent Nos. 5.184.562, 5.762.016 and
7.481.174. The
bumpers are made of flexible material and are therefore suitable for absorbing
some of the
collision energy. Bumpers that rotate around the axis also reduce or prevent
bumping and
friction damage. They have the advantage of allowing to track the changes in
water level
by freely rising or sinking a moored watercraft. The disadvantage is that they
can only be
used where the dock is equipped with vertical columns. However, most docks are
not like
that.
A special solution is disclosed in Patent No. GB 2.415.942. The object of the
invention is a
V-shaped mooring unit which includes inclined bumper columns adapted to the
shape of
the front of the watercraft, on which there are rotating bumping elements. The
ship's side-
to-side collision is reduced by the ship's own mobile bumpers.
The US 2005/0066869 patent discloses a longitudinal bumping element mounted on
a
dock. The essence of the solution is that an element is attached to the inside
of the dock
to accommodate the mooring ropes of the watercraft, and also serves as a
bumper. In
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case of proper water level, bumping and friction are indeed reduced. However,
the
problem is that the water level changes. Another problem is that the size of
the watercrafts
and the shapes of the hulls are different, which cannot be adapted by fixed
installation or
design.
For the protection of docks and watercrafts, an inflatable device is disclosed
in patent No.
CA 2.672.456. According to the invention, inflatable tubes are fixed on the
side of the
dock, which significantly reduces the risk of damage from the collision of a
watercraft and
a dock. However, the disadvantage of the solution is the mechanical demand,
the
vulnerability of the air inflated tubes and the need for operational tasks.
Apparently, avoiding collisions and friction between watercrafts and the dock
is an
important requirement for manoeuvring and already moored watercrafts. Some of
the
technical solutions for this requirement have been described above.
Another important requirement for a modern mooring apparatus is to make
navigation to
the mooring easier and ultimately to get to an optimal parking position for
the watercraft.
After it is reached, there is an additional need for the watercraft to be
automatically fixed.
These extra requirements are particularly important when someone is sailing
out alone
and there is no assisting staff at the time of return. It is well known that
the owners of
pleasure watercrafts rarely have great experience in manoeuvring: therefore,
it is
important for them to have an opportunity for an easy sailing in and a modern
rope-free
mooring.
For the Skilled in the Art of the invention, such technical solutions are
known when a
watercraft navigates into diverter arms and a fixing element catches it there.
Such a solution is described, for example, in WO 2017/144927 Al, which has the
disadvantage that the diverter arm does not allow a watercraft to be secured
near a
statically optimum waterline. A further disadvantage is that designing the
column-shaped
fixing means with the pivoting cylindrical element is complicated. The
installation and
constant presence of hook-like catching elements on a watercraft during
navigation is
disturbing. Their possible removal and dismantling before and after mooring
reduce the
benefit of the automatic mooring operation.
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Document KR 2013 0001775 discloses a fender with a friction reduction device
that
comprises a friction reduction device, a protruded portion, and a support
portion. The
friction reduction device comprises a first friction reduction portion and a
first main body
portion. The first friction reduction portion has multiple protrusions. The
first main body
portion resettles the first friction reduction portion to the fender. The
protruded portion
comprises fixing grooves in which the first main body portion is resettled.
The support
portion is extended from the protruded portion and is fixed to a structure in
a pier.
Document US 6,551,010 discloses a vehicle impact system that includes a road
accommodating vehicle traffic in a direction along its center line, a support
structure and
first and second adjacent energy-absorbing fender elements supported by the
support
structure and extending adjacent to the road. Each of the first and second
adjacent
energy-absorbing fender elements includes an elastomeric leg extending non-
parallel from
the support structure and a contact panel extending from the leg.
Thus, there is a need for a harbour equipment and method to overcome the
abovementioned problems.
The objective of the present invention is to produce such a mooring apparatus
that
provides rope-free, automatic mooring and simple sailing out. With such
technical
solutions, a non-experienced watercraft operator can safely moor watercrafts
and there is
no need for assisting staff.
A further objective is to connect the mooring apparatus to the harbour IT
system, thereby
support the work of the harbour management. For example, in the event of an
outbreak of
a storm or at the request of an authority sailing out has to be prohibited,
the registration
and online rental of watercrafts are required, or harbour data and information
have to be
sorted and used in a database.
Summary of the Invention
The disclosed invention is an automatic mooring apparatus that is built from
two dock-
finger units fixed to the dock. The dock-finger units are equipped with
flexible tentacle
elements for positioning the watercraft by keeping continuous contact with the
hull, and
they are also equipped with automatic-operated locking mechanisms for mooring
of the
watercraft.
