AU762581B2 - Semi-immersible heavy-lift cargoboat - Google Patents

Semi-immersible heavy-lift cargoboat Download PDF

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Publication number
AU762581B2
AU762581B2 AU30309/00A AU3030900A AU762581B2 AU 762581 B2 AU762581 B2 AU 762581B2 AU 30309/00 A AU30309/00 A AU 30309/00A AU 3030900 A AU3030900 A AU 3030900A AU 762581 B2 AU762581 B2 AU 762581B2
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Australia
Prior art keywords
vessel
semi
submersible
cargo
deadweight
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Ceased
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AU30309/00A
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AU3030900A (en
Inventor
Peter Andersen
Hans Van Mameren
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Siemens AG
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Siemens AG
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Publication of AU762581B2 publication Critical patent/AU762581B2/en
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H5/00—Arrangements on vessels of propulsion elements directly acting on water
    • B63H5/07—Arrangements on vessels of propulsion elements directly acting on water of propellers
    • B63H5/125—Arrangements on vessels of propulsion elements directly acting on water of propellers movably mounted with respect to hull, e.g. adjustable in direction, e.g. podded azimuthing thrusters
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B27/00—Arrangement of ship-based loading or unloading equipment for cargo or passengers
    • B63B27/36—Arrangement of ship-based loading or unloading equipment for floating cargo
    • 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
    • B63B35/003—Vessels or similar floating structures specially adapted for specific purposes and not otherwise provided for for transporting very large loads, e.g. offshore structure modules
    • 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
    • B63B35/40—Vessels or similar floating structures specially adapted for specific purposes and not otherwise provided for for transporting marine vessels
    • B63B35/42—Vessels or similar floating structures specially adapted for specific purposes and not otherwise provided for for transporting marine vessels with adjustable draught
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B43/00—Improving safety of vessels, e.g. damage control, not otherwise provided for
    • B63B43/02—Improving safety of vessels, e.g. damage control, not otherwise provided for reducing risk of capsizing or sinking
    • B63B43/04—Improving safety of vessels, e.g. damage control, not otherwise provided for reducing risk of capsizing or sinking by improving stability
    • B63B43/06—Improving safety of vessels, e.g. damage control, not otherwise provided for reducing risk of capsizing or sinking by improving stability using ballast tanks
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H21/00—Use of propulsion power plant or units on vessels
    • B63H21/12—Use of propulsion power plant or units on vessels the vessels being motor-driven
    • B63H21/14—Use of propulsion power plant or units on vessels the vessels being motor-driven relating to internal-combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H23/00—Transmitting power from propulsion power plant to propulsive elements
    • B63H23/22—Transmitting power from propulsion power plant to propulsive elements with non-mechanical gearing
    • B63H23/24—Transmitting power from propulsion power plant to propulsive elements with non-mechanical gearing electric
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H25/00—Steering; Slowing-down otherwise than by use of propulsive elements; Dynamic anchoring, i.e. positioning vessels by means of main or auxiliary propulsive elements
    • B63H25/42—Steering or dynamic anchoring by propulsive elements; Steering or dynamic anchoring by propellers used therefor only; Steering or dynamic anchoring by rudders carrying propellers
    • 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
    • B63B2001/044—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving lift mainly from water displacement with single hull with a small waterline area compared to total displacement, e.g. of semi-submersible type
    • 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
    • B63B35/44—Floating buildings, stores, drilling platforms, or workshops, e.g. carrying water-oil separating devices
    • B63B2035/442—Spar-type semi-submersible structures, i.e. shaped as single slender, e.g. substantially cylindrical or trussed vertical bodies
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H5/00—Arrangements on vessels of propulsion elements directly acting on water
    • B63H5/07—Arrangements on vessels of propulsion elements directly acting on water of propellers
    • B63H5/125—Arrangements on vessels of propulsion elements directly acting on water of propellers movably mounted with respect to hull, e.g. adjustable in direction, e.g. podded azimuthing thrusters
    • B63H2005/1254—Podded azimuthing thrusters, i.e. podded thruster units arranged inboard for rotation about vertical axis
    • B63H2005/1258—Podded azimuthing thrusters, i.e. podded thruster units arranged inboard for rotation about vertical axis with electric power transmission to propellers, i.e. with integrated electric propeller motors

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Transportation (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Jib Cranes (AREA)
  • Ship Loading And Unloading (AREA)
  • Structures Of Non-Positive Displacement Pumps (AREA)
  • Other Liquid Machine Or Engine Such As Wave Power Use (AREA)
  • Cleaning Or Clearing Of The Surface Of Open Water (AREA)
  • Filling Or Discharging Of Gas Storage Vessels (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Motor Or Generator Frames (AREA)
  • Toys (AREA)
  • Bridges Or Land Bridges (AREA)

