KR102365572B1 - How to use a floating marine depot - Google Patents

Abstract

The present invention provides a floatable offshore depot to provide a sheltered area using a tunnel for safe and convenient launching or docking of ships and for embarkation or disembarkation of personnel. It's about how to use it. The method of the present invention can be used to transfer equipment between the vessel and the floating marine depot using the inner dock side of the tunnel. The floating marine depot has a buoyant hull, a keel, a main deck, and at least two connections between the keel and the main deck. The connecting portion extends downwardly from the main deck and has an upper cylindrical side portion, a transition section, and a lower cylindrical portion. The method of the present invention uses the tunnel at an operational depth, which tunnel is open to the outside of the buoyant hull to accommodate the vessel.

Description

How to use a floating marine depot

This application is a concurrently pending U.S. Patent Application No. 9,180,941, filed on November 10, 2015, entitled "Method of Using a Floating Marine Depot", filed on February 24, 2015. 14/630,576, claiming priority and benefit thereof, is a co-pending CIP application of U.S. Patent Application Serial No. 14/524,992, filed October 27, 2014, entitled "Floating Structures," which is a co-continuation It is a CIP application of U.S. Patent Application No. 14/105,321 filed on December 13, 2013 under the name of "FLOATING VESSEL" of U.S. Patent No. 8,869,727 registered on October 28, 2014, This is a concurrently pending U.S. Patent Application No. 13/369,600 filed on February 9, 2012 under the name of "Stable Marine Floating Aquaculture Depot" of U.S. Patent No. 8,662,000, issued on March 4, 2014. This is a CIP application, which is a CIP application of U.S. Patent Application No. 12/914,709 filed on October 28, 2010 of U.S. Patent No. 8,251,003, registered on August 28, 2012, which was filed on August 9, 2011 U.S. Provisional Patent Application No. 61/521,701, filed on November 8, 2009, and U.S. Provisional Patent Application No. 61/259,201, filed on November 18, 2009 262,533. The foregoing are incorporated herein by reference in their entirety.

Embodiments of the present invention generally relate to methods of using buoyant vessels, platforms, caissons, buoys, spars, or other structures used to support offshore oil and gas operations. it's about

Reliable offshore depots for supporting offshore oil and gas operations are known in the art. An offshore production structure, which may be, for example, a ship, platform, caissons, buoys, or spars, each typically has a buoyant hull supporting a superstructure. include This buoyant hull contains internal compartments for ballast and storage, and the superstructure provides drilling and production equipment, helicopter landing sites, crew quarters, and the like.

In offshore operations, for example in drilling and production platforms, major operating costs arise from transport of supports and supplies from onshore facilities. Almost everything has to be transported by boat or by air. Such supply routes are exposed to bad weather and sea conditions, which have a greater impact the longer the distance traveled by supplies.

Accordingly, stable floating structures designed to be towed and moored adjacent to multiple production platforms into a given field are known in the art. Such structures may be used to provide shelter for transport vessels, and may be used to provide support facilities including storage, maintenance facilities, fire fighting facilities, medical facilities, and berthing facilities. Offshore bases, depots, or terminals allow for safer and more cost-effective movement of personnel and because they can be temporarily staged and distributed on a local platform and sourced from shore, the platform It can provide a reduction in operating costs. The prior art includes a floating marine support structure comprising a protected interior from the outside for receiving a boat.

Floating structures are exposed to the environmental forces of wind, waves, ice, tidal currents, and ocean currents. The physical forces of this environment cause acceleration, movement, and oscillatory motions of the structure. The response of a floating structure to the physical forces of its environment is affected not only by its hull design and superstructure, but also by its mooring system and any appendages. Thus, floating structures have several design requirements: adequate reserve buoyancy to safely support the weight of the superstructure and payload, stability in all conditions, and good seaworthiness properties. For the requirement of good seaworthiness properties, the ability to reduce vertical heave is highly desirable. Sheave movements can create tension variations that can cause fatigue and failure of mooring arrangements. Large heave movements increase the risk of launching and retrieving small boats and helicopters, and loading and unloading storage and personnel.

The seaworthiness of a floating marine depot is affected by several factors including waterline area, hull profile, and the natural period of movement of the floating structure. In order to substantially isolate the movement of the structure from waves, it is highly desirable that the natural period of the floating structure be significantly greater or less than the wave period of the sea in which the structure is located.

Ship design involves offsetting opposing factors in order to arrive at an optimal solution for given factors. Cost, constructability, survivability, usability, and installation concerns are some of the many considerations in ship design. Design parameters for floating structures include draft, waterline area, draft rate of change, center of gravity ("CG") location, center of gravity ("CB") location, and metercenter height ("GM"). ), sail area, and total mass.

The total mass includes additional mass such as, for example, the mass of water around the buoyant hull of the floating structure to which it is moved and forced to move. Attachments connected to the structure of the buoyant hull to increase the added mass are a cost-effective way to fine-tune the structural response and operating characteristics when exposed to the physical forces of the environment.

Several general rules of shipbuilding apply to the design of marine vessels. The waterline area is directly proportional to the induced heave force. Structures symmetrical about the vertical axis are generally less exposed to yaw forces. As the size of the vertical hull profile in the wave zone increases, the wave-induced lateral surge forces also increase. Floating structures can be modeled as springs with a natural period of motion in the heave and fore-and-aft directions. The period of natural oscillation in a particular direction is inversely proportional to the stiffness of the structure in that direction. As the total mass (including additional mass) of the structure increases, the natural oscillation period of the structure increases.

One way to provide stability is to moor the structure with taut vertical tendons, such as tension leg platforms. Such tension mooring structures are advantageous because they have the additional advantage of substantially limiting heave. However, tension mooring structures are expensive structures and, therefore, their use in all situations is not feasible.

Self-stability (eg, stability that does not depend on mooring mode) can be achieved by fabricating a large waterline area. As the structure pitches and rolls, the buoyancy of the submerged hull moves to provide a restoring righting moment. Although the center may be above the buoyancy, the structure is capable of maintaining stability at relatively large angles of heel. However, the sheave resistance properties of large waterline areas in the waveband are generally undesirable.

Inherent self-stability is provided when the center is positioned below the buoyancy. The combined weight of the superstructure, buoyant hull, payload, ballast, and other elements can be arranged to lower the center of gravity, but such an arrangement can be difficult to achieve. One way to lower the center of gravity is to add a fixed ballast under the buoy to balance the weight of the superstructure and payload. Structural fixed ballasts such as pig iron, iron ore, and concrete are placed within or attached to the buoyant hull structure. The advantage of such a ballast arrangement is that stability can be achieved without adversely affecting seaworthiness performance due to the large waterline area.

A self-stable structure has the advantage of stability independent of the mooring function. Although the shake resistance properties of self-stabilizing floating structures are generally inferior to those of tendon-based structures, nevertheless, the higher cost of tendon-based structures may make self-stabilizing structures preferred in many situations.