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The mooring apparatus has a control panel with a built-in programmable
processor
and a communication unit that is available for the operator via the
watercraft's onboard
communication unit or from a smart device from anywhere.
Harbour management has access to the control panel via wired or wireless
connection,
so they are able to take actions when it is required. The central server
continuously
registers all data and information related to the registered mooring
apparatus.
Advantages of the Invention
By using the invented mooring apparatus, the mooring process is automatic and
it can
be managed alone by the watercraft operator, without any assistance. The
progress of
mooring can be controlled from the cabin, so it can be easily done even under
unfavourable weather conditions.
The positioning of the watercraft and reducing its oscillatory movements are
provided
by the flexible tentacle elements by acting on the hull; there is no need for
bumpers or
other anti-collision solutions for the mooring process.
Due to the built-in lights of the mooring apparatus, the mooring process can
be carried
out in low visibility as well.
As there is no human intervention during the mooring, accidents related to
mooring will
cease.
Since there is no rope fixing the position of the prow, the navigable surface
and the
receptive capacity in harbours are increased, which is a significant operating
and area
utilization advantage of the present solution.
Control and communication equipment for the mooring apparatus is connected to
the
harbour IT system. The harbour master is able to prohibit sailing from a
harbour with a
single instruction which can be required due to bad weather, official orders
or any other
reason, He/she is able to view the details of the parking or sailing
watercrafts, the
status and dates of the sailings, and the data of the users.
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Another advantage is that an online rental system can be implemented for each
mooring or watercraft, which can be self-managed by the owner of the
watercraft or
the harbour management.
Brief description of the drawings
FIG I¨ Perspective view of the mooring apparatus
FIG 2¨ Schema of the dock-finger unit
FIG 3 ¨ Harbour arrangement with dock-finger units
FIG 4 ¨ A detail of moored watercraft in the mooring apparatus
FIG 5/A ¨ The locking mechanism with spring
FIG 5/B ¨ Design of the catching unit
FIG 6 ¨ The principle of operation of the locking mechanism
FIG 7 ¨ The locking mechanism with gas spring
FIG 8¨ Front view of the moored watercraft
FIG 9 ¨ A watercraft with double catching units
FIG 10 ¨ Designs of flexible tentacles
FIG 11 ¨ The watercraft's entry into the mooring apparatus ¨ Phase 1
FIG 12 ¨ The watercraft's entry into the mooring apparatus ¨ Phase 2
FIG 13 ¨ The watercraft's entry into the mooring apparatus ¨ Phase 3
FIG 14 ¨ The watercraft in the mooring apparatus between locked mechanisms ¨
Phase 4
FIG 15 ¨ The watercraft in the mooring apparatus between opened mechanisms ¨
Phase 5
FIG 16 A perspective view of the moored watercraft in mooring apparatus
FIG 17 ¨ A watercraft in the mooring apparatus with double catching units
FIG 18 ¨ Outline of the mooring apparatus ITC system and its connection to the
harbour IT system
Detailed description of the Invention
The detailed description of the invention is provided by means of drawings.
A talaimany resz.letes bemutatasa rajzok segitsegevel tOrtenik,
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FIG 'I is a perspective view of the invention's mooring apparatus (10),
consisting of two
dock-finger units (20) that are placed parallel to each-other on the water
surface and
fixed to the dock (2). The dock (2) can be a fixed or a floating dock. The
dock-finger
units (20) are fixed to the dock (2) by mounting (26) matching the type of
dock (2). The
dock-finger units (20) are held above the water surface by air reservoirs
(24). The air
reservoirs (24) are, in one embodiment, height adjustable, which allows the
dock-finger
units (20) to be adjusted to the level of the dock (2) during installation.
Alternatively,
floating dock-finger units (20) of closed cross-section, for example made of
tubes, may
be used.
When installing the dock-finger units (20), the control panel (90) is placed
on the dock
(2) and activated. A programmable processor (96) and communication module (98)
are
incorporated into the control panel (90) that is accessible by authorized
persons from
anywhere by communication means.
The mooring apparatus (10), in the event that the dock (2) is not capable of
securing
dock-finger units (20) or if the customer needs an independent mooring spot,
is to
connect 2 individual dock-finger units (20). In this case, a U-shape mooring
apparatus
(10) is fonned, which is secured with ropes at the harbour, private bay or
other location.
