EP2512911B1 - Système en eaux peu profondes - Google Patents

Système en eaux peu profondes Download PDF

Info

Publication number
EP2512911B1
EP2512911B1 EP10837064.4A EP10837064A EP2512911B1 EP 2512911 B1 EP2512911 B1 EP 2512911B1 EP 10837064 A EP10837064 A EP 10837064A EP 2512911 B1 EP2512911 B1 EP 2512911B1
Authority
EP
European Patent Office
Prior art keywords
less
weathervaning
distance
hull
weathervaning vessel
Prior art date
Legal status (The legal status 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 status listed.)
Active
Application number
EP10837064.4A
Other languages
German (de)
English (en)
Other versions
EP2512911A4 (fr
EP2512911A1 (fr
Inventor
Claus Dencker Christensen
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
National Oilwell Varco Denmark IS
Original Assignee
National Oilwell Varco Denmark IS
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 National Oilwell Varco Denmark IS filed Critical National Oilwell Varco Denmark IS
Publication of EP2512911A1 publication Critical patent/EP2512911A1/fr
Publication of EP2512911A4 publication Critical patent/EP2512911A4/fr
Application granted granted Critical
Publication of EP2512911B1 publication Critical patent/EP2512911B1/fr
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Images

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B21/00—Tying-up; Shifting, towing, or pushing equipment; Anchoring
    • B63B21/50—Anchoring arrangements or methods for special vessels, e.g. for floating drilling platforms or dredgers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B21/00—Tying-up; Shifting, towing, or pushing equipment; Anchoring
    • B63B21/50—Anchoring arrangements or methods for special vessels, e.g. for floating drilling platforms or dredgers
    • B63B21/507—Anchoring arrangements or methods for special vessels, e.g. for floating drilling platforms or dredgers with mooring turrets
    • 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
    • B63B27/24—Arrangement of ship-based loading or unloading equipment for cargo or passengers of pipe-lines

