WO1996035608A1 - Procede et appareil pour amarrer un vaisseau - Google Patents

Procede et appareil pour amarrer un vaisseau Download PDF

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Publication number
WO1996035608A1
WO1996035608A1 PCT/US1995/006694 US9506694W WO9635608A1 WO 1996035608 A1 WO1996035608 A1 WO 1996035608A1 US 9506694 W US9506694 W US 9506694W WO 9635608 A1 WO9635608 A1 WO 9635608A1
Authority
WO
WIPO (PCT)
Prior art keywords
mooring
vessel
area
mooring element
pressure
Prior art date
Application number
PCT/US1995/006694
Other languages
English (en)
Inventor
Jens Korsgaard
Original Assignee
Jens Korsgaard
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from US08/439,008 external-priority patent/US5515803A/en
Application filed by Jens Korsgaard filed Critical Jens Korsgaard
Priority to RU96124366A priority Critical patent/RU2145933C1/ru
Priority to EP95922899A priority patent/EP0824447A4/fr
Priority to NZ288410A priority patent/NZ288410A/en
Priority to AU27627/95A priority patent/AU711751B2/en
Priority to CA002190637A priority patent/CA2190637A1/fr
Publication of WO1996035608A1 publication Critical patent/WO1996035608A1/fr
Priority to NO964969A priority patent/NO964969D0/no

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B22/00—Buoys
    • B63B22/02—Buoys specially adapted for mooring a vessel
    • B63B22/021—Buoys specially adapted for mooring a vessel and for transferring fluids, e.g. liquids
    • B63B22/023—Buoys specially adapted for mooring a vessel and for transferring fluids, e.g. liquids submerged when not in use
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B22/00—Buoys
    • B63B22/02—Buoys specially adapted for mooring a vessel
    • B63B22/021—Buoys specially adapted for mooring a vessel and for transferring fluids, e.g. liquids
    • B63B22/026—Buoys specially adapted for mooring a vessel and for transferring fluids, e.g. liquids and with means to rotate the vessel around the anchored buoy

Definitions

  • This invention relates generally to systems for the mooring of tankers or other vessels in unprotected waters. More particularly, the invention relates to mooring systems employing differential hydrostatic pressure to secure an underwater submersible buoy to the bottom of a vessel .
  • An object of the present invention is to provide a system which allows a buoy having an upper nearly flat surface to be moved in a controlled manner along the hull of a vessel using a differential hydrostatic pressure. Thus, allowing the buoy to be centered with respect to the mooring recess, without releasing the buoy from the bottom of the vessel.
  • Another object of the invention is to apply a force from the buoy's mooring chains in combination with the vessels propulsion system to supply the desired force vector to move the buoy along the bottom of the vessel in the desired direction.
  • the present invention is directed to a vessel mooring system including a mooring element coupled to the sea floor by a plurality of mooring tethers wherein, when not moored to a vessel, the mooring element is maintained in a storage position at a preselected depth below the surface, an upper surface of the mooring element including a sealing surface surrounding a target area to be coupled within the mooring recess, in combination with means for raising the mooring element from the storage position into a mooring position in which the sealing surface is in contact with the bottom surface of the vessel so that a sealed mooring area is created between the bottom surface of the vessel and the area surrounded by the sealing surface.
  • a pump lowers the pressure between the bottom surface of the vessel and the upper surface of the mooring element to produce a first differential between the ambient pressure and the pressure in the mooring area for immobilizing the mooring element with respect to the bottom surface of the vessel and a second differential between the ambient pressure and the pressure in the mooring area so that the mooring element is maintained in sliding contact with the bottom surface of the vessel.
  • the system includes means for detecting the displacement of the mooring element from a desired position of the mooring element on the bottom of the vessel.
  • the method of mooring a vessel to a mooring element includes the steps of positioning the vessel above the mooring element storage position and raising the mooring element into contact with the bottom surface of the vessel.
  • the mooring element is then secured to the bottom surface of the vessel by reducing the hydrostatic pressure in a mooring area located between an upper surface of the mooring element and the bottom surface of the vessel so that a first differential is created between the pressure in the mooring area and the ambient pressure.
  • the displacement of the mooring element from a desired position on the bottom of the vessel is determined and the vessel is moved, with the mooring element secured to the bottom surface of the vessel, so that a tension force, applied to the mooring element through the mooring tethers, is directed toward the desired position of the mooring element.
  • the hydrostatic pressure within the mooring area is then increased until the differential between the hydrostatic pressure within the mooring area and the ambient pressure reaches a second differential, so that the mooring element slides along the bottom surface of the vessel toward the desired position of the mooring element.
