US3164120A - Flume stabilization system for tankers and the like - Google Patents

Flume stabilization system for tankers and the like Download PDF

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Publication number
US3164120A
US3164120A US287703A US28770363A US3164120A US 3164120 A US3164120 A US 3164120A US 287703 A US287703 A US 287703A US 28770363 A US28770363 A US 28770363A US 3164120 A US3164120 A US 3164120A
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United States
Prior art keywords
openings
hull
bulkhead
tanks
transverse
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Expired - Lifetime
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US287703A
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English (en)
Inventor
Sheldon B Field
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John J Mcmullen Associates Inc
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John J Mcmullen Associates Inc
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Application filed by John J Mcmullen Associates Inc filed Critical John J Mcmullen Associates Inc
Priority to US287703A priority Critical patent/US3164120A/en
Priority to GB23705/64A priority patent/GB1005535A/en
Priority to NO153586A priority patent/NO120507B/no
Priority to SE7085/64A priority patent/SE310135B/xx
Priority to DEP1268A priority patent/DE1268998B/de
Priority to NL6406643A priority patent/NL6406643A/xx
Priority to FI1283/64A priority patent/FI43044B/fi
Priority to DK298564AA priority patent/DK116188B/da
Priority to BE649235D priority patent/BE649235A/xx
Priority to ES300979A priority patent/ES300979A1/es
Application granted granted Critical
Publication of US3164120A publication Critical patent/US3164120A/en
Priority to BE667822A priority patent/BE667822A/xx
Priority to JP5384869A priority patent/JPS5318800B1/ja
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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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 
    • B63B39/00—Equipment to decrease pitch, roll, or like unwanted vessel movements; Apparatus for indicating vessel attitude
    • B63B39/02—Equipment to decrease pitch, roll, or like unwanted vessel movements; Apparatus for indicating vessel attitude to decrease vessel movements by displacement of masses
    • B63B39/03—Equipment to decrease pitch, roll, or like unwanted vessel movements; Apparatus for indicating vessel attitude to decrease vessel movements by displacement of masses by transferring liquids