Definitions

  • the present invention relates to a shallow water system comprising a floating weathervaning vessel, a subsea structure and one or more flexible transporting units extending there between.
  • Shallow water systems of the present type are well know in the art and are generally used for transporting fluids, electricity, electromagnetic waves and other media which are transferred to or from a floating weathervaning vessel.
  • a floating weathervaning vessel from which one or more flexible transporting units are leading to a subsea structure usually comprises an external turret system or an internal turret system.
  • the internal turret system leads the flexible transporting units through the hull bottom whereas the external turret system leads the flexible transporting unit from a topside hang-off structure extending beyond the hull and the rail of the vessel.
  • the present invention in particular relates to a shallow water system comprising an external turret system or another similar mooring system for anchoring the weathervaning vessel by lines.
  • the weathervaning vessel is usually moored to the seabed but may also in certain situations be moored by line to one or more fixed structures.
  • the weathervaning vessel is moored such that it can weathervane around a vertical centre line and simultaneously the weathervaning vessel have large freedom to move to adapt to the forces applied to the weathervaning vessel e.g. by wind, water current and waves.
  • the weathervaning vessel may for example move forth (near position) and back (far position) in relation to a nominal position, which is defined as the position of the weathervaning vessel when under no influences by the weather, i.e. wind, water current, waves and etc.
  • US 2004/0028477 describes a system comprising a weathervaning vessel with a topside hang-off structure, a subsea structure and at least one flexible transporting unit extending from the topside hang-off structure to the subsea structure.
  • the subsea structure has to have its uppermost point at a position far below the hull bottom even at low tide. This severely restricts the possibly length of the transporting unit in situations where the system is placed at shallow water.
  • the prior art shallow water systems usually are structured to arrange the flexible transporting units to have a wave configuration, such as an 'S' configuration or similar wave configuration e.g. as described in US 4,793,737
  • the flexible transporting units are supported by a supporting unit, such as a fixed seabed structure, for example a mid water arch or a mid water jacket, at a distance from the seabed,
  • a supporting unit such as a fixed seabed structure, for example a mid water arch or a mid water jacket, at a distance from the seabed,
  • 'seabed' is generally used to demote the subsea floor.
  • the supporting units of prior art shallow water systems are arranged with a safety zone beneath the lowermost part of the weathervaning vessel.
  • the safety zone is calculated in relation to expected and predicted movements of the weathervaning vessel when subjected to extreme weather conditions, normally based on known weather conditions within a range of years e.g. the last 20 or 100 years. A safety zone of 2-20 m is not uncommon.
  • the wave configuration of the flexible transporting units provides the flexible transporting units with a surplus of length compared to the distance between the topside hang-off structure and the subsea structure at nominal position of the weathervaning vessel.
  • the distance between the topside hang-off structure and the subsea structure may for certain shallow water systems vary very substantially. This may result in that the flexible transporting units may be over-bent or touch down and drag across the seabed and/or the flexible transporting unit may be stretched which may result in damaging of the flexible transporting unit.
  • the object of the invention is to provide a shallow water system which provides an increased protection of the flexible transporting units while simultaneously being simple to design and arrange with a desired safety margin.
  • the shallow water system of the invention comprises a floating weathervaning vessel with a topside hang-off structure, a subsea structure and at least one flexible transporting unit extending from the topside hang-off structure to the subsea structure.
  • the 'floating weathervaning vessel' or merely the weathervaning vessel' is a vessel that is moored by line to the seabed and/or to one or more fixed structures such that it can rotate fully or partly around a vertical centre line due to influence by the weather, i.e. current, wind and waves.
  • the weathervaning vessel will be moored directly to the seabed by a plurality of mooring lines.
  • a weathervaning vessel may for example be able to rotate such that it can have an optimal position with respect to wind, water current and/or waves to be as stable on the water as possible.
  • the weathervaning vessel and the mooring thereof is arranged such that the weathervaning vessel is always facing the wind.
  • a vertical centre line (also referred to as the weathervaning vertical center line) is defined as a vertical axis around which the moored weathervaning vessel can be weathervaned at still water and with an equidistant distance between the weathervaning vessel and the vertical axis.
  • the nominal vertical centre line is defined by the weathervaning vessel when it is in its nominal position.
  • the weathervaning vessel is in its nominal position when it is free of influence by any influences of forces generated by weather conditions (wind, water current and waves). When the weathervaning vessel in its nominal position it can be weathervaned - without any other movements - around a vertical axis extending to the seabed in a vertical centre line-seabed point which.
  • This vertical axis is herein defined as the nominal vertical centre line (also referred to as the weathervaning nominal vertical centre line), and the centre line-seabed point is a point cut by the nominal vertical centre line and the centre line-seabed point can therefore be used to show the position of the nominal vertical centre line.
  • the vertical nominal centre line can be calculated once the weathervaning vessel has been moored.
  • the weathervaning vessel may be any kind of weathervaning vessel with an external turret system or another similar mooring system.
  • Examples of weathervaning vessels includes FPSO (Floating Production, Storage, and Offloading systems), FSO (Floating Storage and Offloading systems) and FSRU (Floating Storage and Regasification Unit systems)
  • the topside hang-off structure is the structure from to which the flexible transporting unit or units are connected and hang-off from the weathervaning vessel.
  • the topside hang-off is defined as the riser connection point to the surface vessel.
  • the topside hang-off structure may have any size and shape. Such topside hang-off structures are well known in the art.
  • the flexible transporting unit may be any kind of flexible transporting units which are used in such shallow water system.
  • the flexible transporting unit may for example be a flexible riser or an umbilical.
  • the shallow water system comprises a plurality of flexible transporting units e.g. comprising a plurality of rises, such as a plurality of risers and optionally at least one umbilical.
  • Flexible transporting units - sometimes also called jumpers - such as risers and umbilicals are well known in the art.
  • Risers are usually applied for transportation of petrochemical products from the seabed to a sea surface installation such as a weathervaning vessel.
  • Umbilicals are often used for transporting fluids, electricity, signals and other to and/or from installations at or beyond the seabed.
  • the weathervaning vessel has a hull with a bow a lowermost bow midpoint.
  • the bow is the front region of the weathervaning vessel and the bow midpoint is the line separating the bow in two substantially equal half.
  • the weathervaning vessel is moored such that at still water it can weathervane around a weathervaning vertical centre line, such that the position of the lowermost bow midpoint follows an annular lowermost bow line.
  • This annular lowermost bow line defines a vertical tube shaped border to a lowermost bow midpoint exclusion zone (LE-zone). Each vertical line lying in the vertical tube shaped border cuts through the annular lowermost bow line.
  • the subsea structure is arranged in the LE-zone.
  • the subsea structure may be any kind of subsea structure, for example as explained further below.
  • the inventors of the present invention have realized that there is a zone around the vertical centre line into which the weathervaning vessel cannot enter.
  • This insight can be used in a beneficial fashion to provide in a simple manner a shallow water system which is improved with respect to protection of the flexible transporting unit(s) and which simultaneously is simple to design with a desired safety margin.
