EP2643208B1 - Navire marin de transport de fret flottant et procédé de chargement et de déchargement associé - Google Patents

Navire marin de transport de fret flottant et procédé de chargement et de déchargement associé Download PDF

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Publication number
EP2643208B1
EP2643208B1 EP11826200.5A EP11826200A EP2643208B1 EP 2643208 B1 EP2643208 B1 EP 2643208B1 EP 11826200 A EP11826200 A EP 11826200A EP 2643208 B1 EP2643208 B1 EP 2643208B1
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EP
European Patent Office
Prior art keywords
cargo
vessel
barge
floating
deck
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EP11826200.5A
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German (de)
English (en)
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EP2643208A2 (fr
Inventor
Kai Levander
Oskar Levander
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Wartsila Finland Oy
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Wartsila Finland Oy
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Publication of EP2643208A2 publication Critical patent/EP2643208A2/fr
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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B25/00—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B25/00—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby
    • B63B25/002—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby for goods other than bulk goods
    • B63B25/006—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby for goods other than bulk goods for floating containers, barges or other floating cargo
    • 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
    • B63B35/40—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

Definitions

  • the present invention relates to a floating cargo carrying marine vessel discussed in the preamble of claim 1.
  • the present invention relates also to a method of loading and offloading a floating cargo carrying marine vessel as discussed in the preamble of the independent method claim 9.
  • the barge carriers may be divided in two groups based on where the loading and offloading takes place.
  • a first group of barge carriers is formed of aft- or stem-, or bow- loadable barge mother vessels where the loading and offloading takes place In the longitudinal direction of the barge carrier.
  • a second group of barge carriers is formed of side-loadable and offloadable carriers where the loading and offloading takes place in transverse direction i.e. from the sides of the ship.
  • the barge mother vessel may be provided with a crane for lifting the barges from the vessel.
  • Another alternative is an elevator that also handles the barges in vertical direction.
  • a third alternative is the use of a so called floating dock principle, which has been discussed, for instance, in GB-A-2 075 432 .
  • the barge carrier of the GB- document is flooded i.e. partially submerged to lower the entire ship so that the barges aboard remain floating on the water above the barge or cargo deck. The flooding is performed by filling ballast tanks so that the draught of the ship may be adjusted as desired.
  • a barge mother vessel of prior art utilizing the floating dock principle is operated such that when offloading the barges the ship is carrying, the draught of the entire barge carrier is increased by pumping water or allowing the water to flow in the ballast tanks such that the fully loaded barges start floating above the barge deck, whereby the independently floating barges may be removed from the mother vessel. If the barge carrier has barges in more than one layer, at least one barge from the upper layer/s is then, after one or more of the barges in the lowermost layer has/have been removed, lowered by means of an elevator or the like lifting means down to the bottom of the cargo space of the barge carrier, where the barge in question remains floating and can be removed from the carrier.
  • the prior art barge carriers have a problem common to all barge mother vessel types applying the floating dock principle.
  • the time needed for altering the draught of the vessel i.e. first increasing the draught for offloading and/or loading and then decreasing the draught for bringing the vessel back to its sailing draught takes a long time and requires pumping of huge amounts of water both in and from the ballast tanks, whereby also the energy used for the pumping is considerable.
  • the draught of the barge carrier has to be altered so much. The main reasons are that:
  • ballast tanks are filled to such an extent that all barges (in the bottom layer, if more layers) start floating, and after offloading a barge the tanks are emptied or, more generally, brought to their sailing condition dictated by the draught required by the vessel stability. In other words, even if only one barge should be removed, all barges are floating. This, again, results in huge waste of energy and time needed for filling the ballast tanks to the level required by the desired draught, and, at least partially, emptying the ballast tanks after offloading and/or loading.
  • an object of the present invention is to offer a solution to at least some of the above-discussed problems.
  • a solution is to arrange the barge carrier to be floodable only partially.
  • Another object of the invention is to offer a solution to the problem relating to offloading one or a few barges by arranging only a part of the fully loaded barges floating prior to offloading.
  • Yet another object of the present invention is to offer a new structure for a side-loadable and offloadable barge carrier.