  • the pressure within the mooring area is rapidly reduced to create a third differential between the hydrostatic pressure within the mooring area and the ambient pressure to secure the vessel to the mooring element in the desired position.
  • Figure 1 shows a side view of a buoy according to a first embodiment of the present invention wherein the buoy is in a submerged position;
  • Figure 2 shows a side view of a buoy according to a second embodiment of the present invention wherein the buoy is in a submerged position
  • Figure 3 shows a side view of a buoy according the present invention in approaching the bottom of a vessel to which it is to be coupled;
  • Figure 4 shows a side view of a buoy according the present invention in a position adjacent to the bottom of a vessel to which it is to be coupled;
  • Figure 5 shows a bottom view of a buoy according to the present invention in an off-center position on the bottom of a vessel to which it is to be coupled;
  • Figure 6 shows a side view of an intake for the pump which is remote from the mooring area.
  • Figure 1 shows a submerged buoy 10 which floats in an equilibrium position below the surface of the sea at an elevation such that the downward force from the mooring chains 11 exactly equals the net upward buoyancy of the buoy 10.
  • the buoy 10 is equipped with a retrieval line 12 which is buoyant an upper portion 13 of which floats on the surface 14 of the sea.
  • the submerged buoy 10 is moored to the sea bed 15 through a series of radially deployed mooring chains or ropes 11, each of which is coupled to a respective anchor 16 mounted in the sea bed.
  • the upper portion 13 of the line 12 is adapted to be retrieved by a vessel 30 and coupled to a lifting device such as a winch (not shown) aboard the vessel 30.
  • a lifting device such as a winch (not shown) aboard the vessel 30.
  • the mooring chains 11 are lifted off the sea bed 15 and the buoy 10 is raised toward the bottom of the vessel 30.
  • the process of mooring the vessel 30 to the buoy 10, once the buoy 10 is located adjacent to the bottom of the vessel 30 will be identical in regard to the buoy 10 according to the first and second embodiments. This operation will be described in detail with reference to Figs. 3 - 6, following the description of the buoy 10 according to the second embodiment.
  • Fig. 2 shows an alternative submerged buoy 10 similar to the buoy 10 shown in Figure 1 except that this buoy 10 includes no retrieval line.
  • This buoy 10 may be supplied with compressed air by means of a riser 20 connected through a sub-sea pipeline 21 to a remote source (not shown) of compressed air.
  • the buoy 10 may be fitted with compressed air storage tanks (not shown) which may be recharged each time a vessel 30 is moored to the buoy 10.
  • the buoy 10 floats in its stowed position 22 at a level below the keel of passing ships.
  • a vessel 30 may position itself above the buoy 10 using data from a geopositional satellite in reference to a known fixed position.
  • the buoy 10 When a vessel 30 is in position for mooring, the buoy 10 may be raised toward the bottom of the vessel 30 by transmitting a sonar signal to a receiver on the buoy 10 causing the expulsion of water ballast from the buoy 10 with the aid of compressed air.
  • the resultant increase in the net buoyancy of the buoy 10 causes the buoy 10 to lift additional lengths of the mooring chains 11 off the sea bed and rise to a mooring position 23 in which an upper surface of the buoy 10 engages the bottom of the vessel 30.
  • a signal is sent to the buoy 10 controlling the buoy 10 to rise in the water column until the buoy 10 reaches a premooring depth a short distance below the draft of the vessel 30.
  • the premooring depth is typically from one to three meters below the draft of the ship. Those skilled in the art will understand that the premooring depth will be selected to be a greater distance below the draft of the vessel in rough seas and that, in relatively calm seas, the premooring depth may be relatively close to the draft of the vessel 30.
  • the buoy 10 is signalled to rise the rest of the distance to the bottom surface of the vessel 30 when, taking account of the drift of the vessel 30, it is calculated that the buoy 10 will contact the bottom of the vessel 30 directly below the intake 32.
  • the buoy 10 will typically rise from the premooring depth at approximately .05 to .3 meters per second depending upon the final buoyancy of the buoy 10. Thus, the buoy 10 will contact the bottom surface of the vessel 30 between 3 and 60 seconds after the final deballasting has occurred.
  • the securing of the buoy 10 to the vessel 30 by the first pressure differential typically lasts between 2 and 8 seconds and the entire mooring process may be completed within 5 seconds although the mooring process may take more than one minute.
  • the short time required for the mooring process makes it possible to moor even if the propulsion system of the vessel 30 is incapable of maintaining the vessel 30 in position above the buoy 10 within the required tolerance which is typically between 5 and 10 meters.