Definitions

  • the present invention relates to improved roll stabiliz ing apparatus for ships or other water going vessels and more particularly to tankers or bulk carriers to stabilize against roll regardless of water conditions encountered.
  • vessel stabilization against rolling can be achieved through the use of passive stabilization systems incorporating liquid storage points aboard ship usually spaced as far apart athwarthship as it is practicable and interconnecting these storage points by means of a liquid duct with appropriate damping means located in this duct.
  • a suitable liquid, usually seawater, is then added to the tank system to a predetermined level to accomplish the desired roll stabilizing effect, Patents Nos. 3,054,373, 3,083,672 and 3,083,674.
  • tanker such as, for example, a ship which has a length overall of about 940 feet, a beam of about 132 feet, and a depth (molded) of about 67 feet.
  • a tanker is capable of carrying more than 100,000 tons of dead weight at very competitive speeds. If a passive tank stabilization system were to be designed for such a ship in accordance with past teachings, it would be necessary to install at least two large tanks athwartship at the ships widest beam together with the necessary crossover ducting and accompanying dampening means for the water passing through this crossover duct.
  • This type of installation would be accomplished by fabricating the tanks in the ship according to specification, installing them at a high level and between adjacent decks to gain t e maximum stabilizing effect while using a minimum of interior space.
  • an appreciable amount of cargo space would be eliminated in order to install such a stabilization system.
  • the cost of installation of a stabilization system in a ship such as a large tanker also tends to be very expensive because the hull may be highly compartmentalized and it would be necessary to cut through many webs and bulkheads to add the necessary auxiliary tanks and to add additional strengthening to compensate for that which was cut away.
  • the roll characteristics of the ship will vary with the load being carried, possibly necessitating the installation of some for means adjusting the stabilizing system to tune it to the characteristics of the ship.
  • FIGURE 1 is a side elevation of a tanker with brokenaway portions showing the location of the fiume stabilization system tanks; 7
  • FIGURE 2 is a sectional view along line 22 of FIG- URE 1;
  • FIGURE 3 is a sectional View along line 3-3 of FIG- URE 2; 7
  • FIGURE 4 is a sectional view along line t-4 of FIGURE 3;
  • FIGURES is a sectional view through a transverse bulkhead showing an alternate method of spacing the openings for the stabilization system with means to adjust the opening;
  • FIGURE 6 is a sectional view along line 6-6 of FI URE 5;
  • FIGURE 7 is a sectional view similar to FIGURE 5 showing another alternate method of adjusting the size of the openings of the stabilization system
  • FIGURE 8 is a sectional view'taken along line 8-8 of FIGURE 7;
  • FIGURE 9 is an alternate View showing the installation of an opening for the stabilization system when the longitudinal bulkhead is of a double wall construction
  • FIGURE 10 is a sectional view taken along line 10-10 of FIGURE 9;
  • FIGURE 11 is an alternate view when the longitudinal bulkhead is corrugated; and I FIGURE 12 is a sectional view along line l212 of FIGURE 11.
  • FIG URE 1 shows a profile view of a large tanker ship with a cut-away portion to show the location of two of the cargo tanks, 2t and 22, one located near the forward part of the ship, and the other located aft.
  • two complete cargo tanks could be modified to be used as a fiume stabilization system.
  • Numerals 24 and 26 refer to the location of the stabilization system openings to be explained in greater detail in connection with FIGURE 3.
  • FIGURE 2 a sectional view along line 22 of FIG- URE 1 shows one of the transverse webs 28 with large cutout openings 30 made for lightening purposes and structural ribs 32 remaining for strength. These openings and ribs are part of the structure of the ship and are not disturbed in the installation of the Flume Stabilization System. Also shown in section is the top deck 34, the side of the vessel 36 and the bottom of the vessel 38.
  • the center-line longitudinal bulkhead 4b and a parallel longitudinal bulkhead 42 also appear in section and evenly spaced along these bulkheads are stiffeners 44, which are so placed for reinforcement purposes.
  • the centerline bulkhead may or may not be present, depending on the design of the basic ship.
  • FIGURE 3 refers to the transverse webs which have large openings and are similar in plan to web 28. It is understood that although only the port side of the transverse web 28 is illustrated here, the starboard side is identical and is similarly divided into two tank compartments in the case illustrated. Web plates 46 are located at vertically spaced intervals along the inside of the tank compartments, as more clearly shown in FIGURE 3.
  • openings 48 are cut through the normally liquid-tight bulkheads 40 and 42 'to enable fluid stored in adjacent transverse tanks to flow back and forth across the ship as the ship rolls. These openings serve as restrictions between the most outboard compartments which act as wing-tanks of the stabilization system and the central cargo tanks which act as the crossover sections for the system. As the ship rolls and the fluid in the tank, which may be either oil or water, flows from the tank which is elevated, it passes through the openings 48 of the stabilization system.
