US3924415A - Column stabilized semisubmersible pipelaying barge - Google Patents

Column stabilized semisubmersible pipelaying barge Download PDF

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Publication number
US3924415A
US3924415A US537784A US53778474A US3924415A US 3924415 A US3924415 A US 3924415A US 537784 A US537784 A US 537784A US 53778474 A US53778474 A US 53778474A US 3924415 A US3924415 A US 3924415A
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United States
Prior art keywords
barge
crane
trim
angle
vessel
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US537784A
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English (en)
Inventor
Yoram Goren
Charles N Springett
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Santa Fe International Corp
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Santa Fe International Corp
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Priority to US537784A priority Critical patent/US3924415A/en
Priority to CA220,161A priority patent/CA1039068A/en
Priority to IE335/75A priority patent/IE40668B1/xx
Priority to NO750585A priority patent/NO750585L/no
Priority to GB740775A priority patent/GB1477077A/en
Priority to AU78549/75A priority patent/AU496970B2/en
Priority to IT48560/75A priority patent/IT1032277B/it
Priority to ES435808A priority patent/ES435808A1/es
Priority to DE19752512565 priority patent/DE2512565A1/de
Priority to DK121475A priority patent/DK121475A/da
Priority to NL7506206A priority patent/NL7506206A/xx
Priority to US05/634,133 priority patent/US3987640A/en
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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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B1/00—Hydrodynamic or hydrostatic features of hulls or of hydrofoils
    • B63B1/02—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving lift mainly from water displacement
    • B63B1/10—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving lift mainly from water displacement with multiple hulls
    • B63B1/107—Semi-submersibles; Small waterline area multiple hull vessels and the like, e.g. SWATH
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B35/00—Vessels or similar floating structures specially adapted for specific purposes and not otherwise provided for
    • B63B35/03—Pipe-laying vessels

Definitions

  • the pipelaying barge comprises a pair of laterally spaced, elongated hulls having a plurality of upstanding columns spaced therealong supporting a working platform in spaced relation above the hulls and on which platform is carried a pipe section assembly line and one or more cranes movable longitudinally along the platform and capable of servicing the pipe section assembly line and performing lifting operations off at least one barge beam and both barge ends, depending upon the longitudinal location of the crane.
  • the hulls buoyantly support the vessel, including its platform, in low draft floating condition with the hulls having freeboard for efficient transit and other purposes.
  • the hulls have ballast compartments to submerge the hulls and portions of the stabilizing columns to a high draft condition with the mean waterline at a necessary and desirable locus intermediate the height of the stabilizing columns, whereby the pipelayer is maintained in a semisubmerged high draft floating condition with the platform elevated above the waterline accordingly.
  • a transition segment is connected to the stern of the barge for support of the air length segment of the pipeline between the stern of the barge and the point of entry of the pipeline into the water and preferably also supporting a short segment of pipeline in the water as the pipeline is payed out from the barge.
  • This invention relates to a pipelaying barge, and more particularly to a twin hull column stabilized semisubmersible pipe laying barge carrying a pipe assembly line and means for laying pipeline onto the sea bottom and to methods of operating such barge.
  • Such conventional barges are usually characterized by a single standard barge hull which is generally rectangular in shape (with a bow at the front) and operates in surface floating condition (not semi-submerged) with a pipe section assembly line normally disposed along the hulls topside and along which pipe sections are welded one to the other; the pipeline is payed out from the stern of the barge which is not much above the water line and generally over a stinger which extends from the barge stern and supports the portion of the pipeline which initially enters the water.
  • Pipelaying operations have heretofore generally been conducted in relatively calm or sheltered waters; where conducted in regions having medium to high seas (waves in excess of 4 to 5 feet) such operations are usually suspended until such seas subside and calm conditions arise.
  • Conventional pipelaying barges which are single hull surface floating vessels have stability characteristics which provide excessive motion in even moderate sea conditions whereby pipelaying operations are highly restricted by sea state conditions since excessive vessel motion in heave, pitch and roll even in relatively moderate sea conditions can alter the curvature of the pipeline being laid to the extent of exceeding allowable stresses with resultant rupture of pipe or coating.
  • surface floating pipelaying barges of this type can operate only in sea states having wave heights up to about 4 or 5 feet or in special cases six feet. Wave action against such barges, when in sea states having wave heights in excess of these limits, normally causes excessive vessel motion which precludes pipelaying operations.
  • Such conventional single hull vessels have inherently low natural periods in roll, pitch and heave and inherently high GM.
  • the low natural periods are apt to be close to the period of the waves, thus causing motion amplification while a high GM results in high stability and consequent abrupt and large correcting motions when the barge is subjected to roll and pitch excitations.
  • the above-discussed stability and motion characteristics of the described conventional pipelaying barges do not permit pipelaying operations to proceed in medium and high sea states.
  • the present invention provides a novel improved semi-submersible twin hulled column stabilized pipelaying barge construction and system which not only provides advantages over above-discussed conventional pipelaying barges (which are fundamentally different from the pipelaying vessel of this application), but also provides novel features and advantages for pipelaying which are not incorporated as such in the vessels disclosed in the three patents identified in the immediately preceding paragraph.
  • It is an even further object of the present invention to provide a novel and improved pipelaying combination including a twin hull semisubmersible column stabilized pipelayer barge and a pipeline transition segment wherein the pipeline transition segment is adjustable about a transversely extending axis in relation to the attitude of the barge about its trim axis and to the horizontal to control the curvature of the pipeline extending from the barge and over the pipeline transition seg ment so as not to exceed allowable stresses on the pipeline and its coating and also with such adjustment being,
  • ballast means for maintaining the draft of the barge in the desired high draft condition and also maintaining the barge trim angle less than plus or minus onehalf degree variation from the preset angle of trim whereby the relative angular relation between the barge and pipeline transition segment is substantially maintained throughout pipelaying operations so as not to exceed allowable stresses on the pipeline and/or its coating.
  • FIG. 1 is a side elevational view of a pipelaying barge constructed in accordance with the present invention with a transition segment illustrated in semi-submerged floating condition for pipelaying operations;
  • FIG. 2 is a plan view of the pipelaying barge and transition segment shown in FIG. 1;
  • FIG. 3 is an enlarged horizontal cross-sectional view of the barge taken generally about on line 3-3 in FIG.