  • the sub sea structure of the shallow water system has always been arranged well below the keel of the weathervaning vessel to avoid collision.
  • the subsea structure of the shallow water system of the invention need not be arranged below the keel height, but may be arranged further from the seabed.
  • the keel is the spine of the vessel, which runs along the bottom thereof and usually constitutes the lowermost part of the weathervaning vessel.
  • the structure of the shallow water system of the invention allows a surplus of length of the flexible transporting unit between the hang-off structure and the subsea structure which is much larger than a surplus of length of the flexible transporting unit allowed between hang-off structure and the subsea structure in prior art shallow water systems and accordingly the risk of damaging the flexible transporting unit due to over-bending, touch down and drag across the seabed and/or undesired stretching is decreased substantially.
  • attachment(s) may be applied to the bow and or the keel. If such attachment(s) is/are present care should be taken to provide a safety margin when determining the position of the subsea structure.
  • the shallow water system is in particular useful in highly shallow waters, but it may also be beneficial in less shallow areas.
  • the shallow water system preferably is applicable in shallow waters with a depth of up to about 200 m, such as preferably with a dept of up to about 100 m, such as with a depth of up to about 80 m.
  • the subsea structure is arranged with a minimum distance to the LE-zone border of at least about 0.5 m, such as at least about 1 m, such as at least about 2, such as at least about 3 m, such as at least about 4 m such as at least about 5 m. Since the bow midline at the upper part of the weathervaning vessel normally will protrude beyond the lowermost bow midpoint, such a safety margin may be an advantage in particular in situations where the sub sea structure is arranged relatively high in water compared to the weathervaning vessel.
  • the bow of the weathervaning vessel has an uppermost bow midpoint.
  • the uppermost bow midpoint is defined as the point where the bow midpoint crosses a sea surface plane determined at still water and fully loaded weathervaning vessel.
  • the sea surface plane is a horizontal plane touching the surface of the sea at still water.
  • the position of the uppermost bow midpoint determined at still water when the weathervaning vessel weathervanes around the vertical centre line, follows an annular uppermost bow line, which uppermost bow line defines a vertical tube shaped border to an uppermost bow midpoint exclusion zone (UE-zone).
  • the subsea structure is arranged in the UE-zone. In this embodiment the risk of collision between the weathervaning vessel and the sub structure is extremely low, and will in practise not occur unless the weathervaning vessel is detached.
  • the weathervaning vertical centre line also referred to merely as the vertical centre line, is preferably the nominal weathervaning vertical centre line as defined above.
  • the weather conditions is such that the weathervaning vessel generally will be hold relatively stable slightly displaced with respect to its nominal position.
  • the vertical centre line used may the vertical centre line determined in this relative stable slightly displaced position.
  • the vertical centre line is the nominal vertical centre line.
  • the weathervaning vessel comprises a weathervaning bearing, such as a chaintable bearing for mooring the weathervaning vessel.
  • the vertical centre line preferably crosses the weathervaning bearing.
  • the weathervaning bearing is connected to the weathervaning vessel in a rigid structure which extends to a horizontal distance from the lowermost bow midpoint of the weathervaning vessel.
  • a circle with axis in the vertical centre line and a diameter of 2* the horizontal distance defines a vertical tube shaped border to an ideal lowermost bow midpoint exclusion zone (ILE-zone).
  • ILE-zone ideal lowermost bow midpoint exclusion zone
  • the ILE-zone will be substantially identical with the LE-zone, but it cannot be excluded that mooring systems which does not comprise a weathervaning bearing connected in a rigid structure to the hull could result in embodiments where the ILE-zone and the LE-zone will differ from each other. In such situations it is desired that the subsea structure is arranged in a zone provided by the overlapping of both the ILE-zone and the LE-zone.
  • the rigid structure which in the above embodiment connects the weathervaning bearing to the hull of the weathervaning vessel may extend both horizontal as well as vertical (normally upwards) from the hull. Only the horizontal distance to the lowermost bow midpoint is used for determine the ILE-zone.
  • the weathervaning vessel comprises a turret and a weathervaning bearing for rotatably mooring the turret to one or more fixed structures, such as the seabed.
  • the turret may be any kind of turret for external use. Examples of useful turrets and turret systems are for example described in US 5,517,937 and US 6,176,193 .
  • the turret comprises a swivel connected to or comprising the topside hang-off structure.
  • swivel is well known in the art and may for example be as described in US 5,517,937 .
  • the subsea structure is arranged to have an uppermost point determined at still water, arranged at a distance from the sea surface which is about 40 m or less, such as is about 35 m or less, such as is about 30 m or less, such as is about 25 m or less, such as is about 20 m or less, such as is about 18 m or less, such as is about 16 m or less, such as is about 14 m or less, such as is about 12 m or less, such as is about 10 m or less.
  • the optimal arrangement of the uppermost point of the subsea structure may preferably be determined in relation to the depth of the water, the size and draft of the weathervaning vessel.
  • the subsea structure is arranged to have an uppermost point determined at still water, arranged at a distance from the sea surface which is about 85 % of the depth of the water or less, e.g. immediately below or at the sea surface, such as a distance from the sea surface which is about 80 % or less, such as about 75 % or less, such as about 60 % or less, such as about 65 % or less, such as about 60 % or less, such as about 50 % or less, such as about 25 % or less of the depth of the water
  • the weathervaning vessel has a lowermost part (usually the keel)
  • the shallow water system is arranged such that the uppermost point of the subsea structure has a distance from the sea surface, determined at still water, which is at least about 20 m less than, such as at least 18 m less than, such as at least 16 m less than, such as at least 14 m less than a first horizontal plane, determined at still water, comprising the lowermost part of the weathervan
  • the weathervaning vessel has a lowermost part determined at still water, a rail and a hull height
  • the shallow water system is arranged such that the uppermost point of the subsea structure has a distance determined at still water from the sea surface which about 2 times the height of the hull or less, such as 1.9 times the height of the hull or less, such as 1.8 times the height of the hull or less, such as 1.7 times the height of the hull or less, such as 1.6 times the height of the hull or less, such as 15 times the height of the hull or less, such as 1.4 times the height of the hull or less, such as 1.3 times the height of the hull or less, such as 1.2 times the height of the hull or less, such as 1.1 times the height of the hull or less, such as the height of the hull or less, such as 0.9 times the height of the hull or less, such as 0.8 times the height of the hull or less, such as 0.7 times the height of the hull or less, such as
  • the hull height (height of the hull) is defined as the distance between a first horizontal plane comprising the lowermost part of the weathervaning vessel and a second plane parallel to the first plane and comprising the lowermost part of the rail.
  • the weathervaning vessel has a distance to the seabed determined at still water and average water level
  • the uppermost point of the subsea structure has a distance to the seabed which is from about the weathervaning vessel distance to the seabed determined at still water minus 20 m to about the weathervaning vessel distance to the seabed determined at still water plus 20 m, such as from about the weathervaning vessel distance to the seabed determined at still water minus 15 m to about the weathervaning vessel distance to the seabed determined at still water plus 15 m, such as from about the weathervaning vessel distance to the seabed determined at still water minus 10 m to about the weathervaning vessel distance to the seabed determined at still water plus 10 m, such as from about the weathervaning vessel distance to the seabed determined at still water minus 8 m to about the weathervaning vessel distance to the seabed determined at still water plus 8 m.