  • the size of the openings 48 will vary considerably as the design parameters are changed, such as the viscosity and density of the liquid that is being carried in the tanks, the normal roll period of the ship, and the amount of dampening that one seeks to achieve with a given size tank. In a tanker such as described previously the openings are about 9 feet wide and 2 /2 feet high. Note that as shown in FIGURE 4, these openings are carefully placed in a manner to avoid disturbing any of the structural rigidity of the ship with the opening 48 being centered between two of the stitfeners 44 so 'that it is generally unnecessary to add any additional structural material.
  • a finished opening through the bulkhead is provided by welding a sleeve 50 in the opening.
  • This sleeve serves both to provide structural rigidity and prevent the formation of any deposit-retaining pockets.
  • Lightening holes 51 are sometimes provided in the bulkhead webbing.
  • This smooth-walled type of bulkhead may be used in tankers where ease of cleaning is important such as when wines or edible cooking oils are carried.
  • the inside edge of the opening 55 may, if required, be lined with a sleeve 52, which projects out on each side of the corrugations to compensate for any loss of structural rigidity clue to the opening. All of the sleeves are held in place by a continuous weld around their outside diameters.
  • each installation must be designed for the particular ship on which it is to be used, and the openings spaced in such a manner as to avoid as much interference as possible with the structure of the ship.
  • the location of some of the openings be varied, such as openings 54 and 55 (FIGURE 3), which are designed to avoid interference with the web plate 46.
  • openings 54 and 55 FIG. 3
  • Numerous other design considerations will influence the location of the openings in the bulkheads for the stabilization system and although in FIGURE 3, it is shown that the extent of the area within which openings are made is spaced up from the bottom of the cargo tank, it is contemplated that in other instances it may be necessary to space a plurality of openings in such a manner that they would run much closer to the bottom of the hull.
  • the area of openings may be shifted to :be spaced down a short way from the top of the hull, depending upon the type of cargo carried and the normal height of the liquid level. In other installations, it may be found necessary to space the openings at irregular intervals or to run them through the bulkhead at every feasible space from the bottom of the hull to its top.
  • FIGURES 5 and 6 As previously mentioned, it has also been found desirable to make provisions for modifying the size of the openings depending upon the type of fluid being carried in the ship. To this end, various types of valving mechanisms as shown in FIGURES 5 and 6, and in FIGURES 7 and 8 are contemplated.
  • FIGURES 5 and 6 which illustrate a sliding valve type of mechanism which is particularly adaptable to openings which are spaced at rather wide intervals because of structural requirements of the ship, there is shown a control rod 60 which may be moved axially up and down from a control point on deck of the ship. This is secured to each valve gate 62 by a retainer 64, and is slidably mounted in front of the opening 65, and held in place by the edge of the bulkhead 4d and retainers 66 and 68. Thus, as the rod 68 is moved up and down, a plurality of valve gates 62 may be opened or partially closed in unison to control the size of the openings 65.
  • sections of openings may be ganged together so that they may be opened or closed individually without affecting the remainder of the openings. If for any reason, it is desired to discontinue the use of the flume stabilization system temporarily such as when dissimilar fluids are carried in adjacent cargo holds, all of the gates 62 may be tightly closed to prevent any crossover of fluid.
  • FIGURES 7 and 8 another form of valving mechanism is illustrated which is especially adaptable for use when the stabilization system openings must be placed relatively close together.
  • a control rod may be moved axially up and down, being secured to the valve gate 82 by a retainer 84 so that as the rod is lifted, the gate pivots about hinge point 70 to open or close the opening 86 in the bulkhead 90.
  • This design presents the additional advantage that a direction change is given to the fluid as it passes through the opening and strikes against the partially closed gate 82. This direction change can add additional dampening effect for added energy dissipation when needed.
  • stabilization system openings may be equipped with various types of nozzle devices as described in the U.S. patents previously mentioned such as a cylindrical piece of tubing spaced vertically across the opening to enable added energy dissipation to be obtained.
  • a liquid cargo tanker comprising a hull, at least one liquid-tight transverse bulkhead extending across the hull, at least one longitudinal bulkhead disposed normal to said at least one transverse bulkhead, said transverse and longitudinal bulkheads extending vertically throughout the depth of the hull, said transverse and longitudinal bulkheads defining with the hull at least two tanks arranged across the hull, a stabilization system defined by said tanks comprising a plurality of openings in said at least one longitudinal bulkhead vertically spaced in aligned defined areas, a body of fluid in said tanks at a level in repose which is at least above the lowest of said openings so that a portion of said fluid flows through said openings in response to the rolling motion of the vessel, said openings causing a substantial energy dissipation from said fluid flowing therethrough.