  • a floating cargo carrying marine vessel having a cargo deck for carrying at least one independently floating object and means for partially submerging the vessel to flood the cargo deck for floating the at least one floating object above the cargo deck, the marine vessel being one of trimmable by bow, trimmable by stern or heelable between its loading/offloading trim and its sailing trim for leveling at least one cargo deck for the loading/offloading trim and for inclining the at last one cargo deck for sailing trim.
  • At least some of the objects of the present invention are met with the method of loading and offloading a floating cargo carrying marine vessel, the vessel having cargo space with at least one cargo deck on which the cargo comprising at least one independently floating object is loaded, the loading and offloading being performed by partially submerging the vessel to flood the at least one cargo deck for floating the at least one object above the at least one cargo deck, and guiding the at least one object out of or in the cargo space, in which method the at least one cargo deck of the marine vessel is leveled for loading/offloading trim and inclined for sailing trim.
  • the present invention when solving at least some of the above-mentioned problems and drawbacks, also brings about a number of advantages, of which a few has been listed in the following.
  • FIGs 1a and 1b a prior art barge carrier has been illustrated.
  • the control bridge 2, storage and accommodation spaces 4 as well as the engine room 6 have been arranged at the bow 8 of the barge mother vessel or barge or cargo carrier.
  • Most of the length of the vessel is reserved for carrying the cargo i.e. the independently floating barges 10.
  • the cargo deck 14 or barge deck i.e. the floor of the cargo space 12 is substantially horizontal and arranged in such a height that the transom 16 at the stem 18 is at or slightly above the waterline WL level.
  • the waterline WL is, by definition, a line formed by water on the hull of a ship or that of any floating object.
  • the vertical position of the transom is important for minimizing the resistance in sailing.
  • the resistance is at its minimum when the transom is above the waterline.
  • the optimal structure is such that the borderline between the transom and the upwardly sloping vessel bottom is located at or above the waterline, then the resistance is the smallest.
  • the barge deck is as low as possible, leaving enough space between itself and the upwardly sloping vessel bottom for steering gear and/or thruster drive units and steel structure.
  • the barge deck 14 may be open at the stern 18 or closable by means of a gate. For simplicity the means for stacking the barges in two or several layers have not been shown, as it is not a part of the invention. Below the barge deck 14 there are the propeller shafting 20, steering gear and the ballast tanks 22, normally for sea water.
  • the propeller 24 and the rudder 26 of the vessel are located below the transom 16.
  • the barge mother vessel is provided with engine-generator package 28 in the engine room 6, and electric motor 30 in connection with the propeller shafting 20.
  • engine-generator package 28 in the engine room 6
  • electric motor 30 in connection with the propeller shafting 20.
  • Naturally also direct mechanical drive is an option.
  • the barge carrier When wishing to offload one or more barges 10 from the barge deck 14 (shown in Figure 1b ), the barge carrier is submerged partially by filling the ballast tanks 22 from bow 8 to stem 18 with water to such an extent that the barge deck 14 is flooded by water to such a depth that the fully loaded barges 10 start floating and may be guided off the cargo space 12 of the carrier as shown in Fig. 1 b.
  • the loading of either empty or loaded barges aboard takes place in a similar manner.
  • the barge mother vessel is partially submerged by filling the ballast tanks to such a depth that the water level above the barge deck Is slightly more than the draught of the barges to be loaded aboard. Thereafter the barges are guided in the cargo space and fastened with appropriate fasteners to the barge deck and/or its side walls. When the barges have been loaded in the cargo space, appropriate amount of water is pumped out of the ballast tanks to reach the desired sailing draught and the barge carrier is trimmed to its sailing trim, whereby the barge deck remains substantially horizontal.
  • Figures 2a and 2b illustrate a side loadable barge mother vessel of prior art.
  • Figure 2a illustrates the vessel in its sailing trim/draught and Figure 2b in its loading and offloading trim/draught.
  • the barge deck 34 of a prior art barge carrier is positioned in a substantially horizontal plane i.e. the barge deck is not only substantially horizontal in this transverse cross section but in the longitudinal cross section of the vessel, too.
  • the barges 10 need to be offloaded the entire vessel is, again, partially submerged by flooding the barge deck 34 to such a depth that the barges 10 start floating above the barge deck 34 and may be guided out of the cargo space 32.
  • this prior art barge carrier the same problem as that in the barge carrier of Figs.
  • FIGs 3a and 3b illustrate a barge mother vessel in accordance with a first preferred embodiment of the present invention offering a solution to the above discussed problem.
  • the barge carrier of the invention resembles closely to that shown in prior art Figure 1a .
  • the cargo space 42 i.e. the space for the barges 10 occupies most of the length of the vessel.