  • the subsea structure is arranged to have an uppermost point closer to the sea surface, wherein the uppermost point of the subsea structure has a distance from the sea surface and a distance of the LE-zone border sufficient to avoid collision with the weathervaning vessel under ordinary operation conditions.
  • the skilled person will be able to design the shallow water system such that collision can be avoided with high safety.
  • the weathervaning vessel can be subjected to a plurality of motions which comprises the following motions referred to within the art as heave, pitch, roll, surge, sway, yaw, 2 nd order and higher order motion in mooring system and/or motion due to thrusters, drift, draft, heel, trim, mtions due to water level and motion due to influence by shuttle talks.
  • motions referred to within the art as heave, pitch, roll, surge, sway, yaw, 2 nd order and higher order motion in mooring system and/or motion due to thrusters, drift, draft, heel, trim, mtions due to water level and motion due to influence by shuttle talks.
  • 'tilt' includes all of these motions.
  • the weathervaning vessel under ordinary operation conditions may be tilted into an intrusion zone which includes a part of the LE-zone.
  • the weathervaning vessel may enter slightly into the LE-zone.
  • the part of the LE-zone into which the weathervaning vessel can enter under any conditions (excluding damaging of the system such a damaging to the mooring) is referred to as the LE-intrusion zone.
  • the subsea structure has a safety distance from the sea surface and a distance of the LE-zone border sufficient to avoid collision with the weathervaning vessel in the intrusion zone.
  • the weathervaning vessel has a length; the subsea structure is arranged at a horizontal distance to the vertical centre line which is less than the length of the weathervaning vessel.
  • the subsea structure is arranged at a horizontal distance to the vertical centre line which is less than about 100 m, such as less than about 90 m, such as less than about 80 m, such as less than about 70 m, such as less than about 60 m, such as less than about 50 m, such as less than about 40 m, such as less than about 30 m, such as less than about 20 m, such as less than about 15 m, such as less than about 10 m.
  • the subsea structure may be any kind of subsea structure.
  • the flexible transporting unit is connected to the subsea structure.
  • the flexible transporting unit may slide over the subsea structure such that the subsea structure's connection point to the flexible transporting unit may vary. In general it is desired that the flexible transporting unit is connected to the subsea structure.
  • the flexible transporting unit is terminated at the subsea structure - the flexible transporting unit may for example be connected to a stiff pipe structure which e.g. may be integrated with or connected to the subsea structure.
  • the flexible transporting unit is attached to the subsea structure or passes in contact with the subsea structure.
  • the subsea structure has an upper supporting shape, such as a gutter structure which allows the flexible pipe to move slightly at least with respect to the direction of the flexible transporting unit to and from the subsea structure.
  • the subsea structure is a fixed structure, preferably fixed directly to the seabed, such as a riser tower and a subsea anchoring device for anchoring the one or more flexible transporting units.
  • a fixed structure preferably fixed directly to the seabed, such as a riser tower and a subsea anchoring device for anchoring the one or more flexible transporting units. Examples of such fixed subsea structures are for example described in US 4,182,584 and US 7,040,841 .
  • the subsea structure is moored to a fixed structure
  • the subsea structure preferably comprises a buoyancy system, more preferably the subsea structure is a moored mid water arch or a mid water jacket.
  • a buoyancy system more preferably the subsea structure is a moored mid water arch or a mid water jacket.
  • Such mid water arch and mid water jackets are well known in the art.
  • the subsea structure is held in position by the one or more flexible transporting units.
  • the subsea structure may preferably comprise a buoyancy system, more preferably the subsea structure is a moored mid water arch.
  • buoyancy systems are well know in the art and include in practice any systems that can hold a part of the flexible transporting unit at a position above seabed by means of having a lower density than the sea water.
  • Buoyancy systems usually employ one or more elements comprising low density materials or elements with enveloped air.
  • the at least one flexible transporting unit comprises or is supported by a buoyancy system arranging the at least one flexible transporting unit in a wave configuration.
  • the wave configuration preferably comprises a wave shape of the flexible transporting unit which provides an extra length of the flexible transporting unit which is larger than what was possible by arranging the subsea structure beneath the keel of the weathervaning vessel.
  • the at least one flexible transporting unit is supported by a buoyancy system in hog bend.
  • the shallow water system of the invention may comprise additional elements such as elements of prior art shallow water systems which may be applied in combination with the shallow water system of the invention, this includes for example one or more of the following pieces of ancillary components: bend stiffener, bell mouth, weight coating, weight modules, clump weights, buoyancy modules, clamps, bend restrictors, gutter structures, abrasion protection, impact protection, fire protection, end fittings, steel pipe, tethers and soft slings.
  • FIG. 1 shows a schematic side view of a shallow water system of the invention comprising a weathervaning vessel 3, a subsea structure 1 and a flexible transporting unit 2.
  • the subsea structure 1 is fixed to the seabed 7.
  • the lowermost part of the weathervaning vessel is the keel 12.
  • the vertical line 'Turret CL' is the nominal weathervaning vertical centre line.
  • the weathervaning vessel can be positioned in a far position and in a near position. This will be described further in FIG. 2 .
  • FIG. 2 shows the shallow water system of FIG.1 with an indication of a weathervaned position with respect to the fully drawn position of the weathervaning vessel 3.
  • the weathervaning vessel In the weathervaned position the weathervaning vessel is indicated with the no. 11.
  • An intrusion zone 5 is indicated around the hull bottom and bow of the weathervaning vessel. The part of the intrusion zone 5, lying in front of the bow is an intrusion into the LE-zone and is designated the LE-intrusion zone, i.e. an intrusion of the weathervaning vessel into the LE-zone.
  • the weathervaning vessel In the near position of the weathervaning vessel, the weathervaning vessel is closer to the nominal weathervaning vertical line, Turret CL.
  • the weathervaning vessel In the far position of the weathervaning vessel, the weathervaning vessel is as further away from the nominal weathervaning vertical centre line, Turret CL.
  • the sea surface 8 indicates a preferred upper limit for the subsea structure.
  • the plane 4, which is shown at a safety distance to the keel 12 indicates a preferred lower limit for the uppermost point of the subsea structure 1.
  • a vessel free zone 6 beneath the intrusion zone 5 around the keel, and in front of the intrusion zone 5 in front of the bow, indicates the zone into which the weathervaning vessel will not enter.
  • the part of the vessel free zone 6 below the keel 12 is a horizontal limit below which no part of the, afore mentioned, weathervaning vessel 3 will ever protrude during vessel operational design life. The limit is determined based on vessel draft and vessel motion for vessel offset in a given direction.
  • FIG. 3 shows the shallow water system of FIG.1 with an indication of tilting of the weathervaning vessel 3.
  • the tilting may comprise heave, pitch, roll, surge, sway, yaw, 2.order motion in mooring system and/or motion due to thrusters as well as other movements.
  • the intrusion zone 5 as shown in FIG. 2 is defined as the volume around the vessel nominal position which may be intruded by a part of the vessel hull during its operational lifetime, and by providing a theoretical calculation of tilting of the weathervaning vessel this intrusion zone can be determined.
  • FIG. 4 shows the shallow water system of FIG.1 with an indication of the preferred zone of the subsea structure.
  • the nominal weathervaning vertical centre line is here 9-10.
  • the preferred position for the uppermost point of the subsea structure is within the vessel free zone 6 in front of the bow of the weathervaning vessel.