A dock-finger unit (20) is shown in detail in FIG 2, Its main components are
beam
structure (22) and the locking mechanism fixed to it (40), as well as the
flexible
tentacles (80). These key elements are described in detail below,
The beam structure (22) is a dimensioned structure designed to absorb the
generated
forces of mooring and to hold the watercraft (4). The cross-section may be of
any cross-
section, for example. rectangular or tubular. It can be made of, for example,
stainless
steel, fibreglass reinforced plastic or carbon fibre composite. Requirements
to be met
are ensuring longevity and resistance to the effects of seawater.
Locking mechanisms (40) are attached to the beam structure (22) according to
the
type of the watercraft (4) and the location of the catching units (70) fixed
to the hull (6).
As an example, the drawing shows that the longitudinal position of the locking
mechanisms (40) mounted on the left and right sides of the dock-finger unit
(20) are
different, therefore the positions of the fixing units (50) are also
different,
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The beam structure (22) is equipped with flexible tentacles (80) for guiding
the
watercraft (4) into the mooring apparatus (10) and for reducing its
oscillatory
movements during parking, in the figure, the flexible tentacles (80) are
evenly spaced
along the length of the beam structure (22), but may be fixed at different
distances
depending on the type of the watercraft (4) and the design of the hull (8). By
appropriately allocating the flexible tentacles (80), the desired motion
limitation of the.
given watercraft (4) is achieved.
The end of the dock-finger unit (20) facing the open water is a cylindrical
end (32)
which aids in turning the watercraft (4) while' it is moving into and. out of
the mooring
apparatus (10). Bumpers (30) are installed to catch any collision. Stepping
(28) is
provided for entering or exiting the watercraft (4). The surface of the dock-
finger unit
(20) is walkable and the edges are covered with soft-coverage
(34)..A.Iternatively, the
entire walking surface is covered,
With the series of dock-finger units (20) shown, a complete harbour system can
be
implemented, which is schematically illustrated in FIG 3, Parking lots P1-P4
are a.
.series of mooring apparatuses (10). Different watercrafts (4) can be moored
by
choosing the distance between the dock-finger units (20). In the figure, for
example,
when installing parking lot P2, the dock-finger units (20) are spaced "a"
apart, while
parking lot P3 is spaced "b" apart.
The locking mechanisms (40) are also flexibly mounted on the dock-finger units
(20)
depending on the size of the watercraft (4) and the position of the catching
unit (70)
fixed on the hull (6). The advantageous alternative is the possibility of
mooring and
parking watercrafts (4) with the stern or bow.
FIG 4 is a detailed description of the moored watercraft (4) in the mooring
apparatus
(10). The fixing unit (50) secures the position of the watercraft (4) and the
flexible
tentacles (80) by touching the hull (6) reduce the oscillation movements of
the
Watercraft (4).
FIG 5!A shows an embodiment of the locking mechanism (40). The locking
mechanism
(40) is mounted on the beam structure (22) of the dock-finger unit (20). There
is a
holding arm (42) rotating around "Axis A", at the end of which fixing units
(50) are
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mounted, A spring 1 (44) providing constant force is integrated into the
locking
mechanisms (40) for turning the holding arm (42) towards the hull (6). In
order to
counteract the tension of spring 1 (44) and for providing reverse rotation, a
motor unit,
preferably an electric motor (46) is mounted, and the motor control (48) of
which is
connected to the control panel (90).
The fixing unit (50) is mounted to the end of the holding arm (42) rotating
around the
horizontal 'Axis B. The fixing unit (50) has a vertical standby position,
which is
supported by a spring 2 (52), Using the spring 2 (52) is not mandatory in some
cases.
The fixing rod (62) is clamped between the head element (56) and the bottom
element
(58). The outer surfaces of the head element (56) and the bottom element (58)
are
provided with collar elements (60) covered with soft coverage (34). The collar
elements
(60) can rotate freely around the Axis C of the fixing unit (50).
The material of the fixing rod (62) is preferably steel of suitable strength,
its length is
in the range of 0.5 to 2.0 meters, but its actual length is always determined
by the type
of the watercraft (4). The cross-sectional diameter is in the range of 10-50
mm, the
actual diameter fits into the catching units (70) mounted on the hull (6).
The design of the catching unit (70) is shown in FIG 5/B, The catching unit
(70) is such
a pedestal (72) that has at least one wedge-type hook (74) that is suitable
for catching
the fixing rod (62). When using a cover element (76), the cover (76) flexibly
turns
outwards when the fixing rod (62) is removed from the hull (6), and the fixing
rod (62)
is free to leave the catching unit (70).