  • FIGS. 4 and 5 are enlarged cross-sectional views taken generally about on lines 44 and 55 respectively in FIG. 3;
  • FIG. 6 is a schematic view of one of the hulls of the vessel illustrating the ballast system therefor;
  • FIG. '7 is a side elevational view of a pipelaying barge constructed in accordance with another embodiment of the present invention and illustrated in high draft pipelaying condition;
  • FIG. 8 is a plan view of the pipelaying barge illustrated in FIG. 7;
  • FIG. 9 is an enlarged cross-sectional view of the barge of FIG. 7 taken generally about on line 9-9 in FIG. 7;
  • FIG. 10 is a fragmentary horizontal cross-sectional view of the aft end of the barge and plan view of the forward end of the transition segment;
  • FIGS. 11A, 11B, 11C and III are schematic illustrations of the pipelaying barge illustrating the change in the trim attitude of the vessel in response to longitudinal movement of the crane between stern and pitch axis and the ballast correction to counteract the change in the angle of trim induced by crane movement;
  • FIGS. 12A, 12B, and 12C are similar schematic illustrations of the barge illustrating changes in the attitude of the barge in response to longitudinal movement of the crane between locations aft and forward of the pitch axis and ballast correction to maintain the attitude of the barge within the present operational trim attitude;
  • FIG. 13 is a graph which plots along the ordinate the distance from the hull top to load line draft called LLD versus various barge column height BCI-I along the absicca;
  • FIGS. 14A-14D are schematic illustrations of the pipelaying barge and transition segment (similar to FIGS. 11A-11D and 12A-12C) and FIG. 14E is a schematic illustration in horizontal cross section through the columns; the loads, loci, distances, moments, axes, etc. designated in drawing FIGS. llA-E, for example CL, BMC, TA, etc. are defined later in the specification for use in the appended claims with reference to drawing FIGS. l4A-E (and other drawing Figures such as FIGS. 13 and 1 as discussed below).
  • Barge 10 includes a pair of transversely spaced, elongated hulls 12 extending in spaced parallel relation and providing sufficient displacement to support barge 10 in a low-draft floating condition with the hulls 12 having freeboard indicated fin FIG. ll.
  • Each hull has bow suitably shaped to reduce resistance to movement of barge 10 through the water when it is moved in the low-draft floating condition.
  • Each hull 12 is also substantially rectangular in cross section with parallel planar top and bottom surfaces extending substantially the entire length of the hull for reasons discussed hereinafter; it will be appreciated, however, that each hull cross section may have rounded corner edges and that the sides of the hulls may be arcuate, i.e., laterally outwardly convex in shape between the top and bottom hull surfaces.
  • a plurality of the truss formations 20 are longitudinally spaced between each longitudinally spaced pair of columns 22 and each such truss formation includes as illustrated in FIG.
  • a truss formation 34 connects between hulls 12 in the area between each pair of transversely adjacent columns 22 with two such truss formations 3t being located between the fore and aft pairs of columns 22. As illustrated in FIG.
  • each truss formation 30 includes beams 32 inclined from the interior edges of the hulls toward one another for connection to the lower deck 1 8 of platform P and a transverse horizontal cross beam 34 joining the upper inner sides of hulls 12 one to the other. Additional vertically extending support members 35 also structurally interconnect hulls l2 and platform P. The truss formations 2t) and 30 reinforce the structural relationship of the hulls,
  • the support structure also includes stabilizing columns 22 which extend upwardly from the upper surfaces of hulls 12 to platform P a predetermined height, preferably greater than the maximum anticipated wave height (i.e., the vertical distance between wave crest and trough).
  • the maximum anticipated wave height i.e., the vertical distance between wave crest and trough.
  • four pairs of columns 22 are equally longitudinally spaced one from the other along hulls 12 with the column arrangement on each hull being symmetrical with respect to the column arrangement on the other hull.
  • each column 22 is generally oblong in shape and is arranged such that the long axis of its cross section lies parallel to the longitudinal centerline of the barge.
  • the columns have longitudinally transversely spaced inner and outer vertical sides and semicylindrical fore and aft vertical end sections 36.
  • the columns may have circular, square, octagonal, elliptical or other horizontal cross-sectional configurations and need not have equal cross-sectional areas as illustrated herein. Symmetry of the cross-sectional areas of the columns about the pitch and roll axis of the barge is preferred.
  • each column 22 have a constant cross-sectional area at least for the intermediate portion of the column which extends vertically from a point located 0.25 of the total column height above the hulls 12 to a point located 0.75 of the total column height above the hulls (the latter point being 0.25 of the total column height below the platform P).
  • each column 22 is constant in crosssectional area; preferably, the columns 22 are constant in cross-sectional area throughout their entire length, but either or both the upper and lower ends of the columns may have different cross sections, for example, to facilitate structural connection between the columns 22 and the hulls 12 and platform P providing such different cross sections are of a configuration which do not adversely affect the operating characteristics of the barge when in high draft semi-submerged condition for pipelaying as amplified hereinafter.
  • the columns are located along the outboard sides of hulls 12 such that the outboard vertical sides of the columns 22 form vertical extensions of the outboard sides of the hulls, as illustrated in FIGS. 3 and 4.
  • the centroids of the cross section of the columns are also preferably located outboard of the centerline of each hull 12 and thus in the high draft semi-submerged condition of the barge provide increased moment of inertia of the water plane areas about the roll axis affording improved stability characteristics about the roll axis, particularly for a barge of the present type which has a high length to width ratio as set forth hereinafter. While four pairs of columns are illustrated, it is possible to use at least three pairs of columns or more than four pairs of columns, depending upon the desired stability and motion characteristics and other design parameters; three pairs of columns are minimum for such a pipelaying barge.
  • a pipeline as sembly ramp 40 is disposed along one side of platform P and extends generally horizontally along the forward portion of the barge while declining along the aft portion of the barge as indicated at 41 (see FIG. 1) such that the ramp terminates substantially at the stern of the barge at an elevation corresponding substantially to the elevation of the second deck 18 of platform P.
  • a pipe section line-up station 42 for receiving pipe sections from a transverse conveyor 44 which, in turn, receives pipe sections from a longitudinal conveyor 46 which extends longitudinally parallel to ramp 40 along the inboard side thereof.
  • Sections of pipe are stored in discrete longitudinally aligned pipe storage areas 48, a plurality of such pipe storage areas 48 being spaced longitudinally along the opposite side of barge 10 from ramp 40 and also spaced along the longitudinal centerline of the barge.
  • a plurality of pipe support means 50 including pipe rollers are longitudinally spaced one from the other along ramp 40 for support and movement of the pipe sections and pipeline to be laid. Between such pipe support stations are a plurality of welding stations 51 for successively welding by any suitable known means the joints between longitudinally aligned pipe sections as the pipeline is payed out from the barge.
