NO20110483A1 - escape route - Google Patents
escape route Download PDFInfo
- Publication number
- NO20110483A1 NO20110483A1 NO20110483A NO20110483A NO20110483A1 NO 20110483 A1 NO20110483 A1 NO 20110483A1 NO 20110483 A NO20110483 A NO 20110483A NO 20110483 A NO20110483 A NO 20110483A NO 20110483 A1 NO20110483 A1 NO 20110483A1
- Authority
- NO
- Norway
- Prior art keywords
- hatch
- vessel
- room
- lockable hatch
- lockable
- Prior art date
Links
- 238000009423 ventilation Methods 0.000 claims description 4
- 230000009194 climbing Effects 0.000 claims 4
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 description 9
- 241001481833 Coryphaena hippurus Species 0.000 description 1
- 206010011906 Death Diseases 0.000 description 1
- QVGXLLKOCUKJST-UHFFFAOYSA-N atomic oxygen Chemical compound [O] QVGXLLKOCUKJST-UHFFFAOYSA-N 0.000 description 1
- 238000000034 method Methods 0.000 description 1
- 229910052760 oxygen Inorganic materials 0.000 description 1
- 239000001301 oxygen Substances 0.000 description 1
- 239000011435 rock Substances 0.000 description 1
- 230000004083 survival effect Effects 0.000 description 1
- 230000001960 triggered effect Effects 0.000 description 1
Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING
- B63B17/00—Vessels parts, details, or accessories, not otherwise provided for
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING
- B63B19/00—Arrangements or adaptations of ports, doors, windows, port-holes, or other openings or covers
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING
- B63B29/00—Accommodation for crew or passengers not otherwise provided for
- B63B29/20—Arrangements or adaptations of ladders
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63C—LAUNCHING, HAULING-OUT, OR DRY-DOCKING OF VESSELS; LIFE-SAVING IN WATER; EQUIPMENT FOR DWELLING OR WORKING UNDER WATER; MEANS FOR SALVAGING OR SEARCHING FOR UNDERWATER OBJECTS
- B63C9/00—Life-saving in water
- B63C9/28—Adaptations of vessel parts or furnishings to life-saving purposes
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63J—AUXILIARIES ON VESSELS
- B63J2/00—Arrangements of ventilation, heating, cooling, or air-conditioning
- B63J2/02—Ventilation; Air-conditioning
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F21—LIGHTING
- F21L—LIGHTING DEVICES OR SYSTEMS THEREOF, BEING PORTABLE OR SPECIALLY ADAPTED FOR TRANSPORTATION
- F21L4/00—Electric lighting devices with self-contained electric batteries or cells
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING
- B63B3/00—Hulls characterised by their structure or component parts
- B63B3/14—Hull parts
- B63B3/62—Double bottoms; Tank tops
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Ocean & Marine Engineering (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- General Engineering & Computer Science (AREA)
- Emergency Lowering Means (AREA)
- Ladders (AREA)
- Buildings Adapted To Withstand Abnormal External Influences (AREA)
- Control Of Motors That Do Not Use Commutators (AREA)
- Valve-Gear Or Valve Arrangements (AREA)
- Table Devices Or Equipment (AREA)
Description
Teknisk felt Technical field
Foreliggende oppfinnelse omhandler en anordning og en fremgangsmåte for evakuering av et fartøy, og spesielt evakuering av et fartøy som har kantret og hvor de resterende rømningsveiene av ulike grunner ikke kan benyttes. The present invention relates to a device and a method for evacuating a vessel, and in particular evacuating a vessel that has capsized and where the remaining escape routes cannot be used for various reasons.
Bakgrunn for oppfinnelsen Background for the invention
Når et fartøy kantrer oppstår det et problem ved at man ikke har muligheten til å kunne benytte seg av de vanlige nødutgangene i et skip. Dette fordi de enten befinner seg under vann eller er vanskelige å benytte seg av. I tillegg oppstår det et problem ved at personer som befinner seg i bunn av fartøyet, som for eksempel i maskinrommet, må finne vei ut av fartøyet når det ligger opp/ned og ta seg ut via rømningsveier som fylles med vann. When a vessel capsizes, a problem arises in that one does not have the opportunity to use the normal emergency exits in a ship. This is because they are either under water or are difficult to use. In addition, a problem arises in that people who are at the bottom of the vessel, such as in the engine room, have to find their way out of the vessel when it is upside down and get out via escape routes that are filled with water.