The catching unit (70) is preferably made of silicone and is preferably
secured to the
hull (6) by gluing. The exact location of the anchorage depends on the type,
dimensions, structure and geometry of the watercraft (4) and other factors.
Due to this,
the place of gluing to the hull (6) is always preceded by careful planning.
FIG 6 illustrates the operation of the locking mechanism (40) on schematic
drawings,
on which only the watercraft (4), the hull (6), the beam structure (22), the
holding arm
(42), the spring 1 (44), the fixing rod (62) and the catching unit (70) are
shown.
In Schema A, the watercraft (4) enters into the mooring apparatus (10). At a
certain
distance from the dock (2), the motor (46) built into the locking mechanism
(40)
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automatically turns the holding arm (42) from the "resting" state maintained
by spring
1 (44) to the "opened" state, Thus, the fixing unit (50) and its fixing rod
(62) get out of
the way of the watercraft (4) and collision with it of any projecting objects
placed on it
is avoided. It is common to suspend a boat, bicycle, or other equipment on a
watercraft
(4) that may extend beyond its normal width.
In Schema B, the watercraft (4) moves forward and when a predetermined
position is
reached, the engine (46) automatically shuts off and the force of spring 1
(44) is re-
applied. Spring 1 (44) pushes the holding arm (42) towards the hull (6),
causing the
upper collar element (60) of the fixing unit (50) to touch the hull (6). Then,
due to the
additional force exerted by spring 1 (44), the fixing unit (50) is rotated
from its vertical
position around the horizontal axis and the other collar element (60) also
reaches the
hull (6). The collar elements (60), as the watercraft (4) moves, are forced to
rotate due
to the tension on the hull and to hold the fixing unit (50) adjacent to the
hull (6). The
fixing rod (62) clamped between the head element (56) and the bottom element
(58) is
in a "forced" position and is approached by a catching unit (70) fixed to the
hull (6).
Schema C illustrates when the catching unit (70) reaches the fixing rod (62)
and after
passing the wedge-type hook (74), it is fixed. This is the "locked" state of
the locking
mechanism. The closed state remains until the opening command is sent to the
motor
control (48). When closed, the watercraft (4) has only limited mobility in
both directions:
in the horizontal direction, the fixing rod (62) has limited movement in the
horizontal
gap formed in the catching unit (70), and in the vertical direction, movement
is limited
in the direction of the axis of the fixing rod (62). The relative movements of
the
watercraft (4) towards the dock-finger units (20) when moored are minimized by
the
locking mechanism (40) and the flexible tentacle (80) together.
Schema D shows the case of sailing out. When the opening command is sent to
the
motor control (48), the holding arm (42) rotates away from the hull, causing
the fixing
rod (62) to move away from the hull (6). During moving away, the catching unit
(70)
also opens the cover (76). This is the "released" state, in which the fixing
rod (62)
moves away from the hull to release the watercraft (4).
FIG 7 illustrates an alternative solution of the present invention where a gas
spring (64)
is mounted in the locking mechanism (40) for rotating the holding arm (42)
towards the
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hull. The operation of the locking mechanism (40) is essentially the same as
that
described above.
FIG 8 is a front view of the watercraft (4) moored in the mooring apparatus
(10). It can
be seen that the fixing unit (50) is rotated in accordance with the tilt angle
of the hull
(6) and thereby connects the fixing rod (62) to the catching unit (70)
according to the
tilt angle.
The mooring apparatus (10) of the present invention allows the watercraft (4)
to be
moored forward or in reverse. In this case, two catching units (70) fixed in
opposite
directions are placed on the hull (6), as shown in FIG 9. Another solution is
when one
catching unit (70) is designed for both mooring options.
The flexible tentacles (80) are made in a variety of geometries and sizes,
with a thicker
/ stronger cross-section at the attachment point and a thinner I weaker cross-
section
at the other end. FIG 10 illustrates two possible solutions.
Type A is a flexible tentacle (80) with a simpler cross-section and designed
for less
stress. It is fixed to the beam structure (22) by screwing so that it can be
easily replaced
if necessary. Type 8 is capable of absorbing and dampening larger and more
dynamic
forces. As it can be seen, both solutions are statically clamped, flexible
consoles.