  • a liquid cargo tanker comprising a hull, at least one liquid-tight transverse bulkhead extending across said vessel, at least one longitudinal bulkhead disposed normal to said at least one transverse bulkhead, said transverse and longitudinal bulkheads extending vertically through out the depth of said hull, said transverse and longitudinal bulkheads defining with said hull at least two tanks arranged across said hull, a stabilization system defined by said tanks comprising horizontal stifleners mounted on said at least one longitudinal bulkhead in vertically spaced relation, a plurality of openings in said at least one longitudinal bulkhead vertically spaced in aligned defined areas with each opening defined between an adjacent pair of stiflfeners, a body of fluid in said tanks at a level in repose which is at least above the lowest of said openings so that a portion of said fluid flows through said openings in response to the rolling motion of the vessel, said openings causing a substantial energy dissipation from said fluid flowing therethrough.
  • a liquid cargo tanker comprising a hull, at least one liquid-tight transverse bulkhead extending across said vessel, at least one longitudinal bulkhead disposed normal to said at least one transverse bulkhead, said transverse and longitudinal bulkheads extending vertically throughout the depth of said hull, said transverse and longitudinal bulkheads defining with said hull at least two tanks arranged across said hull, a stabilization system defined by said tanks comprising a plurality of openings in said at least one longitudinal bulkhead vertically spaced in aligned defined areas with each opening defined by at least one corrugation, a body of fluid in said tanks at a level in repose which is at least above the lowest of said openings so that a portion of said fluid flows through said openings in response to the rolling motion of the vessel, said openings causing a substantial energy dissipation from said fluid flowing therethrough.
  • a liquid cargo tanker comprising a hull, at least one liquid-tight transverse bulkhead extending across said vessel, at least one longitudinal bulkhead disposed normal to said at least one transverse bulkhead, said transverse and longitudinal bulkheads extending vertically throughout the depth of said hull, said transverse and longitudinal bulkheads defining with said hull at least two tanks arranged across said hull, each longitudinal bulkhead composed of a pair of spaced plates between which are defined a plurality of cells by means of a plurality of plates normal to each other and to said pair of plates, 21 stabilization system defined by said tanks comprising a plurality of openings in said at least one longitudinal bulkhead vertically spaced in aligned defined areas with each opening defined through a cell, a body of fluid in said tanks at a level in repose which is at least above the lowest of said openings so that a portion of said fluid flows through said openings in response to the rolling motion of the yes sel, said openings causing a subtantial energy dissipation from said fluid flowing therethrough
  • a liquid cargo tanker comprising a hull, at least one liquid-tight transverse bulkhead extending across said vessel, at least one longitudinal bulkhead disposed normal to said at least one transverse bulkhead, said trans verse and longitudinal bulkheads extending vertically throughout the depth of said hull, said transverse and longitudinal bulkheads defining with said hull at least two tanks arranged across said hull, a stabilization system defined by said tanks comprising a plurality of horizontally elongated openings in said at least one longitudinal bulkhead vertically spaced in aligned defined areas, a body of fluid in said tanks at a level in repose which is at least above the lowest of said openings so that a portion of said fluid flows through said openings in response to the rolling motion of the vessel, said openings causing a substantial energy dissipation from said fluid flowing therethrough.
  • a liquid cargo tanker comprising a hull, at least one liquid-tight transverse bulkhead extending across said vessel, at least one longitudinal bulkhead disposed normal to said at least one transverse bulkhead, said transverse and longitudinal bulkheads extending vertically throughout the depth of said hull, said transverse and longitudinal bulkheads defining with said hull at least two tanks arranged across said hull, a stabilization system defined by said tanks comprising a plurality of openings in said at least one longitudinal bulkhead vertically spaced in aligned defined areas, a body of fluid in said tanks at a level in repose which is at least above the lowest of said openings so that a portion of said fluid flows through said openings in response to the rolling motion of the vessel, said openings causing a substantial energy dissipation from said fluid flowing therethrough.
  • a liquid cargo tanker comprising a hull, at least one liquid-tight transverse bulkhead extending across said vessel, at least one longitudinal bulkhead disposed normal to said at least one transverse bulkhead, said transverse and longitudinal bulkheads extending vertically throughout the depth of said hull, said transverse and longitudinal bulkheads defining with said hull at least two tanks arranged across said hull, a stabilization system defined by said tanks comprising a plurality of openings in said at least one longitudinal bulkhead vertically spaced in aligned defined areas, a body of fluid in said tanks at a level in repose which is at least above the lowest of said openings so that a portion of said fluid flows through said openings in response to the rolling motion of the vessel, said openings causing a substantial energy dissipation from said fluid flowing therethrough, and closures for said openings comprising hinged-plate valve means mounted on said at least one longitudinal bulkhead, and control means for actuating said closures.
  • closures for 7 V 8 said openings are mounted on said longitudinal bulkheads. 2,362,226 11/44 Weaver et a1. 1141l6 14.
  • control means 2,863,414 12/58 Hoitt et a1 114l20 X are provided to actuate said closures to provide partial 3,083,673 4/63 Ripley 114125 and total closure of said openings.