Videre er det viktig at vanntette skott stenges så raskt som mulig for å unngå at fartøyet fylles med vann for at det ikke skal synke. Det oppstår dermed en fare for at personer blir fanget inne i båten ved en kantring og at de må skjæres ut. Furthermore, it is important that watertight bulkheads are closed as quickly as possible to avoid the vessel being filled with water so that it does not sink. There is thus a danger that people will be trapped inside the boat in the event of a capsize and that they will have to be cut out.
Det finnes ved dagens situasjon ingen effektiv løsning for evakuering av et kantret fartøy og i rapporten "Risikoberegninger for innenriks ferjetrafikk 2008", utført av Sjøfartsdirektoratet, Statens vegvesen og Rederienes landsforening, konkluderes det med at "kantring er en ulykkestype med liten sannsynlighet, men potensielt store konsekvenser." In the current situation, there is no effective solution for evacuating a capsized vessel and in the report "Risk calculations for domestic ferry traffic 2008", carried out by the Norwegian Maritime Directorate, the Norwegian Road Administration and the Norwegian Shipping Association, it is concluded that "capsulation is a type of accident with a low probability, but potentially major consequences."
Disse konsekvensene finnes det mange eksempler på fra de siste årene bare fra norske skip. There are many examples of these consequences from recent years only from Norwegian ships.
MS «Bourbon Dolphin» var et ankerhåndteringsskip eid av rederiet Bourbon Offshore Norway i Fosnavåg. Det var bygget ved Ulstein Verft i 2006 og var av typen «Ulstein A102.» Skipet kantret under flytting av anker for den halvt nedsenkbare flyteriggen Transocean Rather om lag 75 nautiske mil nordvest for Shetland, klokka 18.20 den 12. april 2007. Sju av mannskapet på 15 ble reddet i live, åtte ble funnet omkommet. MS "Bourbon Dolphin" was an anchor handling vessel owned by the shipping company Bourbon Offshore Norway in Fosnavåg. It was built at Ulstein Verft in 2006 and was of the type "Ulstein A102." The ship capsized while moving anchor for the semi-submersible floating rig Transocean Rather about 75 nautical miles northwest of Shetland, at 18:20 on 12 April 2007. Seven of the crew of 15 were rescued alive, eight were found dead.
MS «Rocknes» er et spesialfartøy for dumping av steinmasse på havbunnen. Om ettermiddagen 19. januar 2004 var skipet på sørgående i Vatlestraumen, like sør for Bergen. Etter en grunnberøring på en umerket nimetersgrunne, fikk MS «Rocknes» stabilitetsproblemer og slagside mot styrbord. Etter kort tid kantret hun og ble liggende med bunnen i været. Av de 30 som var ombord, omkom 18. MS "Rocknes" is a special vessel for dumping rock mass on the seabed. In the afternoon of 19 January 2004, the ship was heading south in Vatlestraumen, just south of Bergen. After a grounding on an unmarked nine-metre ground, MS "Rocknes" suffered stability problems and struck her starboard side. After a short time she capsized and was left with her bottom in the air. Of the 30 on board, 18 died.
US 1130301 A beskriver en løsning hvor man har en luke som kan åpnes i bunnen av et redningsfartøy. Oppfinnelsen beskriver en løsning som skal gjøre det mulig å komme seg ut av redningsfartøyer hvis de skulle bli skylt på land opp/ned og man ikke har muligheten til å åpne hovedluken på toppen av fartøyet. US 1130301 A describes a solution where you have a hatch that can be opened at the bottom of a rescue vessel. The invention describes a solution that should make it possible to get out of rescue vessels if they were to be washed ashore upside down and you do not have the opportunity to open the main hatch on top of the vessel.
Denne løsningen er kun beregnet på relativt små fartøy og kun hvis det blir skylt på land. This solution is only intended for relatively small vessels and only if it is washed ashore.