The flexible tentacles (80) are generally distributed evenly along the length
of the beam
structure (22). The frequency of the distribution depends on the size of the
watercraft
(4), the shape and structure of the hull (6), the weather conditions and the
security
conditions of the harbour. The role of the flexible tentacles (80) is to
secure the position
of the watercraft (4) by providing pressure on the hull by touching it and
maintaining it
in the central axis of the mooring apparatus (10) during mooring and parking.
The
flexible tentacles (80), due to their flexibility, balance most of the force
effects and
transmit the unbalanced forces to the statically dimensioned beam structure
(22). Their
other general role is to dampen the oscillatory movements of the watercraft
(4).
The flexible tentacles (80) are made of seawater and weather resistant
material,
preferably silicone.
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FIG 11 to FIG 15 show the phases of the automatic mooring of the watercraft
(4) into
the mooring apparatus (10) and its sailing out.
FIG 11 is Phase 1, when the watercraft (4) approaches the dock (2) for mooring
purposes, but the distance D1 measured by the laser rangefinder (92) built
into the
control panel (90) is such that the locking mechanism ( 40) is not activated
and the
fixing unit (50) is in "resting" state.
FIG 12 is Phase 2, when the watercraft (4) reaches distance D2 and the motor
(46) of
the locking mechanism (40) turns on and by rotating the holding arm (42), the
fixing
unit (50) is in opened" state. The distance D2 is pre-programmed in the
control panel
(90) during installation the mooring apparatus (10) by adapting it to the
particular
watercraft (4).
FIG 13 is Phase 3, when the watercraft (4) reaches a predetermined and
programmed
distance D3, the motor (46) shuts down and the fixing unit (50) enters a
"forced" state.
The collar elements (60) mounted on the fixing unit (50) then touch the hull
(6) and
rotate there as the watercraft (4) moves further backward.
FIG 14 is Phase 4, when the watercraft (4) is fixed; the fixing unit is in the
"locked"
state. This is done by the fixing rod (62) mounted in the fixing unit (50)
passing the
wedge-type hook (74) found in the catching unit (70) mounted on the rearward
moving
watercraft (4), then it gets stuck there and thus stops the watercraft (4).
FIG 16 is Phase 5, when the watercraft (4) sails out of the mooring apparatus
(10), In
this case the fixing unit is in the "opened" state. It is not the result of an
automatic
operation but the result of direct action of the operator. In the event of the
operators
intention to disembark, the motor control (48) is commanded via the
communication
panel (96) to start the motor (46). The holding arm (42) is rotated and the
fixing unit
(50) is rotated to the "opened" position as described.
The watercraft (4) sails out freely and when the distance from the dock (6) is
D2, the
fixing unit automatically returns to the "resting" position, This operation is
pre-
programmed in the control panel (90).
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FIG 16 is a perspective view of a watercraft (4) set at stern and moored in
the mooring
apparatus (10). FIG 17 shows a watercraft (4) intended to be moored with a bow
on
which the two mounted catching units (70) are marked.
FIG 18 is an outline of the information and communication system of the
mooring
apparatus (10).
The mooring apparatus (10) is equipped with state-of-the-art information and
communication tools that are connected to the harbour IT system (100).
The programmable processor (96) built into the control panel (90) is in direct
contact
with the motor control (48), the laser rangefinder (92) and the camera (94).
It also has
a connection with the communication module (98).
The communication module (98) is wired or wirelessly connected to the central
server
(110) of the harbour IT system (100). Thus, the actual position of the locking
mechanism (40), the resting, opening, locking and forcing events are visible
in the IT
system (100) and continuously recorded in its database (112).
In addition, all related data and information, such as the data of the renter
of the
mooring apparatus (10), the identity of the owner of the watercraft (4), etc.,
are
provided and stored in the database (112) of the central server (110). The
stored data
provides harbour management records and greatly facilitate harbour operations.
Eligible users have access to the data from external smart devices such as a
notebook
(116), PC (114) or a cell phone (108) via the Internet.
Harbour management has the opportunity to prohibit the opening of mooring
apparatuses (10) connected to the harbour IT system (100). Such cases include
the
approach of a storm, an order by the authorities, or the protection of harbour
traffic.
The communication module (98) can be accessed online by the owner or the
renter of
the watercraft (4) or another authorized person who can directly act on the
operation
of the mooring apparatus (10). Access can be done directly from the onboard
control
(102) of the watercraft (4), using a remote control (104), a tablet (108), or
a cell phone
(108).
The technical solution described in this specification is a possible
embodiment of the
invention, which in no way restricts the claims to this solution alone,
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