In the prior art, floating structures have been developed in various designs for the characteristics of buoyancy, stability, and seaworthiness. A suitable discussion of floating structure design considerations and examples of several exemplary floating structures is known in the art to which the present invention pertains.

The design of the various circumferential buoys is an example of an inherently stable floating structure, in which the center (“CG”) is placed below the buoy (“CB”). Circumferential buoy hulls are elongated and slender, and when installed typically extend over 600 feet below the water surface. The longitudinal dimension of the buoyant hull should be large enough to provide mass to reduce fine heave due to a long natural period of heave. However, the large size of the circumferential hull increases the cost of fabrication, transportation, and installation. It would be desirable to provide a structure with an integrated superstructure that can be manufactured around the quay for reduced cost, but which is nevertheless inherently stable due to the center located below the buoy.

The prior art describes an offshore platform using a retractable center column. This central column is raised above keel level to allow passage through shallow water when towed to a deep sea installation site. At the installation site, the central column is lowered to extend below the height of the keel to improve the stability of the vessel by lowering the center of gravity. The central column also provides pitch damping for the structure. However, the central column adds complexity and cost to the construction of the platform.

Other offshore system hull designs are known in the art. One of them is an octagonal hull structure with sharp edges and steeply sloping sides for cutting and breaking ice in the ship's Arctic operations. Unlike most conventional offshore structures designed for reduced motion, Srinivasan's structure induces heave, yaw, yaw, and surge motion to complete the ice cut. designed to do

A drilling and production platform with a cylindrical hull with a center positioned above the buoyancy, therefore stability depends on a large waterline area, and has concomitant reduced heave resistance properties. The structure has recesses formed around the buoyant hull near the keel for yaw and sway damping, but the location and shape of such recesses have little effect on yaw damping.

Among the marine structures of the prior art, it is believed that none of the marine depots or terminals prepared to provide shelter to boats used for the transfer of supplies and crews, in particular to offshore platforms, are characterized by all of the following advantageous properties: Exceptional up-and-down motion without the requirement of mooring with a central, vertical tendon located below the buoy for intrinsic stability without the need for symmetry of the buoyancy hull, complex retractable poles or the like Attenuation, and the ability to incorporate superstructures around the wharf and transport "right-side-up" to the installation site, including transport through shallow waters. A marine depot or terminal with all these features is preferred.

Among the marine structures of the prior art, it is believed that none of the marine depots or terminals prepared to provide shelter to boats used for the transfer of supplies and crews, in particular to offshore platforms, are characterized by all of the following advantageous properties: Exceptional up-and-down motion without the requirement of mooring with a central, vertical tendon located below the buoy for intrinsic stability without the need for symmetry of the buoyancy hull, complex retractable poles or the like Attenuation, and the ability to incorporate superstructures around the wharf and transport "right-side-up" to the installation site, including transport through shallow waters. A marine depot or terminal with all these features is preferred.

There is a need for a marine depot that provides the ability to absorb kinetic energy from a vessel by providing a plurality of dynamic movable tendering mechanisms within a tunnel formed within the marine depot.

There is also a need for a marine depot that provides wave damping and wave dispersion within a tunnel formed within the marine depot. Furthermore, there is also a need for marine depots that provide friction to the floating hull of the vessel in the tunnel.

Embodiments of the present invention satisfy these needs.

BRIEF DESCRIPTION OF THE DRAWINGS The detailed description of the present invention will be better understood by reference to the accompanying drawings.
1 illustrates a perspective view of a floating marine depot moored to the seabed in accordance with one or more embodiments.
2 illustrates an axial cross-sectional view of a buoyant hull profile of a flotation marine depot in accordance with one or more embodiments.
3 shows an enlarged perspective view of a floating marine depot showing details such as tunnels, tunnel doors, and small crew transfer boats.
4A shows a top view of a plurality of dynamic mobility tendering mechanisms in a tunnel before the vessel contacts the dynamic mobility tendering mechanisms;
Figure 4b shows a top view of a plurality of dynamically mobile tendering mechanisms in a tunnel when the hull of the vessel is in contact with said dynamic mobile tendering mechanisms;
Figure 4c shows a top plan view with the doors closed and a plurality of dynamically mobile tendering mechanisms in the tunnel connected to the vessel;
5A shows an elevated perspective view of one of the dynamic mobility tendering mechanisms.
Figure 5b shows a top view from above of one dynamic mobility tendering mechanism folded.
5C shows a side view of one embodiment of a dynamic mobility tendering mechanism.
5D shows a side view of another embodiment of a dynamic mobility tendering mechanism.
6 shows a perspective view of a boatlift assembly of a floating marine depot disposed within a tunnel;
7 shows a side view in partial cross-section of the buoyant hull of a flotation marine depot showing baffles for reducing waves in the tunnel;
8 illustrates a side view, in partial cross-section, of a buoyant hull of a flotation marine depot in accordance with one or more embodiments.
Fig. 9 shows the body axis end of the buoyant hull of a flotation marine depot, a straight tunnel formed therein completely penetrating it;
10 depicts a body shaft end of a buoyant hull of a flotation marine depot in accordance with one or more embodiments.
11 shows a plan view from above of a Y-shaped tunnel in the buoyancy hull of a floating marine depot;
Embodiments of the present invention have been described with reference to the drawings listed above.

Before describing the method of the present invention in detail, it should be construed that the method of the present invention is not limited to the specific embodiments of the present invention and can be practiced or implemented in various ways.

Embodiments of the present invention relate to methods of using floating offshore depots to support offshore oil and gas operations.

The method relates to a stable moored floating marine depot for use in such applications as safe handling, staging, and transport of personnel, supplies, boats, and helicopters.

Embodiments of the method allow for safe entry of vessels in both harsh and mild water environments of 4 to 40 foot waves.

An embodiment of the method provides a tunnel to contain and protect a vessel to accommodate personnel within the floating marine depot to prevent injury to personnel from equipment falling from the floating marine depot. .

Embodiments of the method provide for a floating offshore depot located in an offshore field to allow a large number of personnel to simultaneously quickly escape from an offshore structure in the event of an approaching hurricane or tsunami.

Embodiments of the method provide a means of rapidly moving large numbers of personnel, such as safely moving 200 to 500 people from an adjacent platform where a fire has occurred to a floating marine depot in less than an hour.

Embodiments of the method allow floating offshore structures to be towed to and operated as a command center to control the disaster site and serve as a hospital or triage center.

An embodiment of the present invention is a protected area using a tunnel for the safe and convenient launching/docking of a vessel and the safe and easy embarkation/disembarkation of personnel using the interior dock side of the tunnel for the floating marine depot. It's about using it to provide.

An additional use of the floating marine depot is to provide a protected area using tunnels to move equipment between the vessel and the floating marine depot.

Floating marine depots have an internal dock side of the tunnel.