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  • Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Filling Or Discharging Of Gas Storage Vessels (AREA)
  • Traffic Control Systems (AREA)
  • Temperature-Responsive Valves (AREA)
  • Other Liquid Machine Or Engine Such As Wave Power Use (AREA)
US287703A 1963-06-13 1963-06-13 Flume stabilization system for tankers and the like Expired - Lifetime US3164120A (en)

Priority Applications (12)

Application Number Priority Date Filing Date Title
US287703A US3164120A (en) 1963-06-13 1963-06-13 Flume stabilization system for tankers and the like
GB23705/64A GB1005535A (en) 1963-06-13 1964-06-08 Flume stabilization system for tankers
NO153586A NO120507B (enrdf_load_stackoverflow) 1963-06-13 1964-06-09
SE7085/64A SE310135B (enrdf_load_stackoverflow) 1963-06-13 1964-06-10
DEP1268A DE1268998B (de) 1963-06-13 1964-06-10 Stabilisierungseinrichtung fuer Schwimmkoerper
NL6406643A NL6406643A (enrdf_load_stackoverflow) 1963-06-13 1964-06-11
FI1283/64A FI43044B (enrdf_load_stackoverflow) 1963-06-13 1964-06-12
DK298564AA DK116188B (da) 1963-06-13 1964-06-12 Søgående tankskib.
BE649235D BE649235A (enrdf_load_stackoverflow) 1963-06-13 1964-06-12
ES300979A ES300979A1 (es) 1963-06-13 1964-06-13 Perfeccionamientos en buques y especialmente en los medios de estabilización de los mismos
BE667822A BE667822A (enrdf_load_stackoverflow) 1963-06-13 1965-08-03
JP5384869A JPS5318800B1 (enrdf_load_stackoverflow) 1963-06-13 1969-07-09

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US287703A US3164120A (en) 1963-06-13 1963-06-13 Flume stabilization system for tankers and the like

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US (1) US3164120A (enrdf_load_stackoverflow)
JP (1) JPS5318800B1 (enrdf_load_stackoverflow)
BE (2) BE649235A (enrdf_load_stackoverflow)
DE (1) DE1268998B (enrdf_load_stackoverflow)
DK (1) DK116188B (enrdf_load_stackoverflow)
ES (1) ES300979A1 (enrdf_load_stackoverflow)
FI (1) FI43044B (enrdf_load_stackoverflow)
GB (1) GB1005535A (enrdf_load_stackoverflow)
NL (1) NL6406643A (enrdf_load_stackoverflow)
NO (1) NO120507B (enrdf_load_stackoverflow)
SE (1) SE310135B (enrdf_load_stackoverflow)

Cited By (14)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3255724A (en) * 1964-05-04 1966-06-14 Algonquin Shipping & Trading Combination dry bulk and bulk oil carriers
US3260231A (en) * 1964-03-31 1966-07-12 Exxon Research Engineering Co Roll stabilization system for tankers
US3286677A (en) * 1964-11-09 1966-11-22 Exxon Research Engineering Co Anti-pitch systems
US3326167A (en) * 1965-08-02 1967-06-20 Exxon Research Engineering Co Tanker
US3356060A (en) * 1967-05-12 1967-12-05 Mcmullen Ass John J Ship stabilizer
US3357391A (en) * 1967-05-12 1967-12-12 Mcmullen Ass John J Passive stabilizers for tankers and the like
US3386405A (en) * 1966-09-28 1968-06-04 Mcmullen Ass John J Roll-on, roll-off transport vessel
DE1277694B (de) * 1965-09-23 1968-09-12 Mcmullen Ass John J Passive Schlingerdaempfungstankanlage fuer Schiffe, insbesondere fuer Faehren und Eisbrecher
DE1277695B (de) * 1965-03-30 1968-09-12 Mcmullen Ass John J Passive Tankstabilisierungseinrichtung fuer Schiffe mit Querspanten
DE1506286B1 (de) * 1965-04-05 1970-02-05 Mcmullen Associates Inc Passiv wirkendes Tankstabilisierungssystem fuer Schiffe mit fluessiger Ladung in Tanks
US3499410A (en) * 1964-08-03 1970-03-10 Mcmullen Ass John J Stabilization system for liquid cargo ships
US3785321A (en) * 1970-11-23 1974-01-15 Svenska Entreprenad Sentab Safety device against leakage from ships, especially tankers
US3915108A (en) * 1973-09-24 1975-10-28 Global Marine Inc Apparatus for controlling heave pitch and roll of a floating vessel
WO1994029165A1 (en) * 1993-06-04 1994-12-22 Laan Markus V D Tanker provided with swash type bulkheads

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2023082414A (ja) * 2021-12-02 2023-06-14 株式会社 商船三井 水上浮体式設備