Landscapes

  • Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Filling Or Discharging Of Gas Storage Vessels (AREA)
  • Laying Of Electric Cables Or Lines Outside (AREA)
  • Special Wing (AREA)
  • Earth Drilling (AREA)

Claims (15)

  1. Système en eaux peu profondes comprenant un navire de rotation en girouette flottant (3) avec une structure de suspension supérieure, une structure sous-marine (1) et au moins une unité de transport flexible s'étendant (2) depuis la structure de suspension supérieure jusqu'à la structure sous-marine (1), ledit navire de rotation en girouette (3) a une proue avec un point médian de proue le plus bas, caractérisé en ce que le système est configuré de telle sorte que le navire de rotation en girouette (3) est amarré de telle sorte que sur eau plate, il peut faire girouette autour d'un axe central vertical de rotation en girouette, de telle sorte que la position du point médian de proue le plus bas suit une ligne de proue la plus basse annulaire, qui définit une limite en forme de tube vertical à une zone d'exclusion de point médian de proue le plus bas (zone LE), ladite structure sous-marine (1) est agencée dans ladite zone LE, la structure sous-marine n'a pas besoin d'être agencée au-dessous de la hauteur de quille du navire de rotation en girouette (3) et le point le plus haut de la structure sous-marine présente une distance par rapport à la surface de la mer et une distance de la limite de la zone LE suffisantes pour éviter la collision avec le navire de rotation en girouette dans des conditions ordinaires, ledit axe central vertical de rotation en girouette est de préférence un axe central vertical de rotation en girouette nominal.
  2. Système en eaux peu profondes selon la revendication 1, dans lequel ladite proue dudit navire de rotation en girouette (3) a un point médian de proue le plus haut défini comme le point où le point médian de proue croise un plan de surface de la mer déterminé sur eau plate et à charge pleine du navire de rotation en girouette (3), la position du point médian de proue le plus haut déterminé, lorsque le navire de rotation en girouette tourne en girouette autour dudit axe central vertical, suit une ligne de proue la plus haute annulaire définissant une limite en forme de tube vertical à une zone d'exclusion de point médian de proue le plus haut (zone UE), ladite structure sous-marine (1) est agencée dans ladite zone UE.
  3. Système en eaux peu profondes selon l'une quelconque des revendications 1 et 2, dans lequel ladite structure sous-marine (1) est agencée avec une distance minimale par rapport à la limite de la zone LE d'au moins environ 0,5 m, telle qu'au moins environ 1 m, telle qu'au moins environ 2, telle qu'au moins environ 3 m, telle qu'au moins environ 4 m, telle qu'au moins environ 5 m.
  4. Système en eaux peu profondes selon l'une quelconque des revendications précédentes, dans lequel ledit navire de rotation en girouette (3) comprend un palier de rotation en girouette, l'axe central vertical croise ledit palier de rotation en girouette, ledit palier de rotation en girouette est relié audit navire de rotation en girouette en une structure rigide s'étendant jusqu'à une distance horizontale par rapport audit point médian de proue le plus bas dudit navire de rotation en girouette, un cercle avec un axe dans l'axe central vertical et un diamètre de 2* la distance horizontale définit une limite en forme de tube vertical à une zone d'exclusion idéale de point médian de proue le plus bas (zone ILE), ladite structure sous-marine (1) est agencée dans ladite zone ILE.
  5. Système en eaux peu profondes selon l'une quelconque des revendications précédentes, dans lequel ladite structure sous-marine (1) est agencée pour avoir un point le plus haut déterminé sur eau plate, agencé à une distance par rapport à la surface de la mer (8) qui est d'environ 40 m ou moins, de préférence ladite structure sous-marine (1) est agencée pour avoir un point le plus haut plus proche de la surface de la mer (8), ledit navire de rotation en girouette a une partie la plus basse, ledit système en eaux peu profondes étant agencé de telle sorte que ledit point le plus haut de ladite structure sous-marine (1) présente une distance par rapport à la surface de la mer (8), déterminée sur eau plate, qui fait au moins environ 20 m de moins que, telle qu'au moins 18 m de moins que, telle qu'au moins 16 m de moins que, telle qu'au moins 14 m de moins qu'un premier plan horizontal, déterminé sur eau plate, comprenant la partie la plus basse du navire de rotation en girouette (3) ou moins.
  6. Système en eaux peu profondes selon l'une quelconque des revendications précédentes, dans lequel ladite structure sous-marine (1) est agencée pour avoir un point le plus haut plus proche de la surface de la mer (8), ledit navire de rotation en girouette (3) a une partie la plus basse déterminée sur eau plate, une hauteur de bastingage et de coque définie comme la distance entre un premier plan horizontal comprenant la partie la plus basse du navire de rotation en girouette et un second plan parallèle au premier plan et comprenant la partie la plus basse du bastingage, ledit système en eaux peu profondes étant agencé de telle sorte que ledit point le plus haut de ladite structure sous-marine (1) présente une distance déterminée sur eau plate par rapport à la surface de la mer (8) qui fait environ 2 fois la hauteur de la coque ou moins, telle que 1,9 fois la hauteur de la coque ou moins, telle que 1,8 fois la hauteur de la coque ou moins, telle que 1,7 fois la hauteur de la coque ou moins, telle que 1,6 fois la hauteur de la coque ou moins, telle que 1,5 fois la hauteur de la coque ou moins, telle que 1,4 fois la hauteur de la coque ou moins, telle que 1,3 fois la hauteur de la coque ou moins, telle que 1,2 fois la hauteur de la coque ou moins, telle que 1,1 fois la hauteur de la coque ou moins, telle que la hauteur de la coque ou moins, telle que 0,9 fois la hauteur de la coque ou moins, telle que 0,8 fois la hauteur de la coque ou moins, telle que 0,7 fois la hauteur de la coque ou moins, telle que 0,6 fois la hauteur de la coque ou moins, telle que 0,5 fois la hauteur de la coque ou moins, telle que 0,4 fois la hauteur de la coque ou moins, telle que 0,3 fois la hauteur de la coque ou moins, telle que 0,2 fois la hauteur de la coque ou moins, telle que 0,1 fois la hauteur de la coque ou moins.