  • a plurality of longitudinally spaced tensioners 52 each comprising upper and lower caterpillar-type treads, rolls or equivalent means which engage and grip the pipe to maintain a predetermined tension on the pipeline as it is payed out from the barge (in a manner known in this industry). Additional welding stations are located between each longitudinally adjacent tensioner 52 and a final welding station is located just aft of the furthest aft tensioner 52. A plurality of additional pipeline supports 54 are longitudinally spaced along declining ramp 41 aft of the tensioners 52.
  • the pipeline supports 50 on the forward part of the barge are preferably arranged vertically so that the pipeline section carried by these supports lies along a substantially straight line slightly upwardly inclined (in direction toward the bow of the barge), at a suitable angle, e.g., on the order of 2.
  • a plurality of aft pipeline supports 55 are arranged to support the pipeline section there along a curve forming an initial portion of the pipeline overbend where the pipeline curves downwardly for entry into the water.
  • Additional pipeline work stations are spaced between tensioners 52 and supports 54 and include X-ray and dope stations.
  • a helideck 56 is located at the forward end of the barge and overlies the transverse conveyor 44, the forward end of the longitudinal conveyor 46, and the pipe line-up station 42. Also illustrated in FIG. 2 is a pair of anchor winches 57, which form part of an anchoring system, including additional anchor winches, not shown, located adjacent the stern portions of the barge.
  • the anchoring system includes 10 anchors and associated anchor lines, winches and other ancillary equipment; and, as discussed more fully below, such anchoring system enables three anchors to be set off each bow quarter and two anchors off each stern quarter.
  • gantry crane 60 Along the side of the vessel opposite pipe laying ramp 40, there is provided a gantry crane, generally designated 60.
  • Transversely spaced tracks 62 are provided along platform P, and these tracks extend longitudinally substantially the entire length of the vessel platform P, and thus substantially the entire length of barge 10, as illustrated particularly in FIG. 2.
  • Gantry crane 60 includes a pair of transversely spaced support trusses or legs 64, each being mounted on a pair of longitudinally aligned trucks 66 at each of its foward and aft extremities. Trucks 66 are engageable with the rails 62 and gantry crane 60 is thus movable longitudinally along tracks 62 over substantially the entire length of the platform P and barge and at least between longitudinal positions adjacent each of the end columns 22.
  • Gantry crane 60 also includes a rotatable cab 68, supported by trusses 64 and trucks 66, at the upper end of trusses 66, and cab 68 carries a crane boom 70 for rotating movement with the cab about a substantially vertical axis by operation of power means, not shown.
  • Gantry crane 60 is movable by suitable motors, not shown, along tracks 62 to selected longitudinal positions along barge 10 to perform lifting operations at such longitudinal positions including the transfer of pipe sections from supply boats to either the pipe storage areas 48 along platform P or directly to the pipe transfer and line-up equipment 44 and 46 for loading pipe sections directly into the pipe assembly line.
  • Gantry crane 60 is also useful for lifting operations in connection with the stinger or other pipe transition element generally designated T in FIG.
  • the cab of gantry crane 60 is rotatable such that boom 70 overlies the barge or the one side of the barge along which the gantry crane is mounted for lifting operations off such one vessel side and off either end of the barge, depending upon the longitudinal location of the gantry crane along the barge.
  • Gantry crane trusses 64 straddle the pipe storage areas 48 along the one side of the barge.
  • the gantry crane 60 can be located adjacent the stem end of the platform P with the gantry trucks 66 locked to fix the gantry crane 60 at such position and gantry crane 60 is a heavy duty crane of such size and capacity with cab rotatable about a substantially vertical axis with boom 70 which is of such length and capacity whereby gantry crane 60 is capable of performing lifting operations for heavy loads off the end of the barge adjacent which the gantry crane 60 is thus mounted and also off at least the beam of the barge along which the gantry crane 60 is thus mounted. This would be done for example to service the transition segment T extending from the stern of the barge 10.
  • hulls 12 are each divided into longitudinally and transversely spaced compartments 76 forming a plurality of ballast chambers for submerging and refloating the barge; any suitable number of compartments 76 may be provided as desired to perform the intended ballasting function. While only the starboard hull and ballast system for same is illustrated in FIG. 6, it will be understood that the port hull is similarly arranged and ballasted but on the opposite hand.
  • Ballast chambers 76 are selectively and independently ballasted and deballasted whereby the hulls and lower portions of the columns may be submerged with platform P remaining substantially level throughout the sumbergence thereof and any attitude deviation of the barge in both heel and trim may be corrected during change of draft between low and high draft conditions and retention of the vessel in the high draft condition. Ballast chambers 76 may also be selectively and independently or dependently ballasted and deballasted when the barge is in high draft semi-submerged pipe laying condition as described below to provide a change in attitude of the barge about its trim axis and thereby satisfactorily proceed with pipelaying operations, particularly in conjunction and correlation with gantry crane operations as below described.
  • a plurality of conduits 77 extend from a pump room PR in each of the hulls 12 in opposite longitudinal directions to the several ballast compartments 76, there being multiple compartments in the forward and aft portions, respectively, of each hull.
  • Pump room PR is provided with a sea suction inlet indicated at 78 and an overboard discharge indicated at 79 controlled by suitable power operated gate valves 80 and 81 respectively, the hull side being indicated by the dashed lines in FIG. 6.
  • a pair of pumps 82 and 83 are connected in parallel via lines 84 and 85, respectively, across conduits 86 and 87, conduit 86 connecting with inlet 78 and conduit 87 connecting with discharge 79.
  • Conduits 86 and 87 connect with a conduit 88 and it will be seen that, with valves 89 and 90 closed, pumps 82 and 83 suction sea water through inlet 78 past suitable valves 91 located in the parallel pump lines 84 and 85, and into conduit 87 which, with valves 81 closed, communicates with the main ballast conduits 92 which are connected in parallel with ballast compartments 76 through a pair of power operated valves 93 located on opposite sides of feed conduit 87, ballast conduits 77 each having a suitable power operated valve 94.
  • the ballast compartments may be simultaneously ballasted with sea water at an equal rate to maintain the platform substantially level when the hulls and column portions are being submerged or the valves 94 may be selectively operated to control the ballasting of the individual compartments 76 whereby the trim and/or heel of the vessel may be corrected or altered during submergence or raising of the vessel and especially in the semisubmerged high draft condition during pipelaying operations, and particularly in correlation to and adjustment of longitudinal movement, location and/or load of the crane 60 as hereinafter described.
  • Line 88 is used to transfer ballast between one hull and the other.
  • conduit 86 Opposite ends of conduit 86 connect conduits 92 through suitable power operated valves 90 which the pumps 82 and 83 suctions.
  • the pumps 82 and 83 discharges are connected through valves 81 to the overboard discharge at 79.
  • valves 80 and 93 are closed and valves 81, 90 and 91 are open.