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US1065549A (en) * 1911-04-24 1913-06-24 John Reid Ship.
US2077143A (en) * 1932-01-06 1937-04-13 Firm Of Townsend & Decker Means for stabilizing ships with fuel oil
DE688796C (de) * 1938-05-13 1940-03-02 Siemens App Tankstabilisierungsanlage
US2362226A (en) * 1943-06-25 1944-11-07 Weaver Associates Corp Ship structure
US2863414A (en) * 1956-06-06 1958-12-09 Walz & Krenzer Inc Closure for ship port
US3083673A (en) * 1960-10-25 1963-04-02 Mcmullen Ass John J Passive stabilization system

Family Cites Families (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US1530647A (en) * 1921-02-02 1925-03-24 Arthur R Carlyle System for transportation of liquid

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US1065549A (en) * 1911-04-24 1913-06-24 John Reid Ship.
US2077143A (en) * 1932-01-06 1937-04-13 Firm Of Townsend & Decker Means for stabilizing ships with fuel oil
DE688796C (de) * 1938-05-13 1940-03-02 Siemens App Tankstabilisierungsanlage
US2362226A (en) * 1943-06-25 1944-11-07 Weaver Associates Corp Ship structure
US2863414A (en) * 1956-06-06 1958-12-09 Walz & Krenzer Inc Closure for ship port
US3083673A (en) * 1960-10-25 1963-04-02 Mcmullen Ass John J Passive stabilization system

Cited By (16)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3260231A (en) * 1964-03-31 1966-07-12 Exxon Research Engineering Co Roll stabilization system for tankers
US3255724A (en) * 1964-05-04 1966-06-14 Algonquin Shipping & Trading Combination dry bulk and bulk oil carriers
US3499410A (en) * 1964-08-03 1970-03-10 Mcmullen Ass John J Stabilization system for liquid cargo ships
US3286677A (en) * 1964-11-09 1966-11-22 Exxon Research Engineering Co Anti-pitch systems
DE1277695B (de) * 1965-03-30 1968-09-12 Mcmullen Ass John J Passive Tankstabilisierungseinrichtung fuer Schiffe mit Querspanten
DE1506286B1 (de) * 1965-04-05 1970-02-05 Mcmullen Associates Inc Passiv wirkendes Tankstabilisierungssystem fuer Schiffe mit fluessiger Ladung in Tanks
US3326167A (en) * 1965-08-02 1967-06-20 Exxon Research Engineering Co Tanker
DE1277694B (de) * 1965-09-23 1968-09-12 Mcmullen Ass John J Passive Schlingerdaempfungstankanlage fuer Schiffe, insbesondere fuer Faehren und Eisbrecher
US3386405A (en) * 1966-09-28 1968-06-04 Mcmullen Ass John J Roll-on, roll-off transport vessel
US3356060A (en) * 1967-05-12 1967-12-05 Mcmullen Ass John J Ship stabilizer
US3357391A (en) * 1967-05-12 1967-12-12 Mcmullen Ass John J Passive stabilizers for tankers and the like
US3785321A (en) * 1970-11-23 1974-01-15 Svenska Entreprenad Sentab Safety device against leakage from ships, especially tankers
US3915108A (en) * 1973-09-24 1975-10-28 Global Marine Inc Apparatus for controlling heave pitch and roll of a floating vessel
WO1994029165A1 (en) * 1993-06-04 1994-12-22 Laan Markus V D Tanker provided with swash type bulkheads
US5664514A (en) * 1993-06-04 1997-09-09 Laan; Markus Van Der Tanker provided with swash type bulkheads
CN1044992C (zh) * 1993-06-04 1999-09-08 马库斯·范·德尔·兰 装备有冲激式隔板的油轮

Also Published As

Publication number Publication date
BE667822A (enrdf_load_stackoverflow) 1966-02-03
SE310135B (enrdf_load_stackoverflow) 1969-04-14
NL6406643A (enrdf_load_stackoverflow) 1964-12-14
FI43044B (enrdf_load_stackoverflow) 1970-09-02
GB1005535A (en) 1965-09-22
JPS5318800B1 (enrdf_load_stackoverflow) 1978-06-16
DE1268998B (de) 1968-05-22
BE649235A (enrdf_load_stackoverflow) 1964-12-14
NO120507B (enrdf_load_stackoverflow) 1970-10-26
ES300979A1 (es) 1962-12-16
DK116188B (da) 1969-12-15

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