Abstract

The invention relates to a semi-immersible heavy-lift cargoboat with floodable and freeable bottom and side tanks for loading and unloading cargo according to the float-on/float-off and/or roll-on/roll-off method. Said cargoboat also comprises a diesel-electric driving arrangement. Said heavy-lift cargoboat is provided with diesel engines being the main engines. Said diesel engines drive at least one azimuth rudder propeller. A lateral thrust installation is provided in the forebody in order to improve manoeuvrability. The trimmed attitude can be trimmed in relation to the cargo by placing water ballasting in the upper and lower tanks.

Description

GR 98 P 8652 P Description Semi-submersible deadweight cargo vessel The invention relates to a semi-submersible deadweight cargo vessel. Such cargo vessels are used principally for transporting large and heavy bulk materials and are distinguished by a tonnage of far more than 10,000 t. In contrast to conventional cargo vessels in which the cargo is loaded and unloaded with cranes, and which are therefore subject to limits in terms of the dimensions of the freight to be transported, semi-submersible deadweight cargo vessels are particularly suitable for transporting bulky items, for example complete oil drilling platforms, port crane systems or medium-sized to large water vessels or parts thereof. For this purpose, semi-submersible deadweight cargo vessels are usually composed of a front part in which the drive system and the command and crew rooms are located, and a rear part which is essentially embodied as a hollow-walled float which has ballast tanks and a planar transport platform.
By flooding the ballast tanks it is possible to submerge the semi-submersible deadweight cargo vessel to such an extent that the transport platform sinks below the water line so that floatable cargo, or cargo which is loaded on a pontoon for example, can be placed on it or removed from it. Conversely, by freeing the ballast tanks it 'is possible to raise the transport platform under the cargo to be transported in order to load on said cargo. In addition to this float-on/float-off method, cargo can also be loaded and unloaded with what is referred to as the roll-on/roll-off method by raising or lowering the transport platform of the semi-submersible deadweight cargo vessel to the level of the quay.
GR 98 P 8652 P 2 It is known to provide cargo vessels with an electric vessel's drive. In diesel-electric systems, the electric propeller motor is usually supplied by generators which are driven by diesel engines and/or gas turbines. A diesel-electric drive requires higher investment costs in comparison with diesel engines which are coupled directly to the vessel's propeller, but it provides the advantage or more efficient use and makes possible a high torque on the propeller shaft, even under very large load conditions. In addition, with diesel-electric drives there is no risk of inadequate machine control if the propeller leaves the water, for example in rough seas.
In conventional diesel-electric drives, all the electric parts of the system are accommodated inside the vessel, and engines, gear mechanisms and drive shafts are aligned flush with one another. Other unsatisfactory aspects of this are the occurrence of high mechanical and hydrodynamic losses and restricted maneuverability in comparison with propellers which are driven from outside the vessel. A comparatively uneconomical consumption of fuel is also disadvantageous.
The invention is based on the object of providing a semi-submersible deadweight cargo vessel which has a high level of fuel efficiency and is distinguished by good maneuverability.
The means of achieving this object comprises a semi-submersible deadweight cargo vessel with floodable and freeable bottom and side tanks for loading and unloading cargo in accordance with the float-on/floatoff and/or roll-on/roll-off method and a dieselelectric drive system which has, as main machines, diesel engines which drive at least one azimuth rudder propeller, in which a transverse thrust device is provided in the forebody in order to improve the maneuverability and in which the attitude can be GR 98 P 8652 P 2a trimmed with respect to the cargo by introducing water ballast .9 -3- In accordance with one aspect of the present invention there is provided a semisubmersible deadweight cargo vessel for loading and unloading cargo in a float-on/floatoff and/or roll-on/roll-off manner, said vessel comprising: a planar transport platform for supporting said cargo upon said cargo being loaded; floodable and freeable bottom and side tanks for adjusting an attitude of said vessel with respect to said transport platform and the loaded cargo, by introducing water ballast into said bottom and side tanks; a transverse thrust device arranged in the forebody of said cargo vessel for manoeuvring said vessel during said loading and unloading of said cargo; and a diesel-electric drive system further arranged in the forebody of said cargo vessel, said drive system comprising one or more diesel engines for driving at least one azimuth rudder propeller arranged under the stern of said vessel, wherein the driven propeller together with said thrust device permit precise position control during lowering of said cargo onto said transport platform.