Floating marine depots may have a circular, oval, oval, or polygonal floating hull.

Floating marine depots include: keel; main deck; and at least two connections between the keel and the main deck. These at least two connecting portions are connected continuously and symmetrically with respect to the vertical axis.

These at least two joints extend downwardly from the main deck toward the keel. The connecting portion has at least two upper cylindrical side portions, a transition section and a lower cylindrical portion. When the buoyant marine depot is at operational depth, the tunnel has a tunnel opening that opens to the outside of the buoyant hull. The tunnel is sized to accommodate the vessel.

The vessel may be a vessel up to 600 feet in length with or without propulsion, such as a ferry, workboat, or barge. The vessel may also be a submarine. Vessels may have other buoyant hull types, such as catamarans, single hulls, hovercrafts and even hydrofoils. The tunnel can house airships, also known as ZEPPLIN™.

In the drawings: FIG. 1 is a floating offshore depot 10 for operationally supporting subsea exploration, offshore drilling, offshore oil mining, and offshore storage installations, in accordance with one or more embodiments. shows

The floating marine depot 10 is shown floating moored to the seabed. The floating marine depot comprises a floating hull (12), which has a superstructure (13) thereon. The superstructure 13 includes crew accommodation, equipment storage rooms, heliports, and a myriad of other structures, systems, and equipment depending on the type of marine operation being supported. At least one crane 53 may be mounted on the superstructure 13 . The buoyancy hull 12 is moored to the seabed by a plurality of catenary mooring lines 16a to 16o.

The superstructure 13 is shown supporting at least one take-off and landing site 54a and 54b. This at least one landing site 54a and 54b is shown as a heliport. The superstructure 13 includes an aircraft hangar 50 . In an embodiment of the invention, the aircraft hangar houses at least one takeoff and landing aircraft 400a, 400b, and 400c. The control tower 51 is built on the superstructure 13 . The control tower has a dynamic positioning system (57).

In an embodiment of the method of the present invention, the floating marine depot 10 has a tunnel opening 31 for a tunnel formed in the floating hull 12 .

The tunnel opening 31 allows water in while the floating marine depot 10 is at a working depth.

The floating marine depot 10 has at least one closable door 34b.

In an embodiment of the method of the present invention, a tunnel may be configured to provide selective isolation of said tunnel from the outside; Thereby the tunnel can operate in either a wet environment or a dry environment while the floating marine depot 10 is afloat.

The floating marine depot 10 may have its own shape.

The floating hull 12 of the floating marine depot 10 has a main deck 12a, which may be circular; And it has a height (H). Extending downwardly from the main deck 12a may be an upper frustoconical portion (shown as a combination of components).

In an embodiment of the method of the invention, the upper frusto-conical portion has an upper cylindrical side section 12b. In another embodiment, this upper cylindrical side portion 12b extends downwardly from the main deck 12a.

The floating marine depot 10 also has a lower frustoconical side portion 12d extending downward from an outwardly extending upper cone portion 12c. Both the upper conical portion 12c and the lower frustoconical side portion 12d are below the workable depth 71 .

The upper cylindrical side portion 12b is connected to the relief portion 12g.

A lower cylindrical portion 12e extends downwardly from a lower frustoconical side portion 12d, which has a matching keel 12f.

The floating marine depot 10 has at least one fin-shaped appendages 84a and 84b.

In an embodiment of the method of the present invention, the floating marine depot 10 is converted from a floating orientation having a floating operational depth 71 to one having a floating transit depth. It is configured to transition.

In an embodiment of the method of the present invention, the floating marine depot is a harbor vessel.

2 shows that the upper conical portion 12c has a vertical height H1 that is substantially greater than the height of the lower truncated portion 12d, denoted H2. The upper cylindrical side portion 12b may have a vertical height H3 that is slightly larger than the height of the lower cylindrical portion 12e indicated by H4.

The upper cylindrical side portion 12b may be connected with the relief portion 12g to enable a main deck with a radius greater than the hull radius, which may be round, square, or other shape. The relief portion 12g may be located above the workable depth 71 .

Tunnel 30 has at least one closable door 34a and 34b which can alternately or together provide protection of tunnel 30 from weather conditions and water.

Fin-shaped appendages 84 are attached to the lower and outer portions of the exterior of the buoyant hull.

Tunnel 30 has a plurality of dynamically mobile tendering mechanisms 24d and 24h disposed within the tunnel and connected to the side of the tunnel.

The tunnel has a tunnel floor 35 that can receive water when the floating marine depot is at a working depth.

Tunnel bottom 35 makes it possible to create a dry dock environment within buoyant hull 12 when water can drain from tunnel 30 .

A plurality of dynamically movable tendering mechanisms 24d and 24h may be oriented above the tunnel floor 35 and disposed to extend above the working depth 71 and below the working depth 71 inside the tunnel 30 . You can have all of the parts.

In an embodiment of the method of the invention, at least one closable door 34a and 34b for opening and closing opens and closes the tunnel opening 31 .

Main deck 12a, upper cylindrical side portion 12b, relief portion 12g, upper conical portion 12c, lower frustoconical side portion 12d, lower cylindrical portion 12e, and matching keel 12f all have a common vertical axis (100) is the same axis. In embodiments of the present invention, the buoyant hull 12 may be characterized as having an ellipsoidal cross-section when viewed at right angles to the vertical axis 100 at any elevation.

Due to the face shape of its ellipsoid, the dynamic response of the buoyant hull 12 is independent of the wave direction (except for all asymmetries in the mooring system, risers, and underwater appendages), This minimizes wave-induced yaw forces.

In addition, the conical shape of the buoyant hull 12 is structurally efficient by providing a high payload and storage volume per ton of steel when compared to conventional ship-type offshore structures. The buoyant hull 12 may have ellipsoidal walls that are ellipsoids in radial cross-section, but such a shape can be accessed using a greater number of flat plates than bending the plates to the desired curvature. Although an ellipsoidal hull face shape is preferred, a polygonal hull face shape may be used according to an alternative embodiment.

In embodiments of the method of the present invention, the buoyant hull 12 may be oval forming a round, oval or ellipsoidal face shape.

The elliptical shape can be beneficial when the floating offshore depot is moored adjacent to another offshore platform to be traversable by a gangway between the two structures. The elliptical hull can minimize or eliminate wave interference.

The particular design of the upper cone 12c and the lower frustoconical side portion 12d produces a significant amount of radiation damping, resulting in a heave amplification for any wave period, as described below. This does not happen.

The upper cone 12c may be located in a wave zone. At the working depth 71 , the waterline may be located just below the intersection of the upper conical portion 12c with the upper cylindrical side portion 12b. The upper cone 12c is inclined at an angle α of 10 to 15 degrees with respect to the vertical axis 100 . An inwardly directed flare before reaching the waterline significantly weakens the downward heave as downward movement of the buoyant hull 12 increases the waterline area. In other words, the hull area perpendicular to the vertical axis 100 touching the water surface increases with downward hull movement, and such increased area experiences the opposing resistance of the air and/or water interface. It has been found that a flare of 10 to 15 degrees provides the desired amount of attenuation of the downward yaw without undue sacrificing of the vessel's storage capacity.