  7. Système en eaux peu profondes selon l'une quelconque des revendications précédentes, dans lequel ladite structure sous-marine (1) est agencée pour avoir un point le plus haut plus proche de la surface de la mer (8), ledit navire de rotation en girouette (3) présente une distance par rapport au fond marin (7) déterminée sur eau plate et à niveau d'eau moyen, et ledit point le plus haut présente une distance par rapport au fond marin (7) qui va d'environ ladite distance du navire de rotation en girouette par rapport au fond marin (7) déterminée sur eau plate moins 20 m à environ ladite distance du navire de rotation en girouette par rapport au fond marin (7) déterminée sur eau plate plus 20 m, telle que d'environ ladite distance du navire de rotation en girouette par rapport au fond marin (7) déterminée sur eau plate moins 15 m à environ ladite distance du navire de rotation en girouette par rapport au fond marin (7) déterminée sur eau plate plus 15 m, telle que d'environ ladite distance du navire de rotation en girouette par rapport au fond marin (7) déterminée sur eau plate moins 10 m à environ ladite distance du navire de rotation en girouette par rapport au fond marin (7) déterminée sur eau plate plus 10 m, telle que d'environ ladite distance du navire de rotation en girouette par rapport au fond marin (7) déterminée sur eau plate moins 8 m à environ ladite distance du navire de rotation en girouette par rapport au fond marin déterminée sur eau plate plus 8 m.
  8. Système en eaux peu profondes selon l'une quelconque des revendications précédentes, dans lequel ladite structure sous-marine (1) est agencée pour avoir un point le plus haut plus proche de la surface de la mer (8), dans lequel ledit point le plus haut de ladite structure sous-marine (1) présente une distance par rapport à la surface de la mer (8) et une distance de ladite limite de zone LE suffisante pour éviter la collision avec ledit navire de rotation en girouette dans des conditions de fonctionnement ordinaires.
  9. Système en eaux peu profondes selon l'une quelconque desdites revendications précédentes, dans lequel le navire de rotation en girouette (3), dans des conditions de fonctionnement ordinaires, peut être incliné jusque dans une zone d'intrusion de la zone LE, ladite structure sous-marine (1) présente une distance par rapport à la surface de la mer (8) et une distance de ladite limite de zone LE suffisante pour éviter une collision avec ledit navire de rotation en girouette dans ladite zone d'intrusion.
  10. Système en eaux peu profondes selon l'une quelconque des revendications précédentes, dans lequel ledit navire de rotation en girouette (3) présente une longueur, ladite structure sous-marine (1) est agencée à une distance horizontale par rapport audit axe central vertical qui est inférieure à la longueur du navire de rotation en girouette (3).
  11. Système en eaux peu profondes selon l'une quelconque des revendications précédentes et comprenant un navire de rotation en girouette flottant (3) avec une structure de suspension supérieure, une structure sous-marine (1) et au moins une unité de transport flexible (2) s'étendant depuis la structure de suspension supérieure jusqu'à la structure sous-marine (1), le navire de rotation en girouette (3) est amarré de telle sorte que sur eau plate il peut faire girouette autour d'un axe central vertical de rotation en girouette, ladite structure sous-marine (1) est agencée à une distance horizontale par rapport audit axe central vertical qui est inférieure à environ 100 m, telle qu'inférieure à environ 90 m, telle qu'inférieure à environ 80 m, telle qu'inférieure à environ 70 m, telle qu'inférieure à environ 60 m, telle qu'inférieure à environ 50 m, telle qu'inférieure à environ 40 m, telle qu'inférieure à environ 30 m, telle qu'inférieure à environ 20 m, telle qu'inférieure à environ 15 m, telle qu'inférieure à environ 10 m.
  12. Système en eaux peu profondes selon l'une quelconque des revendications précédentes, dans lequel ledit navire de rotation en girouette (3) comprend une tourelle et un palier de rotation en girouette pour amarrer de manière rotative ladite tourelle par des amarres au fond marin et/ou à une ou plusieurs structures fixes, de préférence ladite tourelle comprend un pivot à rotule relié à ou comprenant ladite structure de suspension supérieure.
  13. Système en eaux peu profondes selon l'une quelconque des revendications précédentes, dans lequel ladite structure sous-marine (1) est une structure fixe, de préférence fixée directement au fond marin (7), telle qu'une tour riser, un système de support à mi-profondeur, par exemple, une enveloppe à mi-profondeur et un dispositif d'ancrage sous-marin pour ancrer les une ou plusieurs unités de transport flexibles (2).
  14. Système en eaux peu profondes selon l'une quelconque des revendications précédentes 1 à 12, dans lequel ladite structure sous-marine (1) est amarrée à une structure fixe, ladite structure sous-marine (1) comprend de préférence un système de flottaison, plus préférablement ladite structure sous-marine est un système de support à mi-profondeur amarré.
  15. Système en eaux peu profondes selon l'une quelconque des revendications précédentes, dans lequel ladite au moins une unité de transport flexible (2) comprend ou est supportée par un système de flottaison agençant ladite au moins une unité de transport flexible (2) en une configuration ondulée, de préférence ladite au moins une unité de transport flexible (2) est supportée par système de flottaison en courbure en arc.
EP10837064.4A 2009-12-16 2010-11-26 Système en eaux peu profondes Active EP2512911B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DKPA200901333 2009-12-16
PCT/DK2010/050323 WO2011072687A1 (fr) 2009-12-16 2010-11-26 Système en eaux peu profondes