  • the barge deck 44 originates at the transom 46, which is situated at the stem 48 at or slightly above the waterline level WL.
  • the preferred embodiment of the present invention illustrated in Figures 3a and 3b comprises a barge deck 44 that Is sloping downwards from the transom 46 towards the bow 40 i.e. inward so that the barges 10 farthest, or deepest, in the cargo space 42 are situated significantly lower than corresponding barges in the prior art barge carrier of Figures 1a and 1b .
  • the positions of the barges 10 in the cargo space have been shown in more detail in Figures 4a and 4b .
  • Figure 3b illustrates the barge carrier in its offloading and loading trim.
  • a clear difference to the prior art barge mother vessel of Figure 1b is that now, for both offloading and loading, the barge carrier is trimmed by stem.
  • the vessel is trimmed for flooding the barge deck 44 to such a depth that the barges 10 on the barge deck 44 start floating and may be guided off the cargo space, or barges, in loading phase, may be guided into the cargo space.
  • the barge or cargo deck 44 is leveled into substantially horizontal direction, whereby all the barges 10 start floating substantially simultaneously, provided naturally that their draught is the same.
  • ballast water and pumping are significantly reduced whereby the time and energy needed for flooding the cargo or barge deck 44 are reduced as well.
  • ballasting is reduced considerably when comparing to prior art barge carriers of Figures 1 a and 1 b.
  • Figures 4a and 4b illustrate two transverse cross sections of a loaded barge carrier of Figure 3a .
  • the Figures show the vertical position of the barges 10 loaded on the cargo deck of the marine vessel in relation to the waterline WL, for instance.
  • Figure 4a shows a transverse cross section taken close to the transom 46 ( Figure 3a )
  • Figure 4b a transverse cross section taken at the front part of the cargo space.
  • the barges 10 at the stem are, in this embodiment, entirely above the waterline.
  • the barges 10 in Figure 4b are clearly lower. Since the cargo is placed in the cargo carrier of the invention, and especially at the front end of the cargo space, substantially lower than in the prior art cargo carrying marine vessels, the need for increasing the draught of the cargo carrier at the front end of the cargo space is significantly reduced, and simultaneously the stability of the cargo carrier is increased considerably. Since, as shown in Figure 4b , the floor of the cargo deck is at least partially below the waterline, the cargo deck is preferably provided with pumps for removing both rain water and seawater entrained in the cargo space while loading or offloading the barges. However, in some cases the entire cargo deck, in spite of its inclination, remains in sailing trim above the waterline whereby the water having entered into the cargo space may be drained without the use of pumps.
  • FIG. 5 illustrates a side view of a cargo carrier In accordance with a second preferred embodiment of the present invention. It is a question of a side loadable and offloadable cargo carrier whose cargo deck 54 has been positioned lower than in prior art cargo carriers illustrated in Figures 2a and 2b . In fact, as an additional optional embodiment of the present invention the cargo deck 54 is located at least partially below the waterline for all of its length in the longitudinal direction of the marine vessel. The transom 58 of the cargo carrier of this particular embodiment has been shown at or above the waterline WL, though its height has now in this embodiment no effect in the loadability of the carrier.
  • the propulsion system 60 like for instance a thruster or a podded propulsion that has been positioned below the transom 58.
  • This kind of a propulsion system requires more space in vertical direction than propulsion systems relying on propeller shafting (for instance, an electromechanical drive of Figure 3a ) but they need less space in the longitudinal direction.
  • propeller shafting for instance, an electromechanical drive of Figure 3a
  • such a propulsion system has been chosen that allows the cargo deck to be arranged as low as is desired, and still increases the length of the cargo carrier only minimally.
  • Figure 5 shows constructions 62, which may be additional cargo tanks, life rafts, life boats, or fuel tanks, just to name a few alternatives, and which may be arranged in or on a central structure 56, which will be discussed somewhat more in detail in connection with Figures 6a and 6b .
  • Figures 6a and 6b illustrate two transverse cross sections of a barge carrier in accordance with the second preferred embodiment of the present invention in its sailing and loading/offloading positions.
  • Figure 6a shows a loaded barge 10 on the portside of the vessel whereas the starboard side cargo space 52 is empty.
  • the cargo or barge decks 54 are here in this embodiment sloping from the sides of the vessel downwardly along the cargo space i.e. inwards towards the centerline of the vessel.
  • Figs. 6a and 6b show a longitudinally, along the centerline of the cargo carrier, arranged central structure 56 between the cargo spaces 52.
  • the central structure 56 may be used for reinforcing the hull as well as for housing, for instance, oil fuel tanks, additional cargo tanks 62, life rafts or life boats and fasteners for the barges.
  • housing for instance, oil fuel tanks, additional cargo tanks 62, life rafts or life boats and fasteners for the barges.