Similarly, the lower frustoconical side portion 12d weakens the upward heave. The lower frustoconical side portion 12d may be located below the waveband (about 30 meters below the waterline). A larger area (perpendicular to the vertical axis 100 ) is preferred to obtain an upward weakening, since the entire lower frustoconical side portion 12d may be below the water level. Accordingly, the first diameter D ₁ of the lower hull section may be larger than the second diameter D ₂ of the upper conical portion 12c.

The lower frustoconical side portion 12d may be inclined at an angle g of 55 degrees to 65 degrees with respect to the vertical axis 100 . The lower portion may extend outwardly at an angle of 55 degrees or greater to provide greater inertia for roll and pitch. The increased mass contributes to the natural period for oscillation and oscillation above the expected wave energy.

The upper limit of 65 degrees is based on preventing sudden changes in stability during initial ballast loading at the facility. That is, the lower frustoconical side portion 12d can be perpendicular to the vertical axis 100 and obtain a desirable amount of upward yaw attenuation, but such a hull profile is an undesirable step-up to stability during initial ballast loading into the facility. It can cause step-change. A connection point between the upper frustoconical portion 14 and the lower frustoconical side portion 12d may have a third diameter D ₃ that is smaller than the first diameter D ₁ and the second diameter D ₂ . there is.

Floating transport depth 70 represents the waterline of the buoyant hull 12 while it is being transported to an operable offshore location. This transport depth is known in the art to reduce the amount of energy required to transport a flotation vessel across distances on water by reducing the profile of the flotation marine depot touching the water. The transport depth is approximately the intersection of the lower frustoconical side portion 12d and the lower ellipsoidal portion 12e. However, weather conditions and wind conditions may provide for the need for different transport depths to meet safety rules or to achieve rapid deployment from one location to another in water.

The addition of ballast to the buoyant hull 12 is used to lower the center of gravity. In an embodiment of the present invention, a buoyant marine depot has a buoyant hull with a low center of gravity (87), which provides intrinsic stability to the structure.

In an embodiment of the method of the present invention, the buoyant hull is characterized by a positive metacenter.

Floating marine depots are said to be "stiff" and actively resist oscillation and sway motion. Stiff vessels are generally characterized by abrupt jerky accelerations during which large restoring couple moments oppose yaw and yaw motion. In particular, the orientation of the fixed ballast or fluid ballast increases the natural period of the floating marine depot above that of most normal waves, thereby limiting the fine acceleration in all degrees of freedom.

In embodiments of the method of the present invention, a floating marine depot may have a plurality of thrusters 99a, 99b, 99c, and 99d used in conjunction with dynamic positioning.

In an embodiment of the present invention, the fin-shaped appendage 84a may have the shape of a right triangle in its vertical cross-section, which is perpendicular such that the lower side 184 of the triangular shape is flush with the matching keel 12f. It is located adjacent to the lowermost outer surface of the lower cylindrical portion (12e) of the buoyancy hull (12).

In the embodiment of the present invention, the hypotenuse of the triangular shape extends upwardly and inwardly from the distal end of the lower side 184 of the triangle to be attached to the outer surface of the lower cylindrical portion 12e.

The number, size, and orientation of the at least one fin-shaped appendage can be varied depending on the optimal effect on inhibiting up-and-down motion. For example, the lower side 184 extends radially outward for a distance of approximately half the vertical height of the lower cylindrical portion 12e, and the hypotenuse is approximately equal to the lower cylindrical portion 12e from the keel level. It is attached to the lower cylindrical portion 12e at a vertical height of a quarter.

Alternatively, the lower edge 184 of the at least one fin-shaped appendage 84a extends radially outward when the radius r of the lower cylindrical portion 12e is defined as the first diameter D ₁ . do. At least one fin-shaped appendage 84a is shown defining a defined radial coverage, but a plurality of fin-shaped appendages defining more or less radial coverage to vary the added mass as needed. adjuncts may be used. Additional mass may be desirable depending on the requirements of the particular floating structure. However, additional mass is generally the least expensive method of increasing the mass of a floating structure for the purpose of influencing the natural cycle of motion.

3 shows a floating marine depot 10 with a main deck 12a and a superstructure 13 on the main deck.

At least one crane 53 is shown mounted on the superstructure 13 . The floating marine depot 10 includes a heliport that allows at least one takeoff and landing aircraft 400b and 400c, such as a plurality of helicopters or similar takeoff and landing aircraft, to take off and land simultaneously at a plurality of takeoff and landing sites rather than sequentially; The same may include at least one take-off and landing site (54b and 54c).

As used herein, the term "aircraft" may refer to helicopters, short takeoff and landing aircraft, dirigibles, unmanned aerial vehicles, hot air balloons, and aircraft such as these.

In an embodiment of the method of the present invention, the at least one take-off and landing sites 54b and 54c may each be mounted on pedestals extending from the buoyant hull of the floating marine depot. In other embodiments, the pedestal may support at least one take-off and landing pad 54b and 54c.

In an embodiment of the method of the present invention, at least one of the take-off and landing areas 54b and 54c is mounted on the main deck 12a or partially, such as a protrusion or a supported overhang on which the main deck 12a rests. may be transitioned through through the superstructure 13 , or entirely through the superstructure 13 .

In this aspect, a watercraft 200 enters the tunnel through the tunnel opening 31 and is in the tunnel and is disposed between the tunnel walls, of which the first tunnel wall 202 is marked. A boat lift 41 is also shown in the tunnel, which can lift the vessel to a working depth within the tunnel.

Tunnel opening 31 is shown with two doors, each having door fenders 38a and 38b to mitigate damage and prevent ships entering the tunnel from hitting the door.

In an embodiment of the method of the present invention, the floating marine depot 10 is (i) into a tunnel to reduce wave activity and to provide clearance guidance to the vessel, or (ii) into a vessel ( 200) outside the tunnel to enable self-guiding, or at least one door fender 38a and 38b disposed simultaneously in both (i) and (ii) locations (i) and (ii) reducing wave activity. have

The at least one chord 38a and 38b is such that the vessel 200 can safely at least It makes it possible to collide with one stationary chord 38a and 38b.

The floating marine depot 10 may have at least one self-guiding stabbing dock shape 79 .

A plurality of chain-shaped mooring ropes 16a to 16o are shown emerging from the main deck 12a.

A berthing facility 60 is shown on a portion of the relief 12g of the buoyant hull 12 . Relief 12g is shown connected to upper conical portion 12c and upper cylindrical side portion 12b.

Accommodation 55 is also shown in the superstructure.