  • the command to bring the buoy 10 up from the premooring depth may be issued the required number of seconds before the intake 32 passes over the buoy 10 so that the intake 32 will be wholly within the exterior sealing surface 17 of the buoy 10.
  • the vessel 30 cannot be adequately controlled and the buoy 10 slides off the bottom of the vessel 30, the vessel 30 is moved away from the mooring position and a signal is sent to the buoy 10 causing the buoy 10 to reballast to at least the premooring depth.
  • the buoy has stabilized at the desired depth the mooring process is attempted again. If the supply of compressed air for the buoy 10 is depleted during repeated mooring attempts, a service vessel may resupply the buoy 10.
  • the buoy 10 may be equipped with both a deballasting system as described above and a retrieval line. Thus, reducing the force to which the retrieval line is subjected.
  • the deballasting system may be activated by a sonar signal as described above or, alternatively, may be activated by the upward force on the retrieval line.
  • Fig. 3 shows a vessel 30 in the process of mooring to a buoy 10 of the type shown in Fig. 2 which has previously been raised to the mooring position 23.
  • the vessel 30 is equipped with a pump 31 which has an intake 32 within the area 33 on the bottom of the vessel 30 in which it is desired to moor the buoy 10.
  • the pump 31 which is preferably a high volume, low head pump, discharges water back to the sea at one or more discharge ports 34 remote from the area 33.
  • Each of the discharge ports 34 may be equipped with a deflector to direct the discharge jet such that the pump 31 may, through its one or more discharge ports 34, apply a thrust force in a desired direction.
  • the pump 31 is also equipped with a second intake 35 remote from the area 33.
  • the second intake 35 is equipped with a valve 36 which is used to regulate the flow through the second intake 35.
  • the valve 36 is opened and closed by a powered actuator 37 and is remotely controlled by the crew of the vessel 30.
  • the valve 36 When the vessel 30 approaches the mooring site above the buoy 10, the valve 36 is closed and the pump 31 draws water only through the intake 32.
  • the position of the vessel 30 can be determined with a high degree of accuracy using satellite and/or sonar data, so that the vessel can be positioned directly above the buoy 10.
  • the buoy 10 is then raised into contact with the bottom of the vessel 30 so that the intake 32 is completely within the exterior seal 17 on upper surface of the buoy 10.
  • the pump 31 is then drawing water from the closed volume isolated by the closed valve 36, and the buoy 10.
  • the friction force acting to resist horizontal movement of the buoy 10 along the bottom of the vessel 30 is also reduced and forces applied to the buoy from the mooring chains 11 may move the buoy 10 along the bottom surface of the vessel 30.
  • FIG. 4 shows the buoy 10 moored to the vessel 30 in more detail.
  • the upper surface of the buoy 10 is furnished with a number of fenders 18 and seals 17.
  • the seals 17 are pliable continuous seals deployed concentrically around the center of the buoy 10.
  • the seals 17 may preferably be formed of polyethylene or teflon.
  • the buoy 10 is at least equipped with at least one seal 17 and may have several such seals 17.
  • the seals 17 typically protrude further above the top surface of the buoy 10 than do the fenders 18. This ensures that sufficient pressure is exerted on the seals 17 to make the coupling between the bottom of the vessel 30 and the buoy 10 substantially watertight.
  • the fenders 18 serve 3 purposes: 1) they cushion the bottom of the vessel 30 protecting the surface from vertical impacts of the buoy 10 during mooring attempts in high waves; 2) when the buoy 10 is moored to the vessel 30, they distribute the large compressive forces between the buoy 10 and the vessel 30; and 3) they provide friction between the vessel 30 and the buoy 10 when the buoy 10 is securely moored to the vessel 30 so that the buoy 10 does not move along the bottom of the vessel 30 when acted upon by the mooring forces from the vessel 30.
  • a second pump 38 having a lower 5608 PC ⁇ 7US95/06694
  • suction pressure and a significantly smaller volumetric capacity than the pump 31 may be engaged. This allows the pressure between the bottom of the vessel 30 and the buoy 10 to be reduced relative to the pressure obtainable with a system employing only one pump 31.
  • the valve 39 is closed between the pump 31 and the intake 32. This enables the pump 31 to be shut down.
  • the valve 35 may be opened fully and the pump 31 may continue to work as a thruster to affect the mooring loads on the buoy 10.
  • the second pump 38 may be provided with an intake 40 so that the pressure in an area 42 between the seals 17 is lowered. It may be desirable to lower this pressure to the vapor pressure of sea water. Because the center of the buoy 10 is isolated from the low pressure area 42 by the inner seal 17, the center volume 41 may be dewatered using a bilge pump (not shown) and atmospheric air may be admitted to the center volume 41.