  • the sides of the cargo spaces are kept open or provided with non-water tight gates whereby the bottom of the cargo space may be either partially or entirely covered with water also in sailing trim. If the cargo deck is flooded, the barges in the cargo space provide part of their own buoyancy the rest of the barge weight being carried by the cargo deck.
  • the side loadable barges and the barge carrier are preferably dimensioned to match together such that the sides of the barges form the side of the barge carrier, whereby no additional sides for the barge mother vessel are needed. Since the barges fill substantially totally the cargo space and rest on the floor thereof, only a marginal amount of water remains in the cargo space. However, pumps may be arranged for emptying the cargo space from seawater or rain water, if such is desired. Further, it should be understood that since the barges are so low in the cargo space, i.e. partially floating, they should preferably be locked in place as, when the barge carrier rolls, the barges may start floating on their own and there is a risk that they escape the cargo space.
  • Figure 6b illustrates the barge carrier of the second embodiment of the present invention in its offloading/loading position.
  • the barge carrier is made to heel i.e. to lean over to one side (to portside in Figure 6b ) by filling the ballast tanks (or allowing the tanks to fill) on one side of the vessel.
  • the vessel heels such that the portside cargo space 52 is flooded to such an extent that the barge deck 54 at the flooding side turns horizontal and barge/s 10 start floating, whereafter they may be removed from the barge carrier.
  • the above discussed side loadable barge carrier avoids the disadvantage of prior art side loaded barge mother vessel (shown in Figures 2a and 2b ) that to be able to offload (or load) one barge at one side of the vessel the entire vessel must be partially submerged.
  • a side loadable barge carrier much more efficiently than before for distribution service i.e. for instance, for offloading a fully loaded barge, for instance an LNG barge, and for loading an empty barge in a port, sail to another port for offloading another fully loaded barge and for loading an empty barge, and continue this sequence as long as the cargo space is filled with empty barges.
  • the advantages gained by the use of the present invention are obvious when considering how much the offloading/loading time may be reduced now that the entire barge carrier need not be partially submerged but only one side thereof. In a similar manner also the energy needed for the ballasting is significantly reduced.
  • a side loadable barge carrier does not necessarily have to be loadable on both sides, but loading from only one side is a viable option, too.
  • the reinforcing structure shown by reference numeral 56 in Figures 6a and 6b is moved to one side of the carrier.
  • the cargo space extends from the opposite side of the carrier up to the reinforcing structure.
  • the floor of the cargo space sloping inwardly from the loading side i.e. towards the end of the cargo space opposite to the loading end helps in positioning the barges lower than in prior art barge carriers, whereby the barge carrier need not be ballasted as much as before to flood the cargo space sufficiently.
  • a third embodiment of the present invention is a combination of the two already discussed embodiments.
  • the first embodiment discusses a cargo deck originating from the transom at or above the waterline and having a downward and inward slope i.e. the deck sloping downwardly along the cargo space towards the bow
  • the second embodiment a cargo deck also having a downward and inward slope, but now sloping downwardly along the cargo space towards the centerline of the cargo carrier
  • the third embodiment has a cargo deck that slopes in both directions but still has a downward and inward slope when the cargo carrier is in sailing trim.
  • a side loadable cargo carrier whose cargo deck originates from the transom and slopes downwardly towards the bow as well as from the sides of the vessel towards the centerline.
  • Such a cargo deck is loaded/offloaded by starting to fill the ballast tanks of one side of the carrier and from the stem such that the ballast tanks at the bow and at the opposite side of the vessel remain substantially in their original status.
  • the purpose here is the same as in the two earlier embodiments i.e. to incline the cargo carrier for flooding the cargo deck to a sufficient extent to allow the barges to float above the cargo deck and to level one longitudinal half of the cargo deck to substantially horizontal direction.
  • the application of this embodiment may require the arranging of water tight walls or gates to the sides of the cargo carrier in case the existence of seawater in the cargo space in sailing trim is not desired. Otherwise mere side walls preventing the free flow of seawater in the cargo space may be used to minimize the sailing resistance.
  • the present invention is not only applicable to barge mother vessels or barge carriers, but to any other cargo carriers where the cargo in the form of an independently floating object is removed from and loaded to the cargo space by partially submerging the cargo carrying marine vessel.
  • the invention may be used for loading/offloading, in addition to a barge, also a pontoon, a lighter, a yacht, a tugboat etc.
  • the cargo carrier of the invention may have several cargo decks, whereby the sloping of the cargo deck is needed at least by the lowermost cargo deck.
  • the upper cargo deck/s may have a corresponding slope.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Transportation (AREA)
  • Ship Loading And Unloading (AREA)
  • Jib Cranes (AREA)