  • Pumps 82 and 83 operate to pump water in the same direction as before, and accordingly, suction from conduits 92 via conduit 86 thereby suctioning ballast conduits 77 through valves 94 withdrawing ballast water from compartments 76 via conduits 77, 92 and 86, the pump lines 84 and 85, open valve 81 and outlet 79. With appropriate valves 94 open, compartments 76 may be deballasted as required to return the barge to its low draft condition whereby the mean waterline with respect to hulls 12 is located along a line shown at f in FIGS. 1 and 7 so that hulls 12 have freeboard above f in this low draft floating condition.
  • valves 94 Selected operation of valves 94 with valves 81 and 90 open and valve 80 closed deballasts selected compartments 76 as desired to alter the attitude of the vessel about the heel and/or trim axis as necessary or desirable and particularly to enable successful pipelaying operations as hereinafter described. It is thus readily seen that compartments 76 may be simultaneously ballasted and deballasted or selectively ballasted and deb allasted or have ballast transferred between the port and starboard hulls by selected operation of the various valves and that this can be accomplished when the barge is in any operating draft, for example, in low draft floating condition with the hulls having freeboard (i.e., mean waterline at about f in FIGS.
  • ballast system is provided for each hull 12 whereby one or both hulls may be ballasted or deballasted alone or together or ballast transferred from one hull to the other.
  • the barge has an overall length of 400 feet at hulls 12, with each hull having a beam of 34 feet, a height of 20 feet and an inside spacing of 38 feet one from the other, thus providing an overall hull beam of 106 feet between outer sides of the two hulls. 12.
  • this embodiment has a length to width ratio of about 4 to l and should have a length to width ratio of at least 2.5 to l.
  • the height of the columns 22 is 23 feet.
  • the centroids of the columns are equally spaced 39 feet from the vessels longitudinal centerline.
  • the pairs of columns are longitudinally spaced one from the other 63.25 feet with the bow pair of columns being spaced 19.75 feet from the forward extremities of the hulls 12.
  • each column is 46 feet and its width is 28 feet with the ends thereof being formed cylindrical in shape providing an overall column area of approximately 1 119.5 square feet per column.
  • the light ship displacement of the vessel in low draft condition is approximately 10,000 tons while the loaded displacement in high draft condition is approximately 21,800 tons.
  • the weight of the gantry crane 60 may approximate 400 tons unloaded and has a capacity for lifting heavy loads on the order or 80 tons.
  • the pipeline transition segment T is releasably secured to the stern of barge by a pivotal connection 74 and serves to support the air length portion of pipeline payed out from the barge and extending between the stem of the barge and the waterline plus a portion of the pipeline extending below the waterline.
  • the pipeline transition segment T may comprise one or the other of the stingers shown and described in aforementioned U.S. Pat. Nos. 3,704,596 and 3,685,305 the disclosures of which patents are incorporated herein by reference as though fully set forth herein.
  • the disclosed pipeline transition segment T is a column stabilized variable draft type stinger which includes a generally triangularly or rectangular shaped base or hull structure generally designated 100 including a pair of transversely spaced pontoons 101 and a depending keel 102, pontoons 101 and keel 102 being arranged in triangular or rectangular cross section and connected by suitable webs 103.
  • the forward end of hull 100 includes laterally spaced hinges 104 which cooperate with hinge structure carried at the stern of the barge hull underlying the pipeline ramp whereby pipeline transition segment T is pivotally secured to barge l0.
  • Pipeline transition segment T also includes a plurality of upstanding stabilizing columns 105 secured to each of the upper pontoons 101, the columns 105 being arranged in longitudinally spaced pairs.
  • a plurality of pipeline supporting carriages, not shown, are mounted between the pairs of columns and include rollers disposed in a fore and aft direction along the arc of the curve the pipeline will take in the overbend region and enable translational movement of the pipleline relative to the transition segment T.
  • the pipeline transition segment T thus supports the pipeline schematically shown at PL as it is payed out from the barge in a manner such that the radius of curvature of the pipeline portion indicated at PLC in said Figures is always greater than the radius or curvature which would cause bending stresses exceeding maximum allowable bending stresses for the pipeline and/or the protective coating generally applied to such pipeline.
  • the pontoons 101 are compartmented to form a plurality of ballast chambers which can be independently and dependently ballasted and deballasted from the barge 10.
  • the pipeline transition segment T thus has the ballast capability to alter its draft between a low draft pontoon supported condition and a high draft semi-submerged floating condition wherein the waterline lies intermediate or above the height of columns 105 and also to change the attitude of the pipeline transition segment T about trim and heel axes by ballasting and/or deballasting selected compartments in the pontoons 101.
  • FIGS. 7-10 the basic construction and configuration is like that of the previously described pipelaying barge of FIGS. l-6, but with several changes including: an increase in vessel beam to provide increased deck-load capacity, on the order of three times more deckload capacity; an increase in the depth of the hulls and columns to provide the necessary hydrostatic characteristics for such deckload; and modification to assemble and weld the pipeline along the centerline of the barge rather than along a side, thus enabling use of a symmetrical transition element T (shown in FIG. 10 for this embodiment) and minimizing effects of vessel roll on the pipeline PL.
  • T shown in FIG. 10 for this embodiment
  • this pipelayer barge embodiment with centerline pipelaying feature also includes an inclined ramp so that the angle of entry of the pipeline into the water is improved and the air gap segment of pipeline between the barge stem and water line is much smaller thus enabling use of a smaller and sometimes a simpler pipeline transition segment T than would otherwise be necessary.
  • barge includes a pair of transversely spaced elongated hulls 112 extending in spaced parallel relation and providing sufficient displacement to support barge 110 in the low draft floating condition with the hulls having freeboard whereby the mean water line is along line f indicated in FIG. 7.
  • the bow of each hull 112 is streamlined to reduce resistance to towing when barge 110 is entirely supported in low draft condition on hulls 112.
  • Each hull 112 is substantially rectangular in cross section, as particularly illustrated in FIG. 9, although the edges of the hulls can be rounded and the sides arcuate and the hulls otherwise specifically shaped as previously described with respect to the prior embodiment of FIGS. l6.
  • the hulls 112 each have top and bottom substantially parallel and substantially planar surfaces extending substantially the entire length of the hulls for reasons noted hereinafter.
  • a platform P comprising a main deck 114 and a lower deck 116 is supported a predetermined height above hulls 1 12 by support structure including a plurality of longitudinally spaced, transversely extending truss formations generally indicated 118 and a plurality of longitudinally spaced pairs of transversely spaced stabilizing columns 120.