It is advantageous to arrange the diesel-electric drive system in the forebody so that optimum utilization is made of the space available on the vessel with respect to the transportation suitability of the deadweight cargo vessel. An arrangement of the essential pieces of equipment in the forebody ensures maximum possible variability for loading S 20 and unloading cargo onto and off the transport platform in the afterbody, which is not ***subject to any structural restrictions in this way.
It is also advantageous to drive the azimuth rudder propeller by means of an electric motor which is arranged outside the vessel and which is fed by at least one generator driven by the main machines. The use of electric motors which are arranged outside the vessel for driving one or more azimuth rudder propellers provides the advantage of particularly good manoeuvrability. This drive technology which is known in practice under the designation SSP is distinguished in this case by a low level of vessel resistance with a very wide variety of vessel bodies and does not require any additional cooling because the water flowing around the electric motor has a cooling effect.
30 Furthermore, the SSP drive is associated with low use and maintenance costs.
oo•..
[R:LIBD]03026.doc:caa GR 98 P 8652 P 3a a very wide variety of vessel bodies and does not require any additional cooling because the water flowing around the electric motor GR 98 P 8652 P 4 has a cooling effect. Furthermore, the SSP drive is associated with low use and maintenance costs.
According to a further feature of the invention, the azimuth rudder propeller is embodied as an azimuthing rudder double propeller. Double propellers are associated with higher procurement and maintenance costs in comparison with single screws, but providing two propellers makes it possible to have a smaller propeller diameter, enabling the semisubmersible deadweight cargo vessel to be constructed with a smaller draft, which reduces costs. According to one advantageous development of the invention, the transverse thrust device is also driven electrically, contributing to making the design of the deadweight cargo vessel fuel-efficient and cost-effective.
In one preferred embodiment, the transverse thrust device in the forebody can be controlled from a central navigation console in the wheelhouse and from two bridge side wings of the semi-submersible deadweight cargo vessel, in order to ensure maximum visibility when maneuvering. This is also promoted if, according to a further advantageous feature of the invention, the flooding and freeing of the bottom and side tanks can be controlled from a control console on the rear side of the wheelhouse.
The switching and signaling boards of the semi-submersible deadweight cargo vessel are expediently accommodated in a sound-insulated machine control room in order to damp the level of sound emitted by the vessel's machinery. For this purpose, it is also advantageous to provide, according to a further feature of the invention, the main machines with sound dampers.
In order to make operating costs particularly low, according to one advantageous development of the invention, the diesel engines can be operated with heavy oil which has a viscosity of approximately 3,500 s GR 98 P 8652 P 4a Redwood. Low operating costs are also promoted if, according to one further advantageous GR 98 P 8652 P 5 development of the invention, diesel engines which can be operated with marine diesel oil are provided as auxiliary machines. The auxiliary machines are advantageously installed here on a vibration-damped base so that a minimum possible noise level is generated.
According to one further feature of the invention, the exhaust gas line of the drive system is movably arranged in order to ensure maximum possible variability with respect to operating lines in a favorable way in terms of sound. The invention also proposes that loading gear, preferably hydraulically operated vessel's cranes, be arranged on the foredeck, so that the conventional lift-on/lift-off method can also be applied for loading and unloading. Finally, it is proposed that two anchor winches with an anchor chain be arranged on the forebody and an anchor winch with an anchor cable be arranged on the after body, in order to ensure reliable three-point lashing.