Claims (12)

  1. Navire portant un cargo flottant présentant au moins un pont de cargo pour porter au moins un objet flottant indépendamment (10) et un moyen pour submerger partiellement le navire pour noyer l'au moins un pont de cargo pour faire flotter l'au moins un objet flottant (10) au-dessus de l'au moins un pont de cargo, caractérisé en ce que le navire est l'un de navires pouvant être équilibré par la proue, équilibré par la poupe ou pouvant être gîté entre son assiette de chargement/déchargement et son assiette d'allure pour mettre à niveau au moins un pont de cargo (44, 54) pour l'assiette de chargement/déchargement et pour incliner l'au moins un pont de cargo (44, 54) pour l'assiette d'allure.
  2. Navire portant un cargo flottant selon la revendication 1, caractérisé en ce qu'en assiette d'allure, l'au moins un pont de cargo (44) est incliné vers le bas depuis le tableau arrière (46) vers la proue (40) dans la direction longitudinale du navire, le navire étant l'un de ceux pouvant être chargés par la proue.
  3. Navire portant un cargo flottant selon la revendication 1, caractérisé en ce qu'en assiette d'allure, l'au moins un pont de cargo (54) est incliné vers le bas depuis les côtés du navire en direction de la ligne centrale longitudinale du navire, le navire étant l'un de ceux pouvant être chargés par le côté.
  4. Navire portant un cargo flottant selon la revendication 1, caractérisé en ce qu'en assiette d'allure, l'au moins un pont de cargo est incliné vers le bas d'un côté du navire vers le côté opposé du navire, le navire étant l'un de ceux pouvant être chargés par le côté.
  5. Navire portant un cargo flottant selon la revendication 2 et 3, caractérisé en ce qu'en assiette d'allure, l'au moins un pont de cargo est incliné vers le bas dans les directions longitudinale et transversale du navire, le navire étant l'un de ceux pouvant être chargés par le côté.
  6. Navire portant un cargo flottant selon l'une quelconque des revendications précédentes, caractérisé en ce que l'au moins un pont de cargo (44, 54) est au moins partiellement en-dessous de la ligne de flottaison lorsque le navire est en assiette d'allure.
  7. Navire portant un cargo flottant selon la revendication 6, caractérisé en ce que l'objet flottant (10) chargé dans l'espace de cargo (42, 52) fournit une partie de sa flottabilité lorsque le navire est en assiette d'allure.
  8. Navire portant un cargo flottant selon la revendication 3 ou 4, caractérisé en ce qu'en assiette d'allure, l'au moins un pont de cargo (54) est au moins partiellement en-dessous de la ligne de flottaison sur toute sa longueur dans la direction longitudinale du navire.
  9. Procédé de chargement et de déchargement d'un navire portant un cargo flottant selon la revendication 1, le navire présentant un espace de cargo avec au moins un pont de cargo sur lequel le cargo comprenant au moins un objet flottant indépendamment (10) est chargé, le chargement et le déchargement étant effectués en submergeant partiellement le navire pour noyer l'au moins un pont de cargo pour faire flotter l'au moins un objet (10) au-dessus de l'au moins un pont de cargo, et en guidant l'au moins un objet (10) hors de ou dans l'espace de cargo, caractérisé par la mise à niveau de l'au moins un pont de cargo (44, 54) du navire pour l'assiette de chargement/déchargement et l'inclinaison de l'au moins un pont de cargo (44, 54) pour l'assiette d'allure.
  10. Procédé selon la revendication 9, caractérisé en ce que la mise à niveau est effectuée en équilibrant le navire par la proue ou la poupe.
  11. Procédé selon la revendication 9 ou 10, caractérisé en ce que la mise à niveau est effectuée en gîtant le navire.
  12. Procédé selon l'une quelconque des revendications 9 à 11, caractérisé en ce que la mise à niveau est effectuée en ballastant le navire pour doter l'au moins un pont de cargo (44, 54) d'une inclinaison souhaitée.
EP11826200.5A 2010-11-25 2011-11-21 Navire marin de transport de fret flottant et procédé de chargement et de déchargement associé Active EP2643208B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FI20106244A FI122659B (fi) 2010-11-25 2010-11-25 Lastia kuljettava vesialus sekä menetelmä sen lastaamiseksi ja purkamiseksi
PCT/FI2011/051022 WO2012069696A2 (fr) 2010-11-25 2011-11-21 Navire marin de transport de fret et procédé de chargement et de déchargement associé