  • a truss formation 118 is longitudinally spaced between each longitudinally spaced pair of columns 120 and the truss formation between the longitudinally spaced pairs of columns is similar to the truss formation previously described in the prior embodiment with respect to FIG. 5.
  • additional transverse truss formations 122 are located in the areas between the hulls in transverse alignment with the longitudinally spaced pairs of columns 120.
  • Both truss formations in this embodiment also include horizontally transversely extending cross braces joining the upper inner sides of hulls 112, one to the other, to reinforce the structural relationship of the hulls, platform and columns, and to restrain the hulls against lateral displacement.
  • the support structure also includes stabilizing columns 120 extending upwardly from the upper surfaces of bulls 1 12 to platform P an effective height which may be equal to and preferably greater than the maximum anticipated wave height, i.e., the vertical distance between wave crest and trough.
  • four pairs of columns 120 are equally longitudinally spaced one from the other along hulls 112 with the column arrangement on each hull being symmetrical with respect to the other hull.
  • at least three pairs of such columns or more than four pairs of such columns, longitudinally spaced one from the other may be utilized, with three such pairs of columns being considered the minimum, as discussed above with reference to the embodiment of FIGS. 1-6. As shown by the dashed lines in FIG.
  • columns 120 are preferably generally oblong shaped with longitudinally elongated vertical sides and semicylindrical fore and aft vertical end sections. However, as discussed with reference to the embodiment of FIGS. 16, such columns 120 may have circular, square, octagonal or other cross-sectional configurations. Columns 120 should be constant in cross-sectional area for that portion of their height which extends from a point located 0.25 of the column height above the top of each hull 112 to a point located 0.75 of the column height above said hulls (or 0.25 of the column height from the bottom of the platform P). Also, as discussed for the embodiment of FIGS.
  • columns 120 preferably have constant cross-sectional area throughout their height, but the section of the columns at the connections between the lower and upper ends of the columns with the hulls and platform respectively may be varied to provide for mechanical and structural interconnection providing such different cross section does not have an adverse effect on the hydrostatic and other operating characteristics of the barge.
  • This embodiment of pipelay barge 110 is provided with a pipelaying ramp 136 substantially along the longitudinal centerline of the barge, along which a pipe assembly line generally designated 138 is provided.
  • Pipe storage areas 142 are disposed at various longitudinally spaced locations along each of the opposite sides of the barge 110 on opposite sides of pipe assembly line 138 and pipe sections may be transferred from the pipe storage areas 142 onto longitudinally extending conveyors 144 which flank the pipe assembly line 138 and which conveyors 144 are adapted to transport the pipe sections forwardly to pipe transfer and line-up equipment 146 located at the forward end of pipe assembly line 138.
  • the pipe transfer equipment 146 includes transverse conveyors for transferring pipe sections from the longitudinal conveyors 144 transversely of the barge into alignment with the pipe aassembly line 138 and the pipeline extending longitudinally therealong and generally along the longitudinal centerline of the barge.
  • the pipe transfer conveyor 146 and the forward end of the pipe assembly line 138 is carried on a cantilevered extension of platform P which projects forwardly from the bow of the barge (see FIGS. 7 and 8).
  • This cantilever extension also includes a helideck spaced above the pipe transfer and alignment equipment 146.
  • a plurality of longitudinally spaced welding stations 147 are located along pipe assembly line 138 and additionally between longitudinally adjacent pairs of pipe tensioners 148; any known suitable welding system may be used at such station.
  • the ramp 136 includes a forward portion 150 of main deck 114 and an elongated central well 152.
  • the lower surface 154 of well 152 inclines downwardly and in an aft direction and provides a support surface for mounting the tensioners 148.
  • the well 152 communicates at the aft end of the barge with a tunnel 156 which exits from the barge between the aft pair of columns 120 and enables the pipeline PL to be discharged from the barge at an elevation much closer to the waterline than possible with prior embodiments such as that of FIGS. 1-6.
  • Dope, X-ray, and final coating stations are carried by a deck 158 which, in part, defines part of tunnel 156.
  • various pipe support means with rollers are spaced longitudinally along the ramp, with the pipe support means located on the barge forwardly of the tensioners supporting the pipe along a generally straight line while the pipe support means located on the barge aft of the tensioners 148 support the pipe along a generally downwardly curved line.
  • the slope of the straight portion of the pipeline is adjustable by adjustment of the elevation of the rollers, not shown, at each of the pipe support means and preferably the straight portion of the pipeline is inclined upwardly towards the bow of the barge at a desired angle, namely, about 35 from horizontal (see angle B in FIG. 7) to provide a good angle of entry of the pipeline PL into the water including a good pipeline curvature at pipeline segment PLC.
  • each such crane includes lower transversely spaced longitudinally extending trusses 168 which support a crane base or pedestal 170,-the lower ends of the side trusses 168 being supported on gantry crane trucks 172 which engage tracks 166;
  • Each gantry cranel62 and 164 includes a cab 174 rotatable onbase" about a generally vertical axis and carrying a boom 176. Referring especially to FIG.
  • each pair of crane side trusses 168 are transversely spaced one from the other such that the side trusses straddle the pipe storage areas 142 longitudinally spaced along each of the opposite sides of the barge enabling longitudinal movement of crane 162 and 164 along tracks 166 for location at substantially any longitudinal position along barge 100.
  • each gantry crane 162 and 164 has sufficient capacity and a boom of sufficient outreach to perform lifting operations outboard of the side of the barge on which the gantry crane is mounted, as well as off either end of the barge depending upon the longitudinal location of the crane along the barge.
  • the cranes are utilized for lifting operations ofi one side and either end of the barge including the transfer of pipe sections form supply boats onto the storage areas 142 or directly onto the longitudinal conveyors 144 and for general purpose lifting operations aboard the barge.
  • Each gantry crane 160 can be located adjacent the stern end of the platform P with the gantry trucks .166 locked to fix either gantry crane 160 at such position, and each gantry crane 160 is a heavy duty crane of such size and capacity with cab rotatable about a substantially vertical axis and with a boom 176 which is of sufficient length and capacity whereby such gantry crane 160 is capable of performing lifting operations for heavy loads off the end of the barge adjacent which such gantry crane 160 is thus mounted and also off at least the beam of the barge along which such gantry crane 160 is thus mounted. This would be done for example to service the transition segmant or stinger T extending from the stern of the barge 110.
  • ballast system has the capability to ballast the barge 110 between low draft floating condition with hulls having freeboard and semi-submerged high draft operating condition and can selectively ballast and/or deballast any part of such ballast system to alter the attitude of the barge about trim and heel axes as desired and for the purposes set forth herein.