Sammenfatning av oppfinnelsen Summary of the Invention
Det er derfor et formål med den foreliggende oppfinnelsen, slik den er beskrevet i kravsettet å løse problemene nevnt over. Dette gjøres ved å implementere en nødutgang i bunnen av fartøyet som kan åpnes innenfra ved tilfellet av en kantring. It is therefore an aim of the present invention, as described in the set of requirements, to solve the problems mentioned above. This is done by implementing an emergency exit at the bottom of the vessel that can be opened from the inside in the event of a capsize.
Løsningen består i at det lages en sjakt eller liknende, f.eks. fra kontrollrom for å komme seg til den indre luken i bunnen av båten. Videre åpner man den indre luken for så å klatre inn i et rom mellom indre og ytre del av skroget. Når alle er inne i rommet lukker man første luke for så å åpne den ytre. Til slutt feller man ut en taustige for å kunne ta seg fra luken og ned til vannet. The solution consists in making a shaft or similar, e.g. from the control room to get to the inner hatch at the bottom of the boat. You then open the inner hatch and then climb into a space between the inner and outer parts of the hull. When everyone is inside the room, close the first hatch and then open the outer one. Finally, a rope ladder is folded out to be able to get from the hatch down to the water.
Deretter kan man trykt sette seg i oppblåsbare livbåter og vente på at redningsmannskapene kommer. You can then sit in inflatable lifeboats and wait for the rescue crews to arrive.
Kort beskrivelse av figurene Brief description of the figures
Figur 1 viser et tverrsnitt av skroget på en båt med en utførelsesform av oppfinnelsen implementert. Figur 2 viser et mer detaljert bilde av selve oppfinnelsen i henhold til utførelsesformen vist i figur 1. Figur 3 viser skroget på et fartøy sett fra utsiden med oppfinnelsen implementert. Figure 1 shows a cross-section of the hull of a boat with an embodiment of the invention implemented. Figure 2 shows a more detailed picture of the invention itself according to the embodiment shown in Figure 1. Figure 3 shows the hull of a vessel seen from the outside with the invention implemented.
Detaljert beskrivelse Detailed description
Figur 1 viser en utførelsesform av oppfinnelsen. Her vises et tverrsnitt av skroget 101 til et fartøy. Man kan se at skroget består en indre 102 og en ytre 101 del med et luftlag i mellom. Dette er en vanlig løsning på store fartøy og kalles vanntette skott. Dette er for å hindre at vann strømmer inn i båten hvis det skulle gå hull på det ytre skroget 101. Figure 1 shows an embodiment of the invention. A cross-section of the hull 101 of a vessel is shown here. You can see that the hull consists of an inner 102 and an outer 101 part with an air layer in between. This is a common solution on large vessels and is called watertight bulkheads. This is to prevent water from flowing into the boat if there were to be a hole in the outer hull 101.
Videre ser man at det befinner seg en nødluke 103 i det ytre skroget, denne slår inn i evakueringsrommet 107. Dette er for å sikre at det skal være mulig å åpne luken 103 hvis skipet ligger tungt i sjøen og luken 103 er delvis under vann. You can also see that there is an emergency hatch 103 in the outer hull, which opens into the evacuation room 107. This is to ensure that it will be possible to open hatch 103 if the ship is lying heavily in the sea and hatch 103 is partially under water.
Luken 103 åpnes ikke før alle har tatt på redningsutstyret som ligger klart i evakueringsrommet 107, og vil derfor være forberedt på de utfordringer som en eventuelt møter. Poenget er at alle som står inne i evakueringsrommet 107 må være forberedt på inntrenging av sjø når luken 103 åpnes. Hatch 103 is not opened until everyone has put on the rescue equipment that is ready in evacuation room 107, and will therefore be prepared for any challenges that may be encountered. The point is that everyone standing inside the evacuation room 107 must be prepared for the intrusion of sea when hatch 103 is opened.
Knyttet til denne luken 103 er det for eksempel enten en taustige 104, eller en stige 108 slik at mannskapet som befinner seg i evakueringsrommet kan klatre opp og ut av denne luken 103. Connected to this hatch 103 is, for example, either a rope ladder 104 or a ladder 108 so that the crew in the evacuation room can climb up and out of this hatch 103.