4A shows a vessel 200 entering a tunnel between a first tunnel wall 202 and a second tunnel wall 204 and connected to a plurality of dynamically mobile tendering mechanisms 24a - 24h. Closable doors 34a and 34b are just before the tunnel opening, which may be sliding pocket doors to provide weathertight or watertight protection to the tunnel from the external environment. The starboard 206 hull and port 208 hull of the vessel are also shown.

Figure 4a shows a safe and convenient launch/docking of the vessel 200 and a tunnel for personnel to be embarked/disembarked, or equipment to be stored, with an internal dock side 29 , such as a dock, which allows the personnel to disembark and disembark. shows

Tunnel 30 is also shown with a lower tapering surface 81 that can create a "beach like" effect that occurs in water. Also shown is a vessel 200 within a portion of the tunnel between the first tunnel wall 202 and the second tunnel wall 204 and connected to a plurality of dynamically mobile tendering mechanisms 24a-24h.

At least one closable door 34a and 34b is also shown with the vessel having a port 208 and starboard 206 .

4B shows the vessel 200 within a portion of the tunnel between the first tunnel wall 202 and the second tunnel wall 204 and connected to a plurality of dynamically mobile tendering mechanisms 24a - 24h.

A plurality of dynamically mobile tendering mechanisms 24g and 24h are shown contacting the port 208 hull of the vessel 200 . The dynamic mobility tendering mechanisms 24c and 24d are shown contacting the starboard 206 hull of the vessel 200 . At least one closable door 34a and 34b is also shown.

4C shows a vessel in the tunnel between a first tunnel wall 202 and a second tunnel wall 204 and connected to a plurality of dynamically movable tendering mechanisms 24a-24h and also connected to a gangway 77. 200) is shown. At least one closable door 34a and 34b immediately preceding the tunnel opening, which may be a sliding pocket door oriented in the closed position to provide weathertight or watertight protection to the tunnel from the external environment. A plurality of dynamically mobile tendering mechanisms 24a - 24h are shown in contact with the buoyant hull of the vessel on both starboard 206 and port 208 . A lower tapering surface 81 is also shown.

5A shows one 24a of a plurality of dynamic mobility tendering mechanisms. Each dynamic movable tendering mechanism has a pair of parallel arms 39a and 39b mounted to either the first or second tunnel wall.

At least one tunnel fender 45 is connected to a pair of parallel arms 39a and 39b at the side of the parallel arm opposite the first tunnel wall or the second tunnel wall.

A plate 43 is mounted between a pair of parallel arms 39a and 39b and at least one tunnel fender 45 and the first tunnel wall 202 .

The plate 43 may be mounted over the tunnel floor 35 and arranged to extend simultaneously above the working depth 71 in the tunnel and below the working depth 71 in the tunnel.

The plate 43 may be arranged to dampen the movement of the vessel as it moves from side to side within the tunnel. The plate 43 and any dynamic mobility tendering mechanism can prevent damage to the ship's hull and push the ship away from the ship's hull without departing towards the center of the tunnel. Embodiments of the present invention allow a vessel to bounce within a tunnel without damage.

A plurality of pivot anchors 44a and 44b connect one of the parallel arms to the first or second tunnel wall.

Each of the plurality of rotating anchors 44a and 44b allows the plate 43 to move around an angle 62, which can be up to 90 degrees from the plane 61 of the wall, from a folded orientation to attach the plate 43 to the tunnel wall, A pair of parallel arms 39a and 39b and a plate 43 of at least one fender 45 simultaneously (i) protect the tunnel from the sloshing effects of waves and water surface, and (ii) the vessel Absorbs the vessel's kinetic energy as it moves within this tunnel, and (iii) applies a force to push the vessel away, keeping the vessel away from the walls of the tunnel.

A plurality of fender pivots 47a and 47b are shown, each said plurality of fender pivots 47a and 47b comprising a respective parallel arm 39a and 39b and at least one fender pivot 45 . form a connection between

Each fender pivot axis enables the fender to rotate at least 90 degrees from one side of the parallel arm to the opposite side of the parallel arm when the vessel makes contact with the at least one fender 45 .

A plurality of holes 52a to 52ae in the plate 43 reduce wave action. Each of the plurality of holes 52a to 52ae may have a diameter of 0.1 meters to 2 meters. In an embodiment of the present invention, the holes 52a to 52ae may be elliptical.

At least one hydraulic cylinder 28a and 28b is connected to each parallel arm to provide the fender with resistance to the pressure of the vessel and to extend and fold the plate from the tunnel wall.

Figure 5b shows a pair of parallel arms 39a mounted to the first tunnel wall 202 in a folded state.

The pair of parallel arms 39a are connected to one 44a of the plurality of rotation anchors engaged with the first tunnel wall 202 .

At least one of the plurality of fender pivot shafts (47a) may be mounted opposite one of the plurality of rotation anchors (44a) in the pair of parallel arms.

At least one tunnel fender 45 is mounted on at least one of the plurality of fender pivot shafts 47a.

The plate 43 is attached to a pair of parallel arms 39a.

At least one hydraulic cylinder 28a is attached to the parallel arm and the tunnel wall.

Figure 5c shows the plate 43 with a plurality of apertures 52a-52ag, which may be elliptical. The plate 43 is shown mounted above the tunnel floor 35 .

The plate 43 may extend both above and below the operable depth 71 .

A first tunnel wall 202, a plurality of rotating anchors 44a and 44b, parallel arms 39a and 39b, a plurality of fender pivot axes 47a and 47b, a tunnel 30, and at least one fender ( 45) is also shown.

5D shows an embodiment of a dynamic mobility tendering mechanism formed of a frame 74 instead of a plate. Frame 74 has a pair of intersecting tubulars 75a and 75b that form gaps 76a and 76b that allow water to pass through when the water in the tunnel is at an operable depth 71 . .

A first tunnel wall 202, a tunnel floor 35, a plurality of rotation anchors 44a and 44b, a pair of parallel arms 39a and 39b, a plurality of fender pivot shafts 47a and 47b, and at least one of the tunnel fender 45 is shown.

6 shows a perspective view of a boatlift assembly disposed within a tunnel of a floating marine depot;

In one or more embodiments of the method of the present invention, the boatlift assembly 40 is disposed within a tunnel.

The boatlift assembly 40 may include a boatlift assembly frame 42 having chocks 144 that may be positioned and arranged to support the vessel 200 . In an embodiment of the present invention, the boatlift assembly frame 42 may be formed in a rectangular shape of about 15 meters by 40 meters with I-beams with a safe operating load of 200 to 300 tons.

The boatlift assembly frame 42 accommodates a fast transport unit (“FTU”), such as an aluminum waterjet-propelled trimaran crew boat, capable of transporting up to 200 people at transport speeds of up to 40 knots. may be suitable for lifting. Drive assembly 46, which may include, for example, a system of rack and pinion gearing, piston-cylinder arrangements, or running rigging, is The assembly frame 42 is raised and lowered with its payload. The boat lift assembly can lift the vessel 200 by 1 meter to 2 meters or more relative to the floating marine depot to eliminate both up-and-down motion and sway of the vessel 200, thereby allowing passengers to board and disembark. Set up a safe environment.