  • the barge can have an overall length of 460 feet at hulls 112, with each hull having a beam of 40 feet, a height of 23 feet and an inside spacing of 50 feet one from the other providing an overall hull beam of 130 feet between the outer sides of hulls 112.
  • the height of the columns 122 is 25 feet so that the height from keel to the underside of the platform is 48 feet.
  • the barge has a length to width ratio slightly less than 4 to l and should have a length to width ratio of at least 2.5 to l.
  • the centroids of the columns 122 are equally spaced 50 feet from the vessels longitudinal centerline.
  • the pairs of columns are longitudinally spaced one from the other 128 feet with the bow pair of columns being spaced 38 feet from the forward extremities of the hulls 112.
  • the length of each column is 50 feet and its width is feet with the ends thereof being formed cylindrical in shape providing an overall column area of approximately 1706.5 square feet per column.
  • the light ship displacement of the vessel in the low draft condition is approximately 12,000 tons while the loaded displacement in high draft condition is approximately 30,000 tons.
  • the weight of each gantry 14 crane 162 and 164 may be approximately 400 tons and has a capacity for lifting loads up to about tons.
  • the GM of this barge is about 4 feet.
  • the pipeline transition segment T may be a columnstabilized stinger of such type as disclosed in US. Pat. No. 3,685,305 and particularly with respect to FIGS. 11-13 thereof, with the transition segment or stinger T being pivotally hinged to the stern of both hulls 112 as illustrated in FIG. 10 hereof.
  • transition segment or stinger T includes a hull having a plurality of longitudinally and transversely spaced ballast compartments which can be selectively ballasted and deballasted to alter the draft of the pipeline transition segment between high and low draft conditions, and also to alter the attitude of the pipeline transition segment T about heel and trim axes as desirable and especially in trim to control the curvature of pipeline segment PLC within desired limits.
  • crawler-type cranes without rails fixed to the platform may be utilized in lieu of gantry type cranes.
  • Each crawler crane would include a rotatable cab and boom operable similarly as described above with respect to the gantry crane in conjuction with the below described constructional and operational features of the semi-submerged pipelaying vessels including correlation of ballast with crane movement, location and/or load which is applicable to both types of cranes when used in analogous manner.
  • the pipelaying barge hereof is moved (by means not shown) in a low draft floating condition with the hulls having mean water line at f so the hulls have freeboard and can be efficiently moved at speeds on the order of 8 to 10 knots providing the present vessel with high mobility for transit between work sites located in different distant locations of the world.
  • the barge can be efficiently towed by available tugs; or it can be provided with propulsion machinery whereby it can move from site to site under its own power, if desired.
  • the pipeline transition segment is coupled to the pipelaying barge by the described hinge connection, the transition segment being generally towed or transported to the work site by a separate vessel.
  • the crane or cranes on the pipelaying barge are located adjacent the stern end of the barge to connect the barge and pipeline transition segment and/or otherwise service the latter.
  • the ballast compartments of the barge 10 are simultaneously ballasted to submerge their respective hulls and pontoons.
  • the barge 10 is ballasted so that the columns of the barge are submerged at least 0.25 the height of the columns above the hull tops, and preferably about 0.5 the height of the columns.
  • FIG. 13 that is a graph showing the permissible range of distance between the top of the twin hulls 12 (or 112) of the pipelaying vessel 10 (or 110) and the mean water line at load line draft of the pipelaying vessel in semi-submerged floating condition dependent on varying column height, for construction and use of pipelaying barges utilizing the present invention.
  • Load line draft is the maximum permissible high draft position for such a pipelaying vessel
  • FIG. 13 shows along the ordinate the distance from the top surface of the hulls 12 (or 112) to the mean waterline constituting permissible load line draft for pipe laying ves sels 10 (or 1 10) having different heights of columns 20 (or 120) shown along the abscissa.
  • An envelope bounded by maximum and minimum curves designated A and B constitutes the range in load line draft condition with respect to given different column heights varying between a minimum column height of about 20 feet and a maximum column height of up to about 80 feet.
  • the optimum operating draft for a given height column is also illustrated by the curve designated at C within the maximum and minimum envelope curves A and B.
  • the location of the mean water line above the vessel hulls 12 (or 112) and in relation to the height of the columns 20 (or 120) is determined according to the foregoing for the pipelaying barge 10 (or 110) when it is in semi-submerged high draft floating condition for pipe laying operations.
  • the columns of the pipeline transition segment or stinger T are thus submerged according to extent of submergence of columns of the barge 10 (or 110). Additionally, the pipeline transition segment T (or T) is ballasted to establish its own trim angle to a desired angle suitable for laying pipe of given size in the specified depth of water with a predetermined configuration of curved pipeline section PLC.
  • the trim of the barge 10 is set a predetermined trim angle to improve the angle of entry of the pipeline into the water; and usually the barge 10 (or 110) will be ballasted to provide a preset operational barge trim angle within a range from to 2.5 from horizontal, and preferably about l.5 with the bow end of the barge tilted upward.
  • the barge (or 110) is in semisubmerged column stabilized condition, with the mean waterline above the hulls as herein described, such columns provide righting moments about pitch and roll axes to provide requisite barge stability consistent with requisite motion-minimizing characteristics also.
  • the barge 10 (or 110) has a construction such that the configuration and area of the columns and the number of columns, and distances of the columns from the longitudinal and transverse centerlines of the barge are such to provide greater righting moment about the barges transverse pitch axis than the righting moment about the barges longitudinal roll axis when the barge is in high draft semisubmerged pipelaying condition.
  • the substantially parallel planar top and bottom surfaces of the hulls as above described provide mass damping when the barge is in high draft column stabilized condition; this inhibits vertical motion of the barge in heave, and also inhibits net vertical displacement of the ends of the barge due to angular motion in pitch.
  • GM metacentric height
  • the pipeline transition segment or stinger T (or T) hinged to the stern will be ballasted and submerged also as above-noted.
  • the column-stabilized stinger T (or T) is ballasted to establish a suitable trim angle of the stinger T (or T) at about 8l0 from horizontal and tilted upwardly towards the barge as diagrammatically illustrated in FIGS. 11A to 11D and 12A to 12C.
  • the natural period of the pipelay barge and stinger combination in roll is between about 25-30 seconds, in pitch about 20 seconds or more, and in heave about 16 seconds.
  • the configuration, size and weight of the barge 10 (or 110) and its load distribution and especially the size, configuration, area, location and resultant righting moment of the columns about the pitch axis are designed in light of this severe limit of angular change of the pipelaying barges attitude about the pitch axis.
  • the pipe sections carried by the barge in the pipe storage areas are disposed onto the longitudinal and transverse conveyors for assembly and connection one with the other along the pipe assembly line.