Publications (3)

Publication Number Publication Date
EP2512911A1 EP2512911A1 (fr) 2012-10-24
EP2512911A4 EP2512911A4 (fr) 2017-08-30
EP2512911B1 true EP2512911B1 (fr) 2019-07-10

Family

ID=44166761

Family Applications (1)

Application Number Title Priority Date Filing Date
EP10837064.4A Active EP2512911B1 (fr) 2009-12-16 2010-11-26 Système en eaux peu profondes

Country Status (7)

Country Link
EP (1) EP2512911B1 (fr)
CN (1) CN102762444B (fr)
AU (1) AU2010333428B2 (fr)
BR (1) BR112012014650B1 (fr)
IN (1) IN2012DN05149A (fr)
MY (1) MY158414A (fr)
WO (1) WO2011072687A1 (fr)

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
NO2704945T3 (fr) 2011-05-06 2018-03-24
CN105857525A (zh) * 2016-06-14 2016-08-17 天津市海王星海上工程技术股份有限公司 一种铰接立柱塔式系泊装置
CN112810767B (zh) * 2021-02-08 2022-05-10 广东工业大学 海上深水动力系泊浮动牵引原油管路输送的方法

Family Cites Families (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4299260A (en) * 1979-06-18 1981-11-10 Amtel, Inc. Hydrocarbon production terminal
FR2592456B1 (fr) * 1985-12-30 1988-08-26 Inst Francais Du Petrole Dispositif pour eviter la torsion d'une ligne flexible
EP0251488B1 (fr) * 1986-06-05 1991-11-06 Bechtel Limited Dispositif de colonnes montantes souples et son procédé d'utilisation
GB9617209D0 (en) * 1996-08-16 1996-09-25 Mcdermott Sa J Ray Vessel turret systems
WO2005009842A1 (fr) * 2002-01-30 2005-02-03 Single Buoy Moorings, Inc. Support de colonne montante en eau peu profonde
US6997643B2 (en) * 2003-10-30 2006-02-14 Sbm-Imodco Inc. LNG tanker offloading in shallow water
EP1963171B1 (fr) * 2005-12-22 2011-03-23 Bluewater Energy Services B.V. Systeme d'ancrage
CN201140778Y (zh) * 2007-12-04 2008-10-29 中国海洋石油总公司 一种海上输油柔性连接系泊装置

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
None *

Also Published As

Publication number Publication date
WO2011072687A1 (fr) 2011-06-23
BR112012014650B1 (pt) 2020-12-15
MY158414A (en) 2016-10-14
BR112012014650A2 (pt) 2016-04-05
IN2012DN05149A (fr) 2015-10-23
AU2010333428B2 (en) 2014-04-24
CN102762444B (zh) 2015-03-11
EP2512911A4 (fr) 2017-08-30
CN102762444A (zh) 2012-10-31
EP2512911A1 (fr) 2012-10-24
AU2010333428A1 (en) 2012-07-05