Further details and advantages of the subject matter of the invention emerge from the following description of a preferred exemplary embodiment. In the associated drawing, in particular: FIG. 1 shows a side view of a semi-submersible deadweight cargo vessel; FIG. 2 shows a plan view of the semi-submersible deadweight cargo vessel according to FIG. 1, and FIG. 3 shows a side view of an azimuth rudder double propeller.
The semi-submersible deadweight cargo vessel illustrated in figures 1 and 2 has an overall length of 156 m. The length between the casting leads is 145 m.
The cargo deck has a length of 126 m, a width of 32.26 m and a free cargo area of approximately 4,065 m 2 The height of the sides in the vicinity of the cargo deck is 10 m, while the draft GR 98 P 8652 P 6 of the semi-submersible deadweight cargo vessel is 7.50 m with freeboard and 19.0 m with the cargo deck lowered.
The semi-submersible deadweight cargo vessel has a dead weight of 18,000 t with freeboard. This is composed of 2,000 t heavy oil (HFO 380) which serves as fuel for the main machines, 172 t marine diesel oil which is used as fuel for the auxiliary machines and for which a loading capacity of approximately 200 m 3 is present, 300 t fresh water, for which there is a corresponding loading capacity of 300 M 3 25 t lubricating oil, 20 t supplies for the crew, 20 t spare parts and 15,463 t payload. The average molded draft is approximately 7.5 m with this dead weight in sea water with a specific density of 1,025 t/m 3 This corresponds to the draft with freeboard.
The semi-submersible deadweight cargo vessel also has a loading capacity of approximately 40 m 3 for dirty oil and of approximately 5 m 3 for waste water.
Accommodation for 22 crew members and 16 passengers is provided on the forebody, above the foredeck. 3 diesel engines with a rotational speed of approximately 720 min which serve as the main machines, are also arranged on the forebody. With the diesel engines which are embodied as 9-cylinder series-mounted machines it is possible to generate electrical power of approximately 3,645 kW each. With electrical losses of approximately 8.7% of the generator when driving, and without supplying the vessel's electrical system, a power of 8,675 kW can thus be made available.
The semi-submersible deadweight cargo vessel is also equipped with two auxiliary machines, embodied as diesel engines, for generating power for the vessel's electrical system, said machines supplying a generator power of 720 kW each with a rotational speed of 720/900 min A third diesel generator, which has a rotational speed of 1800 min 1 and a generator power in accordance with the SOLAS regulations is provided for GR 98 P 8652 P 6a when the vessel is docked and for emergencies.
GR 98 P 8652 P 7 Two azimuth rudder double propellers, which are each driven by means of electric motors arranged outside the vessel and can generate an operating speed of 14 kn are used as the vessel's drive. This drive, which is referred to as an SSP drive (illustrated in FIG. 3) is supplemented by two electrically driven transverse thrust devices which improve the maneuverability and stability of the deadweight cargo vessel. Trials have shown that the lowered deadweight cargo vessel can be readily controlled precisely against a wind force of 6 to 7 Beaufort using the two transverse thrust devices.
A multiplicity of winches are provided for fastening the cargo on the cargo deck. Sound protection measures, for example the spatial separation of machine rooms and accommodation, noise-proofing encapsulation of the accommodation on the foredeck or sound damping for the main machines, ensure ergonomic working conditions. The semi-submersible deadweight cargo vessel can be lifted from the lowered draft of 18 m to a draft of 7.50 m within 4 hours by pumping empty the ballast tanks using compressed air. As a result of the low consumption by the main machines of 46.98 mT/24 hr it is possible for the semi-submersible deadweight cargo vessel, which can also be a dock vessel depending on the application, to be at sea for a period of 34.6 days longer, basing the calculation on 360 days, than comparable conventional vessels. This means that additional cargo can be transported for the same operating costs. The high fuel efficiency is also due to the fact that, depending on requirements, just one or two diesel engines of the main machines are operated. Last but not least this also allows for ecological factors.