I tilknytning til det indre skroget finnes det en ytterligere nødluke 105. Nødluken 105 skal slå innover. Dette begrunnes med at ved eventuell skrogskade og ved sjø i evakueringsrommet skal det ikke være mulig å åpne luken. Dette kan få katastrofale følger og i verste fall fremskynde synking av skipet. Adjacent to the inner hull, there is a further emergency hatch 105. The emergency hatch 105 must swing inwards. This is justified by the fact that in the event of hull damage and at sea in the evacuation room, it should not be possible to open the hatch. This can have disastrous consequences and, in the worst case, hasten the sinking of the ship.
Denne luken 105 gir tilgang til det lufttette evakueringsrommet, 107. This hatch 105 gives access to the airtight evacuation room, 107.
Det er i likhet med den ytterste luken 103 tilkoblet stigtrinn, 204, for at det skal bli mulig for personene som befinner seg i båten å komme seg til evakueringsrommet 107 mellom de to lukene 105, 103. Similar to the outermost hatch 103, a step, 204, is connected to it, so that it will be possible for the people in the boat to get to the evacuation room 107 between the two hatches 105, 103.
Videre vil nødlys automatisk tenne i kontrollrom, sjakt og evakueringsrom om skipet skulle ende opp ned. Furthermore, emergency lights will automatically light up in the control room, shaft and evacuation room if the ship ends up upside down.
En lufteventil sørger for ventilering i evakueringsrom. Denne ventilen stenges før siste nødluke åpnes. Ventilen kan også lukkes fra maskinrom ved f.eks. skrogskader. An air valve ensures ventilation in evacuation rooms. This valve is closed before the last emergency hatch is opened. The valve can also be closed from the engine room by e.g. hull damage.
Alle disse taustigene felles automatisk ut hvis skipet skulle kantre. Videre vil lamper bli utløst slik at det er mulig å orientere seg hvis strømmen skulle gå. All these rope ladders fold out automatically if the ship were to capsize. Furthermore, lamps will be triggered so that it is possible to find your way if the power goes out.
Lukene kan med fordel ha en løsning som gjør det umulig å åpne den ytterste luken 103 hvis den indre 105 er åpen. Dette er for å hindre at åpningen av luken skal påvirke flyteevnen til båten. Hvis begge lukene er åpne samtidig vil luften som holder båten flytende slippe ut når man evakuerer båten. The hatches can advantageously have a solution that makes it impossible to open the outermost hatch 103 if the inner one 105 is open. This is to prevent the opening of the hatch from affecting the buoyancy of the boat. If both hatches are open at the same time, the air that keeps the boat afloat will escape when the boat is evacuated.
Det dannes derfor en vanntett sluse hvor alle som skal evakueres denne veien må igjennom. A watertight lock is therefore formed through which everyone who is to be evacuated this way must pass through.
I figur 2 ser man løsningen fra figur 1 i ytterligere detalj. Her sees en sjakt med stigetrinn til den innerste luken ned til rommet som skal evakueres. Videre er det montert nødlys rundt luken for at de som befinner seg i rommet som skal evakueres, skal kunne finne frem til luken hvis det elektriske systemet på båten ikke virker. Figure 2 shows the solution from Figure 1 in further detail. Here you can see a shaft with steps to the innermost hatch down to the room to be evacuated. Furthermore, emergency lights have been installed around the hatch so that those in the room to be evacuated can find the hatch if the electrical system on the boat fails.
Lyset fra disse lampene 201 er koblet til en batteripakke 202 som aktiveres når båten får en slagside over et vist antall garder. The light from these lamps 201 is connected to a battery pack 202 which is activated when the boat is hit over a certain number of yards.
Inne i evakueringsrommet 107 mellom de to lukene 103, 105 finnes det også nødlys som er drevet av den samme batteripakken. Her finnes det videre beholdere 203 med redningsutstyr som mannskapet kan benytte i forbindelse med evakueringen. Eksempler på dette utstyret er redningsdrakter, redningsvester, oppblåsbare redningsflåter, nødbluss, surstoff og lignende. Inside the evacuation room 107 between the two hatches 103, 105 there are also emergency lights which are powered by the same battery pack. Here there are also containers 203 with rescue equipment that the crew can use in connection with the evacuation. Examples of this equipment are life jackets, life jackets, inflatable life rafts, emergency flares, oxygen and the like.