  • the pipe sections are welded one to the other and the pipeline is payed out from the barge over the transition segment for entry into the water and final disposition on the sea bottom.
  • the tensioners maintain a predetermined tension on the pipeline as it is payed out and this, in conjunction with the transition segment, maintains the pipeline curvature within allowable stress limits and at or greater than the minimum radius of curvature.
  • the barge and transition segment are advanced along the track of the pipeline along the sea bottom by hauling in the forward anchor lines and paying out the aft anchor lines.
  • the barge can be advanced in this manner 3000 and 4000 feet before the anchors are retrieved by anchor boats and reset.
  • the pipeline is payed out from the aft end of the barge at an elevation substantially above the mean waterline, for example, on the order of 15-50 feet.
  • the transition segment thus supports the pipeline as it is payed out from the barge for the air length of the pipeline between the barge and the mean waterline and also a section of the pipeline extending some distance in the water while maintaining the curvature of the pipeline extending from the tensioners on the barge within the permissible stress limits and radius of curvature.
  • the angle of trim of the barge in semi-submerged high draft condition is a significant factor in pipelaying operations as it affects the pipe curvature in the pipeline segment PLC extending from the aft end of the barge.
  • the pipeline extending from the barge stern over the pipeline transition element into the water and to and on the sea bed is somewhat S- shaped whereby the pipeline first assumes a concave downward curve or overbend as it is payed out from the barge end and over the transition segment and then passes through a point of inflection at a location beyond the stinger and has an intermediate section which then extends to sea bottom and assumes a concave upward curve or sagbend as it is layed along the sea bottom.
  • the pipeline is maintained as it is being laid within a suitable percentage of the stress yield point of the pipeline for a given pipe as the pipeline is stressed in passing through the overbend, inflection point and sagbend.
  • changes in the angular attitude of the barge about the trim axis beyond certain narrow limits will cause higher and allowable stresses which will break the concrete coating usually applied about the pipe which is unacceptable or will adversely overstress the pipe.
  • a bow-up operational trim is preferably set by proper ballasting of the vessel prior to commencing pipelaying operations; and, depending upon the pipe size and water depth, a preset barge trim of to 2.5, and preferably about is set by ballasting the barge as afore-described to alter its attitude to such a bow-up trim angle.
  • a preset initial inclination of the pipeline of up to 10 from horizontal, but preferably up to 6 from horizontal bow-upward may be used; the latter degree of pipeline inclination from horizontal is the resultant of inclination of the pipeline with respect to the barge plus angle of trim of the barge about its trim axis.
  • any change in attitude of the barge in trim should be maintained within an angle not in excess of plus or minus about one-half degree from the preset operational trim to avoid introducing a pipe curvature in the overbend which would introduce stresses and strains higher than allowable for the concrete coating about the pipe or for the pipe itself. That is, it is necessary to maintain the attitude of the vessel in trim during pipe laying operations within plus or minus about one-half degree of the preset operational trim which usually is within 0 to 2.5 bow-up as discussed.
  • the barge is designed to provide suitable righting moments about the pitch axis as determined by the configuration, number, areas and distances of the columns from the pitch axis, the geometry of the submerged hulls and lower column portions, plus the 18 weight distribution of the barge, which would maintain the angle of inclination of the barge about the pitch axis within plus or minus one-half during operations and in response to dynamic forces, i.e., wind and wave action, the pipe laying operation onboard the barge can and will introduce changes in the attitude of the barge in trim exceeding plus or minus one-half degree from the predetermined operational trim unless corrected.
  • the barge 10 (or is ballasted in response to and in correlation with longitudinal movement and location of the crane or cranes so that the angle of trim change induced by, during and after longitudinal movement of the crane with or without load does not exceed plus or minus one-half degree change from the preset angle of trim.
  • FIGS. 11A1 1D and FIGS. 12A-12C are diagrammatically illustrated in FIGS. 11A1 1D and FIGS. 12A-12C, in which drawings the angles and Figures discussed below are exaggerated for clarity.
  • the barge 10 (or 110) is illustrated in a horizontal position with 0 trim and a preset bow-up trim of 8l0 for the pipeline transition segment or stinger T, such attitudes of barge and stinger being accomplished by appropriate ballasting as previously discussed.
  • FIG. 11A the barge 10 (or 110) is illustrated in a horizontal position with 0 trim and a preset bow-up trim of 8l0 for the pipeline transition segment or stinger T, such attitudes of barge and stinger being accomplished by appropriate ballasting as previously discussed.
  • the barge 10 (or 1 10) is set at an attitude having a bow-up preset operational trim angle of between O-2.5, and preferably 1.5"; and this is accomplished by selective ballasting and/or deballasting of the hull compartments as above discussed.
  • the transition segment is also ballasted to maintain its own desired trim angle relative to the barge and horizontal so as to maintain the pipeline segment POL within proper curvature limits during all pipelaying operations.
  • the discussed preset operational trim angle of the barge (for example l.5) is designated P.O.T. in FIG. 11B which also illustrates a representative crane C located adjacent the aft end of the barge. Longitudinal movement of the crane C, either loaded or unloaded, from its position adjacent the aft end of the barge shown in FIG. 11B for a certain distance, for example approximately one-quarter of the length of the vessel, to a location closer to the pitch axis, but with the axis of rotation of the crane (designated by the dashed lines in FIGS.
  • ballast correction of trim is necessary during and after the crane movement to counteract the resultant induced angle of trim change and maintain the attitude of the vessel close or equal to the preset operational trim and in any event within plus or minus one-half degree of the preset operational trim angle. Consequently, the ballast system and crane movement are correlated one with the other such that the crane movement induced-angle of trim is offset or counteracted by ballasting.
  • FIG. 11D wherein the actual operating angle of trim of the vessel is illustrated close or equal to the predetermined operating trim angle and in any event at least kept within plus or minus /2 of the preset operational trim before crane movement.
  • ballast correction in the opposite direction in order to maintain the barge attitude about its trim axis within about one-half degree of the preset operating trim.
  • ballast corrections can be and are performed simultaneously with movement of the crane or in increments upon movement of the crane short distances thus enabling the ballast system to catch up with and counter the change in moment distribution caused by crane movement and avoid the change in barge trim angle which would thereby result if not counteracted as discussed.
  • the preset operational trim may be set with the crane located slightly aft of the pitch axis as illustrated in FIG. 12A. Movement of the crane forwardly to the position shown In FIG. 12B would change the attitude of the vessel in excess of /z from the present operational trim (if not counter-acted) in this case inducing a bow-down attitude designated CMIT in FIG. 12B with respect to the angle P.O.T.