Claims (14)

1. A semi-submersible deadweight cargo vessel for loading and unloading cargo in a float-on/float-off and/or roll-on/roll-off manner, said vessel comprising: a planar transport platform for supporting said cargo upon said cargo being loaded; floodable and freeable bottom and side tanks for adjusting an attitude of said vessel with respect to said transport platform and the loaded cargo, by introducing water ballast into said bottom and side tanks; a transverse thrust device arranged in the forebody of said cargo vessel for manoeuvring said vessel during said loading and unloading of said cargo; and a diesel-electric drive system further arranged in the forebody of said cargo vessel, said drive system comprising one or more diesel engines for driving at least one azimuth rudder propeller arranged under the stern of said vessel, wherein the driven propeller together with said thrust device permit precise position control during lowering of said cargo onto said transport platform.
2. The semi-submersible deadweight cargo vessel as claimed in claim 1, wherein the azimuth rudder propeller is embodied as an azimuthing rudder double propeller.
3. The semi-submersible deadweight cargo vessel as claimed in any one of claims 1 or 2, wherein the transverse thrust device is driven electrically.
4. The semi-submersible deadweight cargo vessel as claimed in any one of S 25 claims 1 to 3, wherein the transverse thrust device can be controlled from a central navigation console in the wheelhouse and from two bridge side wings.
The semi-submersible deadweight cargo vessel as claimed in any one of claims 1 to 4, wherein the flooding and freeing of the bottom and side tanks can be 30 controlled from a control console on the rear side of the wheelhouse. o••
6. The semi-submersible deadweight cargo vessel as claimed in any one of claims 1 to 5, wherein switching and signaling boards are accommodated in a sound- insulated machine control room. [RA\LIBD]03026.doc:caa -9-
7. The semi-submersible deadweight cargo vessel as claimed in any one of claims 1 to 6, wherein said diesel engines are provided with sound dampers.
8. The semi-submersible deadweight cargo vessel as claimed in any one of claims 1 to 7, wherein the diesel engines can be operated with heavy oil which has a viscosity of approximately 3,500 s Redwood.
9. The semi-submersible deadweight cargo vessel as claimed in any one of claims 1 to 8, wherein diesel engines which can be operated with marine diesel oil are provided as auxiliary machines.
The semi-submersible deadweight cargo vessel as claimed in claim 9, wherein the auxiliary machines are installed on a vibration-damped base.
11. The semi-submersible deadweight cargo vessel as claimed in any one of claims 1 to 10, wherein the exhaust gas line of the drive system is movably arranged.
12. The semi-submersible deadweight cargo vessel as claimed in any one of claims 1 to 11, wherein loading gear is arranged on the foredeck of said vessel.
13. The semi-submersible deadweight cargo vessel as claimed in claim 12, wherein said loading gear is in the form of hydraulically operated cranes. •oo*
14. The semi-submersible deadweight cargo vessel as claimed in any one of the preceding claims, wherein two anchor winches with an anchor chain are arranged on the forebody and an anchor winch with an anchor cable on the afterbody. A semi-submersible deadweight cargo vessel substantially as hereinbefore described with reference to any one of the embodiments as that 30 embodiments is illustrated in Figs 1 to 3. Dated 30 April, 2003 Siemens Aktiengesellschaft Patent Attorneys for the Applicant/Nominated Person SPRUSON FERGUSON [R:\LIBD]03026.doc:caa
AU30309/00A 1998-12-23 1999-12-10 Semi-immersible heavy-lift cargoboat Ceased AU762581B2 (en)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE19860071 1998-12-23
DE19860071 1998-12-23
PCT/DE1999/003947 WO2000038976A1 (en) 1998-12-23 1999-12-10 Semi-immersible heavy-lift cargoboat

Publications (2)

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AU3030900A AU3030900A (en) 2000-07-31
AU762581B2 true AU762581B2 (en) 2003-06-26

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EP (1) EP1140616B1 (en)
KR (3) KR20080049111A (en)
CN (1) CN1147410C (en)
AT (1) ATE261367T1 (en)
AU (1) AU762581B2 (en)
CA (1) CA2356675C (en)
DE (2) DE29823737U1 (en)
DK (1) DK1140616T3 (en)
ES (1) ES2217866T3 (en)
NO (1) NO20013077D0 (en)
PL (1) PL199603B1 (en)
TW (1) TW452558B (en)
WO (1) WO2000038976A1 (en)

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DE29823737U1 (en) * 1998-12-23 1999-09-30 Siemens AG, 80333 München Semi-submersible heavy lift
DE10128152B4 (en) * 2001-06-11 2004-08-19 Siemens Ag Ship propulsion system with reduced on-board distortion
NL1019716C2 (en) * 2002-01-09 2003-07-11 Itrec Bv Multifunctional vessel (catamaran).
DE60315276D1 (en) * 2002-04-10 2007-09-13 Itrec Bv DIPPABLE WATER VEHICLE
EP1359090A1 (en) 2002-05-01 2003-11-05 Wijnne & Barends'Cargadoors- en Agentuurkantoren B.V. Cargo transport including quick loading and unloading of a cargo ship
US6718901B1 (en) * 2002-11-12 2004-04-13 Technip France Offshore deployment of extendable draft platforms
CN100345725C (en) * 2003-11-06 2007-10-31 上海交通大学 Side-pushable towboat having two right-angle drive propulsion system equipped on bow and stern
NO333766B1 (en) * 2007-12-07 2013-09-16 Marine Roll & Pitch Control As System and method for active and passive stabilization of vessel
CN105438410A (en) * 2015-01-12 2016-03-30 刘广 Tugboat
CN105216973A (en) * 2015-10-27 2016-01-06 上海船舶研究设计院 A kind of loading kickboard being applicable to half latent carrier
JP6118880B1 (en) * 2015-11-11 2017-04-19 三井造船株式会社 Ship
CN106781833A (en) * 2017-02-17 2017-05-31 佛山市三水区希望火炬教育科技有限公司 One kind adapts to sea service high speed motor car flight model

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CA2356675C (en) 2007-10-30
DE29823737U1 (en) 1999-09-30
CN1147410C (en) 2004-04-28
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WO2000038976A1 (en) 2000-07-06
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NO20013077L (en) 2001-06-20
KR20070116292A (en) 2007-12-07
CA2356675A1 (en) 2000-07-06
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TW452558B (en) 2001-09-01
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