Videre er evakueringsrommet 107 forsynt med ventilering 205 uansett hvilken tilstand skipet befinner seg i. Dette skyldes at området blir klassifisert som fuktig og rått område. For at nødutstyr og lignende ikke skal bli ødelagt må det være en form for ventilasjon. Lufteventilen kan enkelt stenges før man forlater skipet. Skulle skipet gå på grunn, slik at skroget blir skadet, kan ventilen også lukkes fra for eksempel maskinrom. Furthermore, the evacuation room 107 is provided with ventilation 205 regardless of the condition the ship is in. This is because the area is classified as a damp and raw area. In order for emergency equipment and the like not to be destroyed, there must be some form of ventilation. The air valve can easily be closed before leaving the ship. Should the ship run aground, so that the hull is damaged, the valve can also be closed from, for example, the engine room.
Når man kommer inn i slusen tar mannskapet på seg redningsdraktene, lukker den indre luken 105 og klatrer opp til den ytre luken 103. Lukesystemet kan være ordnet slik at det ikke er mulig å ha begge lukene åpne samtidig. When entering the lock, the crew puts on their survival suits, closes the inner hatch 105 and climbs up to the outer hatch 103. The hatch system can be arranged so that it is not possible to have both hatches open at the same time.
Ytterligere er det i tilknytning til den ytre luken 103 festet en taustige 106 eller liknende som kan legges ned langs bunnen på båten og ned i vannet slik at man sikkert kan ta seg ned til vannet. Furthermore, a rope ladder 106 or similar is attached to the outer hatch 103 which can be laid down along the bottom of the boat and into the water so that one can safely get down to the water.
Når man så har kommet ned til vannet blåses redningsflåtene opp og man kan komme seg vekk fra skipet og vente på å bli plukket opp av redningspersonell. Once you have reached the water, the life rafts are inflated and you can get away from the ship and wait to be picked up by rescue personnel.
I figur 3 er det vist et perspektivbilde av bunnen av et fartøy. Antallet luker 301 og rømningsveier 302 er tilpasset hvert skip slik at alle rom som befinner seg i bunnen av en båt kan evakueres. Eksempler på slike rom kan være lugarer, kontrollrom og maskinrom. Figure 3 shows a perspective view of the bottom of a vessel. The number of hatches 301 and escape routes 302 is adapted to each ship so that all rooms located in the bottom of a boat can be evacuated. Examples of such rooms can be cabins, control rooms and engine rooms.
Claims (6)
Priority Applications (8)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
NO20110483A NO333316B1 (en) | 2011-03-29 | 2011-03-29 | escape route |
CN201280015857XA CN103459249A (en) | 2011-03-29 | 2012-03-29 | A system for evacuation of personnel from a capsized vessel |
PCT/NO2012/050054 WO2012134303A1 (en) | 2011-03-29 | 2012-03-29 | A system for evacuation of personnel from a capsized vessel |
US14/000,073 US20140014016A1 (en) | 2011-03-29 | 2012-03-29 | System for evacuation of personnel from a capsized vessel |
KR1020137028004A KR20140020970A (en) | 2011-03-29 | 2012-03-29 | A system for evacuation of personnel from a capsized vessel |
JP2014502503A JP2014512299A (en) | 2011-03-29 | 2012-03-29 | System for evacuating passengers from capsized ships |
EP12722929.2A EP2691293A1 (en) | 2011-03-29 | 2012-03-29 | A system for evacuation of personnel from a capsized vessel |
US14/588,583 US20150183491A1 (en) | 2011-03-29 | 2015-01-02 | System for evacuation of personnel from a capsized vessel |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