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EP2643208A2 EP2643208A2 (fr) 2013-10-02
EP2643208B1 true EP2643208B1 (fr) 2015-02-25

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EP (1) EP2643208B1 (fr)
JP (1) JP5878179B2 (fr)
KR (1) KR101732218B1 (fr)
CN (1) CN103228531B (fr)
FI (1) FI122659B (fr)
WO (1) WO2012069696A2 (fr)

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KR102248803B1 (ko) * 2014-11-18 2021-05-06 케펠 오프쇼어 앤드 마린 테크놀로지 센터 피티이 엘티디. 선박의 드라이 도킹을 위한 잠수식 선박
KR101964201B1 (ko) 2017-06-22 2019-04-02 삼성중공업 주식회사 선박
CN109808839B (zh) * 2017-11-22 2020-07-17 中冶宝钢技术服务有限公司 船舶的装货方法
UA128726U (uk) * 2018-03-02 2018-10-10 Олег Валерійович Морозов Плавзасіб для транспортування сипучих вантажів
CN115385126A (zh) * 2022-08-11 2022-11-25 上海中船船舶设计技术国家工程研究中心有限公司 一种面向化学品船的优化配载及装卸流程的方法

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JPS499233B1 (fr) * 1969-10-25 1974-03-02
DD83914A1 (de) * 1970-07-29 1971-08-12 Dockschiff zum Transport von schwimmenden Ladungsträgern
JPS4992788A (fr) * 1973-01-05 1974-09-04
US3934530A (en) * 1974-10-17 1976-01-27 Inter-Hull Transport vessel for floating onloading and offloading of cargo
JPS5350994U (fr) * 1976-10-05 1978-04-28
JPS554968U (fr) * 1978-06-26 1980-01-12
JPS591031Y2 (ja) * 1978-07-06 1984-01-12 日立造船株式会社 多用途バ−ジ
SE426465B (sv) * 1980-05-07 1983-01-24 Toernqvist Bengt Wilhelm Pramberande fartyg
US20020038623A1 (en) * 2000-09-28 2002-04-04 Irish John T. Garage and swimming area for yachts, trawlers and the like
US6550408B1 (en) * 2001-12-19 2003-04-22 Hermann J. Janssen Method and apparatus for loading and unloading cargo from a twin-hull sea-going ship

Also Published As

Publication number Publication date
FI20106244A0 (fi) 2010-11-25
WO2012069696A3 (fr) 2012-07-19
KR101732218B1 (ko) 2017-05-02
JP5878179B2 (ja) 2016-03-08
WO2012069696A2 (fr) 2012-05-31
FI122659B (fi) 2012-05-15
JP2013543816A (ja) 2013-12-09
CN103228531A (zh) 2013-07-31
KR20130132822A (ko) 2013-12-05
EP2643208A2 (fr) 2013-10-02
CN103228531B (zh) 2015-10-14

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