In an embodiment of the method of the present invention, high pressure air and/or water nozzles are placed in the tunnel to affect waves and localized swell action within the tunnel by air raiding the water column. It can be placed at various points below the water surface.

In an alternative embodiment of the method of the present invention using an active boatlift assembly to lift the vessel 200, the floating marine depot is positioned in the water to allow the vessel 200 to enter the tunnel. can be ballasted to lower When the vessel 200 is placed on a suitable choke, the floating marine depot may be deballasted, thereby raising the floating marine depot further above the water surface, draining water from the tunnel, and the vessel 200 . ) causes him to land on his choke in a dry dog state.

7 shows a side view, in partial cross-section, of the buoyant hull of a flotation marine depot, showing a plurality of baffles 37a - 37h for reducing waves in the tunnel 30 .

The floating marine depot 10 may be configured to be afloat to transition from a floating orientation having a floating operable depth 71 or a floating transport depth 70 to a ballasted orientation resting on the seabed 312 . .

The pedestals 88a, 88b, and 88c are shown supporting at least one landing and are mounted on the main deck or partially or wholly superstructure ( 13) can be transferred. A plurality of take-off and landing aircraft 400a, 400b and 400c are shown.

Thresholds 33 are shown disposed at or adjacent to the entrance of tunnel 30 , which reduces the wave energy entering tunnel 30 . At least one of the plurality of baffles 37a to 37h may be included in the tunnel bottom 35 to further reduce the tendency of sloshing in the tunnel.

The tunnel 30 may be formed in or through the buoyant hull 12 at the waterline. Tunnel 30 may provide a sheltered area within buoyancy hull 12 for safe and convenient launching/docking of boats and embarkation/disembarkation of personnel. Tunnel 30 may have a lower tapering surface 81 that provides a “beach effect” that absorbs most of the wave energy at the tunnel entrance(s), thereby absorbing most of the wave energy in the tunnel. Reduces slamming and harmonic effects on the boat when traversing or moored. Tunnel 30 may optionally include or be part of a moon pool that is opened through matching keel 12f. If provided, this moonpool could be opened to the sea below, for example using a grating to prevent items from falling through it, or, if desired, closed by a watertight hatch. The open moonpool provides a slightly better overall motion response.

In an embodiment of the method of the present invention, the tunnel 30 may have at least one closeable door at every entrance. In an embodiment of the present invention, the at least one closable door may be watertight or weathertight and may open and close as needed. The at least one closable door 34a and 34b may have a robust rubber fender to reduce the likelihood of damage to the buoyant hull 12 and the vessel in the event of a collision. Possible doors 34a and 34b may also function as a guiding and stabbing system. The interior of the tunnel 30 includes fenders that facilitate docking. When the at least one closable door 34a and 34b is closed, the tunnel 30 with the tunnel bottom 35 is used to create a dry dock environment within the buoyant hull 12 , for example, gravity based drainage. It can be drained using a high-performance pump located in the pump room of the system or floating marine depot. A weathertight door, which may include an opening below the waterline, may be used in place of the watertight door to allow controlled circulation of water between the tunnel 30 and the exterior. The at least one closable door 34a and 34b may be hinged, or may slide vertically or transversely as is known in the art.

The tunnel 30 may include a single branch or a plurality of branches passing through the buoyant hull 12 several times. Tunnel 30 may include straight, curved, tapered portions and intersections at various elevations and arrangements.

FIG. 8 shows a side view in partial cross-section of the buoyant hull of a flotation marine depot showing a plurality of baffles 37a - 37h for reducing waves within the tunnel 30 .

Floating marine depot 10 may be configured to be a flotation mode to transition from a flotation orientation having a flotation operation depth 71 .

The threshold 33 is shown disposed at or adjacent to the entrance of the tunnel 30 , which reduces the wave energy entering the tunnel 30 . At least one of the plurality of baffles 37a to 37h may be included in the tunnel bottom 35 to further reduce the tendency of sloshing in the tunnel.

In embodiments of the present invention, the tunnel 30 may be formed in or through the buoyant hull 12 at the waterline. Tunnel 30 provides a sheltered area within buoyancy hull 12 for safe and convenient launching/docking of boats and embarkation/disembarkation of personnel. Tunnel 30 may have a lower tapering surface 81 that provides a "beach effect" that absorbs most of the wave energy at the tunnel entrance(s), thereby affecting the boat when traversing or mooring within the tunnel. Reduces slamming and harmonic effects. Tunnel 30 may optionally include or be part of a moon pool that is opened through matching keel 12f. In an embodiment of the present invention, if provided, this moonpool can be opened to the sea below, for example using a grating to prevent objects from falling through it, or, if desired, to a watertight hatch. can be closed by The open moon pool provides slightly better overall movement response.

In an embodiment of the method of the present invention, the tunnel 30 has at least one closable door at every entrance. In an embodiment of the present invention, the at least one closable door may be watertight or weathertight and may open and close as needed. The at least one closable door 34a and 34b may have a robust rubber fender to reduce the likelihood of damage to the buoyant hull 12 and the vessel in the event of a collision. 34a and 34b) may also function as guiding and stabbing systems. The interior of the tunnel 30 includes fenders that facilitate docking. When the at least one closable door 34a and 34b is closed, the tunnel 30 with the tunnel bottom 35 is used to create a dry dock environment within the buoyant hull 12 , for example, gravity based drainage. It can be drained using a high-performance pump located in the pump room of the system or floating marine depot. A weathertight door, which may include an opening below the waterline, may be used in place of a watertight door to allow controlled circulation of water between the tunnel 30 and the exterior. The at least one closable door 34a and 34b may be hinged or slidable vertically or transversely as is known in the art.

Fig. 9 shows the body axis end of the buoyant hull of the floating marine depot, a straight tunnel formed completely therethrough;

In an embodiment of the present invention, the tunnel 30 is a straight tunnel that completely penetrates the buoyant hull 12 .

At least one fin-shaped appendages 84a - 84d can be used to create additional mass and reduce up-and-down motion, or otherwise to stabilize the floating marine depot 10 . A plurality of fin-shaped appendages 84a to 84d are attached to the lower and outer portions of the lower cylindrical side portion of the buoyant hull 12 .

In one or more embodiments shown, the plurality of fin-shaped appendages 84a - 84d may have at least four fin-shaped appendages spaced from each other by gaps. Gap 86 is shown to receive one 16a of a plurality of catenary mooring ropes without contact with a plurality of fin-shaped appendages 84a - 84d on the exterior of the buoyant hull 12 . A plurality of chain mooring ropes 16a to 16p are also shown.