NO20110483A NO333316B1 (en) | 2011-03-29 | 2011-03-29 | escape route |
Publications (2)
Publication Number | Publication Date |
---|---|
NO20110483A1 true NO20110483A1 (en) | 2012-10-01 |
NO333316B1 NO333316B1 (en) | 2013-04-29 |
Family
ID=46147658
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
NO20110483A NO333316B1 (en) | 2011-03-29 | 2011-03-29 | escape route |
Country Status (7)
Country | Link |
---|---|
US (1) | US20140014016A1 (en) |
EP (1) | EP2691293A1 (en) |
JP (1) | JP2014512299A (en) |
KR (1) | KR20140020970A (en) |
CN (1) | CN103459249A (en) |
NO (1) | NO333316B1 (en) |
WO (1) | WO2012134303A1 (en) |
Families Citing this family (19)
Publication number | Priority date | Publication date | Assignee | Title |
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KR20140003003U (en) * | 2014-04-30 | 2014-05-21 | 김문규 | Handle for ship |
GR1008598B (en) * | 2014-05-06 | 2015-10-29 | Βασιλειος Ιωακειμ Τσαμαρης | Rescue ladder system and method for the liberation of passengers from wrecked and capsized ships |
KR101615895B1 (en) | 2014-06-23 | 2016-04-27 | 정지윤 | Concealed structure system for emergency escaping of ship |
KR20160005626A (en) | 2014-07-07 | 2016-01-15 | 황득천 | supporting frame for escaping from a sinking ship |
KR101635364B1 (en) | 2014-07-15 | 2016-07-01 | 삼성중공업 주식회사 | Apparatus for emergency escape |
KR101541387B1 (en) * | 2014-07-29 | 2015-08-12 | 주식회사 베셀 | Ship cabin with escape rope |
KR101541386B1 (en) * | 2014-07-29 | 2015-08-12 | 주식회사 베셀 | Ship cabin with escape rope |
CN104210618B (en) * | 2014-08-15 | 2017-01-18 | 徐建明 | ship lifesaving system |
KR101616331B1 (en) | 2014-08-29 | 2016-04-29 | 삼성중공업 주식회사 | Emergency escape apparatus for cabin of vessel |
KR101626485B1 (en) * | 2014-11-18 | 2016-06-01 | 성백수 | Apparatus of escape for emergency in ship |
KR101570488B1 (en) * | 2014-12-12 | 2015-11-19 | 정지윤 | System for surviving of ship |
CN106240760A (en) * | 2016-08-16 | 2016-12-21 | 中海油能源发展股份有限公司 | A kind of emergency escape channel system for FLNG boats and ships |
KR101970266B1 (en) * | 2017-08-07 | 2019-08-13 | 박시언 | Vesel having escaping part |
CN108357636B (en) * | 2018-03-09 | 2019-10-29 | 滁州学院 | A kind of fast-escape ship with auxiliary implement |
KR102247939B1 (en) | 2020-02-07 | 2021-05-04 | 차혜령 | System for rescuing of ship |
KR102348807B1 (en) * | 2020-05-28 | 2022-01-10 | 대한민국 | Ship with easy emergency escape |
CN113120190B (en) * | 2021-04-08 | 2022-03-18 | 武汉理工大学 | Plug-in type water emergency rescue capsule |
CN113602455B (en) * | 2021-08-23 | 2022-08-02 | 广东海洋大学 | Emergent lifesaving of boats and ships withdraws device |
CN114852286B (en) * | 2022-04-02 | 2023-02-07 | 广东海洋大学 | Quick rescue and life saving device for ship |
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2011
- 2011-03-29 NO NO20110483A patent/NO333316B1/en unknown
-
2012
- 2012-03-29 EP EP12722929.2A patent/EP2691293A1/en not_active Withdrawn
- 2012-03-29 CN CN201280015857XA patent/CN103459249A/en active Pending
- 2012-03-29 WO PCT/NO2012/050054 patent/WO2012134303A1/en active Application Filing
- 2012-03-29 KR KR1020137028004A patent/KR20140020970A/en not_active Application Discontinuation
- 2012-03-29 US US14/000,073 patent/US20140014016A1/en not_active Abandoned
- 2012-03-29 JP JP2014502503A patent/JP2014512299A/en not_active Withdrawn
Also Published As
Publication number | Publication date |
---|---|
CN103459249A (en) | 2013-12-18 |
EP2691293A1 (en) | 2014-02-05 |
WO2012134303A1 (en) | 2012-10-04 |
JP2014512299A (en) | 2014-05-22 |
US20140014016A1 (en) | 2014-01-16 |
KR20140020970A (en) | 2014-02-19 |
NO333316B1 (en) | 2013-04-29 |
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