  • ballast correction in trim is necessary during such crane movement to maintain the barge attitude within of the angle P.O.T., and this is illustrated in FIG. 12C which shows ballast correction having been applied so that the crane movement induces a change in angle of trim after ballast correction, which angle is less than plus or minus 05 from the angle P.O.T., designated at CMIT in FIG. 12C.
  • angle CMIT is sometimes the same as the angle BATC discussed in said numbered paragraphs 7, 9 and 10 on pages 48 and 49 whereas the angle CMIT may differ from the angle BATC depending upon the values of crane induced moment CLM, righting moment of barge column BCMP and counteracting ballast to limit BATC and maintain CMIT within plus or minus about .5 change from the barges present angle of trim PAT or POT.
  • FIGS. 14A and 14E show and identify particular features and terms defined and amplified in numbered sub-paragraphs immediately following:
  • the length of the barge SSB along the barge platform P is designated by BLP, and along the barge hulls by BLH.
  • the width of the barge SSB across the platform P is designated by BWP, and between the outside of the bulls by BWH.
  • the barge SSB is elongated whereby the ratio of BLI-I to BWI-I is at least 2.5 to l and preferably larger; and likewise for the ratio of BLP to BWP 2.
  • CL is total load of crane means C on the barge(- weight of crane with and without load);
  • TA and PA is the locus of trim axis and pitch axis of the barge SSB:
  • LC is the locus and distance of total crane means load CL in relation to barge trim axis TA at beginning, during and cessation of movement of said crane means C;
  • CLM is the resultant moment about the barge trim axis TA due to crane means load CL and its locus LC with respect to the barge trim axis according to (4) above CLM varying in accordance with variation of LC and/or CL per (2), (3), and (4) above.
  • BCMP are the righting moments of the barge columns 12 or about the axis TA (or PA) when the barge SSB is in semi-submerged high draft pipelaying operational condition and counteracting CLM per (5) above; and BCMP is the total of such righting moments produced by the effect of the waterplane area of each
US537784A 1974-12-30 1974-12-30 Column stabilized semisubmersible pipelaying barge Expired - Lifetime US3924415A (en)

Priority Applications (12)

Application Number Priority Date Filing Date Title
US537784A US3924415A (en) 1974-12-30 1974-12-30 Column stabilized semisubmersible pipelaying barge
CA220,161A CA1039068A (en) 1974-12-30 1975-02-14 Column stabilized semisubmersible pipelaying barge
IE335/75A IE40668B1 (en) 1974-12-30 1975-02-19 Column stavilized semi-submersible barge
NO750585A NO750585L (de) 1974-12-30 1975-02-20
GB740775A GB1477077A (en) 1974-12-30 1975-02-21 Column stabilized semi-submersible barge
AU78549/75A AU496970B2 (en) 1974-12-30 1975-02-25 Column stabilized semisubmersible pipelaying barge
IT48560/75A IT1032277B (it) 1974-12-30 1975-03-11 Perfezionamento nei natanti per la posa di tubazioni
ES435808A ES435808A1 (es) 1974-12-30 1975-03-20 Perfeccionamientos introducidos en barcazas semisumergibles estabilizadas por columnas de cascos gemelos.
DE19752512565 DE2512565A1 (de) 1974-12-30 1975-03-21 Roehrenlegeschiff
DK121475A DK121475A (da) 1974-12-30 1975-03-21 Rorlegningsfartoj
NL7506206A NL7506206A (nl) 1974-12-30 1975-05-27 Pijpleggende boot.
US05/634,133 US3987640A (en) 1974-12-30 1975-11-21 Column stabilized semisubmersible pipelaying barge

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US537784A US3924415A (en) 1974-12-30 1974-12-30 Column stabilized semisubmersible pipelaying barge

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US05/634,133 Continuation US3987640A (en) 1974-12-30 1975-11-21 Column stabilized semisubmersible pipelaying barge

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US3924415A true US3924415A (en) 1975-12-09

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US (1) US3924415A (de)
AU (1) AU496970B2 (de)
CA (1) CA1039068A (de)
DE (1) DE2512565A1 (de)
DK (1) DK121475A (de)
ES (1) ES435808A1 (de)
GB (1) GB1477077A (de)
IE (1) IE40668B1 (de)
IT (1) IT1032277B (de)
NL (1) NL7506206A (de)
NO (1) NO750585L (de)

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US4230421A (en) * 1978-05-05 1980-10-28 Santa Fe International Corporation Self propelled dynamically positioned reel pipe laying ship
US4340322A (en) * 1978-05-05 1982-07-20 Santa Fe International Corporation Self propelled dynamically positioned reel pipe laying ship
EP0013324A1 (de) * 1978-11-27 1980-07-23 Bechtel International Corporation Verfahren und Vorrichtung zur Verlegung einer Rohrleitung auf dem Meeresgrund
US4260288A (en) * 1978-11-27 1981-04-07 Bechtel International Corporation Pipe laying apparatus and method
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WO1989005379A1 (en) * 1985-06-03 1989-06-15 Krikun, Eliseo Method of installing offshore constructions
US20080302194A1 (en) * 2005-08-22 2008-12-11 Anthony Richard Elms Stabilising Means
US8555734B2 (en) 2005-08-22 2013-10-15 Technology Investment Company Pty Ltd Stabilising means
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US20130004240A1 (en) * 2010-03-18 2013-01-03 Pionetti Francois-Regis Method for laying a submarine line on the seabed
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WO2013122366A1 (ko) * 2012-02-15 2013-08-22 삼성중공업 주식회사 파이프라인 부설선박 및 이를 이용한 파이프라인 부설방법
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US10093493B2 (en) * 2015-02-08 2018-10-09 Hyperloop Technologies, Inc. Transportation system
WO2020080948A2 (en) 2018-10-19 2020-04-23 Heerema Marine Contractors Nederland Se Combination of heavy lift vessel and floating appendage structure
NL2021841B1 (en) * 2018-10-19 2020-05-13 Heerema Marine Contractors Nl Combination of heavy lift vessel and floating appendage structure
WO2020080948A3 (en) * 2018-10-19 2020-05-28 Heerema Marine Contractors Nederland Se Combination of heavy lift vessel and floating appendage structure

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IT1032277B (it) 1979-05-30
NL7506206A (nl) 1976-07-02
AU7854975A (en) 1976-08-26
IE40668B1 (en) 1979-07-18
DE2512565A1 (de) 1976-07-01
AU496970B2 (en) 1978-11-16
NO750585L (de) 1976-07-01
GB1477077A (en) 1977-06-22
ES435808A1 (es) 1977-04-01
DK121475A (da) 1976-07-01
IE40668L (en) 1976-06-30
CA1039068A (en) 1978-09-26

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