Similar Documents

Publication Publication Date Title
EP2192260B1 (fr) Mécanisme de support et de déconnexion de colonne montante
JP4955647B2 (ja) 改良された並列係留構造物
CA2637832C (fr) Systeme de chargement immerge
US7040841B2 (en) Shallow water riser support
EP2512911B1 (fr) Système en eaux peu profondes
EP1080007A1 (fr) Systeme de transfert par canalisations
NO336533B1 (no) System for fortøyning av et stort fartøy
EP2994376B1 (fr) Système de tourelle déconnectable de profondeur à configuration de colonne montante rigide de type "lazy wave"
WO2019112444A1 (fr) Système d'amarrage
WO2018134255A1 (fr) Système d'amarrage à bouée intermédiaire flottant sur la surface de l'eau
US9701369B2 (en) Offshore top site system
EP2516249B1 (fr) Système de mise en pendant et structure de pendant
GB2046199A (en) Offshore terminal
EP2619077B1 (fr) Connecteur de chaîne rétractable
KR20120134120A (ko) 부동 유닛을 위한 능동적인 위치 유지 시스템
NO319945B1 (no) Lasteboye
US11866130B2 (en) System for restriction of hawser movement in a tandem mooring and loading
JP2021121525A (ja) ライザー管支持構造及び洋上浮体構造物

Legal Events

Date Code Title Description
PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

17P Request for examination filed

Effective date: 20120615

AK Designated contracting states

Kind code of ref document: A1

Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR

DAX Request for extension of the european patent (deleted)
STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: EXAMINATION IS IN PROGRESS

RA4 Supplementary search report drawn up and despatched (corrected)

Effective date: 20170731

RIC1 Information provided on ipc code assigned before grant

Ipc: B63B 21/50 20060101AFI20170725BHEP

17Q First examination report despatched

Effective date: 20170828

GRAP Despatch of communication of intention to grant a patent

Free format text: ORIGINAL CODE: EPIDOSNIGR1

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: GRANT OF PATENT IS INTENDED

INTG Intention to grant announced

Effective date: 20190213

GRAS Grant fee paid

Free format text: ORIGINAL CODE: EPIDOSNIGR3

GRAA (expected) grant

Free format text: ORIGINAL CODE: 0009210

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: THE PATENT HAS BEEN GRANTED

RAP1 Party data changed (applicant data changed or rights of an application transferred)

Owner name: NATIONAL OILWELL VARCO DENMARK I/S

AK Designated contracting states

Kind code of ref document: B1

Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR

REG Reference to a national code

Ref country code: GB

Ref legal event code: FG4D

REG Reference to a national code

Ref country code: CH

Ref legal event code: EP

Ref country code: AT

Ref legal event code: REF

Ref document number: 1153291

Country of ref document: AT

Kind code of ref document: T

Effective date: 20190715

REG Reference to a national code

Ref country code: IE

Ref legal event code: FG4D

REG Reference to a national code

Ref country code: DE

Ref legal event code: R096

Ref document number: 602010059992

Country of ref document: DE

REG Reference to a national code

Ref country code: NL

Ref legal event code: MP

Effective date: 20190710

REG Reference to a national code

Ref country code: LT

Ref legal event code: MG4D

REG Reference to a national code

Ref country code: AT

Ref legal event code: MK05

Ref document number: 1153291

Country of ref document: AT

Kind code of ref document: T

Effective date: 20190710

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: BG

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20191010

Ref country code: NL

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20190710

Ref country code: LT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20190710

Ref country code: HR

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20190710

Ref country code: PT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20191111

Ref country code: AT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20190710

Ref country code: NO

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20191010

Ref country code: SE

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20190710

Ref country code: FI

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20190710

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: ES

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20190710

Ref country code: IS

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20191110

Ref country code: RS

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20190710

Ref country code: GR

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20191011

Ref country code: AL

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20190710

Ref country code: LV

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20190710

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: TR

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20190710

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: RO

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20190710

Ref country code: IT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20190710

Ref country code: EE

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20190710

Ref country code: DK

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20190710

Ref country code: PL

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20190710

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: SK

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20190710

Ref country code: SM

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20190710

Ref country code: IS

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20200224

Ref country code: CZ

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20190710

REG Reference to a national code

Ref country code: DE

Ref legal event code: R097

Ref document number: 602010059992

Country of ref document: DE

Ref country code: DE

Ref legal event code: R119

Ref document number: 602010059992

Country of ref document: DE

REG Reference to a national code

Ref country code: CH

Ref legal event code: PL

PLBE No opposition filed within time limit

Free format text: ORIGINAL CODE: 0009261

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: NO OPPOSITION FILED WITHIN TIME LIMIT

PG2D Information on lapse in contracting state deleted

Ref country code: IS

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: LI

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20191130

Ref country code: CH

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20191130

Ref country code: MC

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20190710

Ref country code: LU

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20191126

26N No opposition filed

Effective date: 20200603

REG Reference to a national code

Ref country code: BE

Ref legal event code: MM

Effective date: 20191130

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: SI

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20190710

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: FR

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20191130

Ref country code: DE

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20200603

Ref country code: IE

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20191126

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: BE

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20191130

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: CY

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20190710

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: MT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20190710

Ref country code: HU

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT; INVALID AB INITIO

Effective date: 20101126

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: MK

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20190710

P01 Opt-out of the competence of the unified patent court (upc) registered

Effective date: 20230501

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: GB

Payment date: 20231006

Year of fee payment: 14