10 depicts the body axis end of the buoyant hull 12 of a flotation marine depot in accordance with one or more embodiments.

In an embodiment of the present invention, the tunnel 30 is a cross-shaped tunnel, which has an entrance formed through the buoyant hull 12 at a spacing of 90 degrees.

In this embodiment, the cross shape 89 may define a plurality of tunnel openings 31a - 31d in the buoyant hull 12 of the flotation marine depot.

Tunnel 30 provides four entrances spaced at 90 degrees relative to buoyant hull 12 . The floating marine depot may ideally be moored such that at least one of the plurality of tunnel openings 31a-31d may be the leeward of prevailing winds, waves, and currents.

Each of the plurality of tunnel openings 31a to 31d is formed outwardly in the buoyant hull with respect to the tunnel 30 . Each tunnel opening of the plurality of tunnel openings 31a to 31d has at least one tunnel fender 45a to 45l.

At least one fin-shaped appendage 84a - 84d is shown together with a plurality of chain-shaped mooring ropes 16a - 16p. A gap 86 is shown to receive one 16a of a plurality of catenary mooring ropes without contact with at least one fin-shaped accessory 84a - 84d on the exterior of the buoyant hull 12 .

11 shows a plan view from above of a Y-shaped tunnel in the buoyancy hull of a floating marine depot;

In an embodiment of the present invention, the tunnel 30 has a tunnel opening 31a that communicates with a first branch 36a and a second branch 36b, respectively, directed to additional openings 31b and 31c in the buoyant hull 12 . It is Y-shaped with

When in operation, a fast moving unit (FTU) or similar vessel can arrive in close proximity to a moored and stable floating marine depot. Ideally, the vessel could approach the entrance of the tunnel, which would be the most impenetrable tunnel entrance from wind, waves and currents. If not already flooded, the tunnel can be flooded. At least one closable door is opened, and the vessel can then enter the tunnel on its own power. The at least one chord and the at least one self-guiding stabbing dock shape of the tunnel may provide safe and reliable spacing guidance. One or more self-guided stabbing dock types may be used.

At least one tunnel fender can eliminate or significantly reduce the riding and bouncing of the vessel on the inner dock side of the tunnel. Once the vessel has passed the entrance, the at least one closable door may be closed to reduce wave, wind, and swell effects from external environmental factors. The vessel may be aligned over the boatlift assembly and optionally supported by the use of controlled and monitored cameras and transport systems. The vessel can then be lifted by the boatlift assembly as desired. The reverse procedure may be used to launch the vessel.

Floating marine depots can be designed and sized to meet the requirements of any particular application. Areas can be scaled using the well-known Proud scale method. The area of the tunnel is about 17 meters wide and about 21 meters high, which can be scaled appropriately. Such an area is suitable for the tri-hull FTU described above.

In an embodiment of the method of the present invention, the flotation marine depot has a flotation transport depth and an operable depth, the operative depth being the flotation hull using a ballast pump after moving the structure at the flotation transport depth to an operable position. This can be achieved by filling the ballast tanks in the

In embodiments of the method of the present invention, the flotation transport depth may be between about 7 meters and 15 meters, and the operable depth may be between about 45 meters and about 65 meters. Tunnels may be out of water during transport.

In another embodiment of the method of the present invention, a straight, curved, or tapering portion in the buoyant hull forms a tunnel.

In an embodiment of the method of the present invention, the method provides a resort comprising an arcade and/or entertainment facility in a floating marine depot.

In an embodiment of the method of the present invention, the method provides a military staging area for a floating marine depot.

In an embodiment of the method of the present invention, the plate, the at least one closable door, and the buoyant hull may be made of steel.

In an embodiment of the method of the present invention, the floating marine depot has a lower frustoconical side portion extending downwardly from the upper cylindrical side portion.

In an embodiment of the method of the present invention, the floating marine depot comprises a frustoconical flank between the relief and the lower frustoconical side.

In an embodiment of the method of the present invention, the method of the present invention uses the tunnel for safe and convenient launching/docking of the vessel and the interior dock side of the tunnel for the embarkation/disembarkation of the crews protected within the buoyant hull. Floating marine depots may be used to provide a protected area within the buoyant hull using the inner dock side of the tunnel to provide an area and to move equipment between the vessel and the floating marine depot.

The method of the present invention may use a floating marine depot with a buoyant hull having a hull planform that is round, oval, oval, or polygonal.

In embodiments of the method of the present invention, the buoyant hull may have a matching keel and main deck.

In an embodiment of the method of the present invention, it may have at least two parts connected in series between the buoyancy hull and the main deck and symmetrical about the vertical axis.

In an embodiment of the method of the present invention, the connecting portion extends from the main deck toward the matching keel and has at least two upper cylindrical side portions, a relief portion, and a lower cylindrical portion.

In an embodiment of the method of the present invention, the buoyant hull has a tunnel at an operable depth. The tunnel has a tunnel opening that opens out of the buoyant hull to the buoyant hull to accommodate the vessel.

In an embodiment of the method of the invention, the floating marine depot has a lower frustoconical side portion extending downwardly from the upper cylindrical side portion.

In an embodiment of the method of the invention, the floating marine depot has an upper cone between the relief and the lower frustoconical side.

In an embodiment of the method of the present invention, the floating marine depot provides selective isolation of the tunnel from the outside; Thereby, the tunnel can operate in either wet or dry environments while floating marine depots are floating in the water.

In an embodiment of the method of the present invention, the floating marine depot may be configured to maintain the tunnel in a dry or wet environment while it is afloat.

In an embodiment of the method of the invention, the buoyancy marine depot has a second tunnel opening in the buoyancy hull for the tunnel to open outward of the buoyancy hull.

In an embodiment of the method of the present invention, the floating marine depot has first and second branches to the tunnel, each branch capable of passing through the floating hull.

In an embodiment of the method of the present invention, the floating marine depot may have the shape of a cross with respect to the tunnel, which defines a plurality of tunnel openings in the floating hull.

In an embodiment of the method of the present invention, the floating marine depot has a main deck configured to mount a superstructure, the superstructure comprising a berth, accommodation, at least one heliport, at least one crane, a control tower, and at least one and at least one component selected from the group consisting of an aircraft hangar of

In an embodiment of the method of the present invention, the floating marine depot includes an optional baffle to reduce waves in the tunnel.

In an embodiment of the method of the present invention, the floating marine depot comprises a moonpool configured to engage a moonpool tunnel configured to open through a matching keel.

In an embodiment of the method of the present invention, a flotation marine depot is disposed within the tunnel to reduce wave activity and to provide clearance guidance outside the vessel and tunnel opening to enable self-guiding of the vessel into the tunnel. have the present

In an embodiment of the method of the present invention, the floating marine depot has the form of a self-guided stabbing dock for the tunnel.

In an embodiment of the method of the present invention, the floating marine depot has a gangway for traversing between a structure and an adjacent structure.

In an embodiment of the method of the present invention, the flotation marine depot has a buoyant hull with a low center of gravity that provides inherent stability to the structure.

In an embodiment of the method of the present invention, the floating marine depot has at least one fin-shaped appendage attached to the outer lower and outer portions of the floating hull.

In an embodiment of the method of the present invention, the floating marine depot has a lower tapering surface at the entrance of the tunnel, which provides a "beach effect" that absorbs most of the energy of the surface wave.

In an embodiment of the method of the present invention, the floating marine depot has a tunnel bottom with the floating marine depot suitable for draining water from the tunnel to create a dry dock environment within the buoyant hull.

In an embodiment of the method of the present invention, a straight, curved, or tapered portion of the buoyant hull of a flotation marine depot forms a tunnel.

In an embodiment of the method of the present invention, the floating marine depot comprises a plurality of thrusters and a plurality of thrusters for dynamically mooring the floating marine depot to the sea bed or for providing dynamic positioning control while communicating with a satellite positioning system. It has a chain-shaped mooring rope of

In an embodiment of the method of the present invention, the floating marine depot is configured to float on the water in addition to ballast down to the seabed. In essence, this particular floating marine depot could be adapted to sink to the seabed for different operational and transport uses in addition to floating at both different heights.

Although these embodiments have been described with emphasis on embodiments, it should be construed that the embodiments not specifically described herein can be practiced within the scope of the claims of the present invention.

Claims (21)

A method of using a floatable offshore depot comprising:
a. providing a sheltered area consisting of a tunnel within the buoyant hull for safe and convenient launching or docking of ships;
b. providing an interior dock side within the tunnel for embarkation or disembarkation of personnel;
c. providing a protected area comprised of a tunnel with the inner dock side within the buoyant hull for transporting equipment between the vessel and the flotation marine depot;
comprising the steps;
the tunnel includes a first tunnel wall and a second tunnel wall for receiving a vessel therebetween, and at least one of the first tunnel wall and the second tunnel wall includes a recess;
the inner dock side is within the recess and allows for dismounting of personnel such as a dock or equipment to be stored;
The floating marine depot is:
(i) the buoyant hull having a hull planform that is circular, oval, oval, or polygonal;
(ii) a matching keel and main deck constructed for marine stability;
(iii) a tunnel bottom enabling the creation of a dry dock environment within the buoyant hull when water is drained from the tunnel; and
(iv) a plurality of dynamic movable tendering mechanisms disposed within the tunnel and coupled to the first and second tunnel walls, the plurality of dynamic movable tendering mechanisms disposed between the recess and the tunnel bottom;
including,
At least two connections are engaged between the matching keel and the main deck, the two connections are connected in series and symmetrical about a vertical axis, the two connections extending from the main deck toward the matching keel; At least two connections are:
1. Upper cylindrical side part;
2. transition section; and
3. Lower cylindrical part;
at least two of; And
When the buoyancy hull is at a floating operational depth, the tunnel of the buoyancy hull formed within the buoyancy hull for receiving the vessel is: outside of the buoyancy hull to the buoyancy hull and comprising a tunnel opening sized to receive the vessel and open to the furnace; And
Method of using a floating marine depot, characterized in that the floating marine depot is configured to be afloat in transition from a floating working depth or a floating transit depth to a landing on the seabed.
The method of claim 1 wherein said floating marine depot comprises a lower frustoconical side portion extending downwardly from said upper cylindrical side portion.
The method of claim 1 wherein said flotation marine depot comprises an upper cone between said relief portion and said lower frustoconical side portion.
2. The floating marine depot according to claim 1, wherein said floating marine depot provides selective separation of said tunnel from the exterior of said buoyant hull, said tunnel being in a wet environment while said floating marine depot is floating or settling on the seabed; or A method of using a floating marine depot, characterized in that it can operate even in dry environments.
The method of claim 1 wherein said flotation marine depot comprises an additional tunnel opening in said buoyant hull facing out of said buoyant hull.
The method of claim 1, wherein said flotation marine depot comprises at least one branch line for a tunnel, each branch having an additional tunnel opening.
The method of claim 1 wherein said flotation marine depot comprises a shape of a cross for a tunnel defining a plurality of tunnel openings in said buoyant hull.
2. The method of claim 1, wherein said floating marine depot comprises said main deck configured to have a superstructure, said superstructure comprising a berth, lodging facility, take-off and landing site, crane, control tower, aircraft hangar, recreation room and/or entertainment A method of using a floating marine depot, comprising at least one component selected from the group consisting of a resort including facilities, and a gathering place for military personnel.
The method of claim 1 wherein said flotation marine depot comprises a plurality of baffles for reducing waves in said tunnel.
The method of claim 1 wherein said floating marine depot comprises a moonpool configured to fluidly abut said tunnel and open through said matching keel.
2. The method of claim 1 wherein said floating marine depot comprises a plurality of fenders, said plurality of fenders positioned within said tunnel to reduce wave activity and provide clearance guidance to said vessel. and at least one gate fender and at least one tunnel fender disposed at a location outside the tunnel to enable self-guiding of the vessel into the tunnel.
The method of claim 1 wherein said floating marine depot comprises a self-guiding stabbing dock shape for the tunnel.
The method of claim 1 wherein said floating marine depot comprises a gangway for traversing between said floating marine depot and an adjacent structure.
2. A floating marine depot according to claim 1, wherein said floating marine depot comprises said buoyant hull with a low center of gravity providing inherent stability to said floating marine depot. How to use.
3. The floating ocean of claim 1, wherein the flotation marine depot comprises at least one fin-shaped appendages attached to the outer lower and outer portions of the flotation hull. How to use the depot.
2. The method of claim 1, wherein said floating marine depot comprises a lower tapering surface at the entrance of said tunnel, which provides a "beach effect" for absorbing the energy of surface waves. How to use a floating marine depot.
2. The buoy of claim 1, wherein said buoyant marine depot comprises at least one straight, curved, or tapering portion defining at least one first tunnel wall and a second tunnel wall in said buoyant hull. How to use the Aquaculture Marine Depot.
The method of claim 1 , wherein the flotation marine depot dynamically moors the flotation marine depot to the seabed or while in communication with a dynamic positioning system. A method of using a floating marine depot comprising a plurality of thrusters for dynamically positioning and a plurality of catenary mooring lines.
The method of claim 1 , wherein the aquaculture depot comprises a plurality of take-off and landing sites, each of the plurality of take-off and landing sites configured to enable an aircraft to take off and land simultaneously from one of the plurality of take-off and landing sites. How to use a floating marine depot characterized by it.
3. A method according to claim 2, characterized in that the flotation transport depth is approximately the intersection of the lower frustoconical side portion and the lower ellipsoidal portion.
4. Method according to claim 3, characterized in that the flotation transport depth is located just below the intersection of the upper cone with the upper cylindrical side portion.

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