  • the center volume 41 may be further provided with a personnel access hatch 43 allowing personnel to access the center volume 41 in order to connect fluid connectors 55 for cargo transfer via the riser 44 from a pipeline 45 on the sea bed, for connecting structural mooring ropes (not shown) between the buoy 10 and the vessel 30, or for performing maintenance operations on the buoy 10.
  • the fluid connectors 55 will usually be remotely coupleable to the fluid connectors on the buoy 10.
  • the volume 41 may be maintained flooded with water or with inert gas to reduce the risks associated with leaking oil or gas combining with the air in the volume 41 to form an explosive combustible mixture.
  • the moored vessel 30 be permitted to weather vane about a vertical axis while moored to the buoy 10. While moored, the vessel may, in response to shifting winds, currents and waves, make one or more complete revolutions.
  • the buoy 10 is comprised of two parts 46 and 47 separated by a vertical axis structural bearing 49.
  • One or more seals 50 are provided between the two parts 46 and 47 of the buoy 10 to prevent the ingress of sea water into the center volume 41 above the buoy 10.
  • the part 46 While coupled securely to the vessel 30, the part 46 remains stationary with respect to the vessel 30, rotating with the vessel 30 as it weathervanes about a vertical axis. Meanwhile, the part 47 does not rotate with respect to the sea bed 15.
  • the fluid connectors 55 include swivels so that the piping in the vessel 30 may rotate about a vertical axis relative to the piping in the part 47 of the buoy 10.
  • Figure 5 shows a plan view of the bottom of the vessel 30 illustrating how the buoy 10 is moved along the bottom of the vessel 30 without being disconnected therefrom.
  • the seals 17 preferably protrude above the fenders 18 and are made of a material having a low coefficient of friction in conjunction with the bottom plating of the vessel 30.
  • the fenders 18 are preferably made from a material having a very high coefficient friction in conjunction with the bottom plating of the vessel 30.
  • the fenders 18 may preferably be made of the standard rubber material used for the production of known docking fenders and may also be made of material similar to that of which automobile tires are constructed.
  • the vessel 30 is seen from below with the buoy 10 attached eccentrically in an off-center position 51 with respect to the intake 32. To effect the fluid connection between the buoy 10 and the vessel 30, it is necessary to move the buy 10 to a position 52 which is centered.
  • a buoy 10 having a single fluid connection to the vessel 30 it is necessary to position the buoy 10 so that its center is within approximately .8 x r of the center of the intake 32, where r is the radius of the intake 32.
  • r is the radius of the intake 32.
  • the buoy 10 In order to properly position the buoy 10, it must be moved the distance 53 in the direction 54, relative to bottom of the vessel 30.
  • the main propulsion machinery and the bow thruster on the vessel 30 are employed to deflect the vessel 30 and the buoy 10 in a direction opposite to direction 54, thus imparting a tension in the mooring chains 11 in the direction 54.
  • the hydrostatic pressure between the vessel 30 and the buoy 10 is raised, as explained for figures 3 and 4, until the buoy 10 starts slipping along the bottom of the vessel 30 in the direction 54. As the slip distance approaches the distance 53, the pressure above the buoy 10 is quickly lowered and the slippage stops. If this procedure is not successful it may be repeated with different values of the direction 54 and distance 53 until the centered position 52 is achieved within the required tolerance.
  • the differential between the ambient pressure and the pressure in the area between the buoy 10 and the bottom surface of the vessel 30 is preferably increased to between 10 and 100 kPa immediately following contact between the buoy 10 and the vessel 30.
  • the hydrostatic pressure differential is reduced to between 2 and 50 kPa.
  • the vessel 30 is moored to the buoy 10 by increasing the hydrostatic pressure differential to between 60 and 300 kPa.
  • the actual pressure differential employed will depend in each case on the diameter of the buoy 10 and on the draft of the vessel 30.
  • the position of the buoy 10 with respect to the center of the intake 32 may be determined visually by directly viewing the buoy 10 through a window formed in the personnel access hatch 43 or by using an underwater television camera to observe either concentric circles formed on the upper surface of the buoy 10 or one or more lights mounted on the upper surface of the buoy 10.
  • the buoy 10 may include an acoustic transponder (not shown) which transmits signals to sensors (not shown) mounted on the bottom surface of the vessel 30.
  • Fig. 6 shows a detailed view of the intake 35 in which the intake 35 is closed by a hatch 60 which, at the same time, serves as a pressure control valve.
  • the opening of the hatch 60 is controlled by a mechanical system such as a hydraulic cylinder 61 which may completely close the hatch 60 when the vessel 30 is underway and which may maintain the hatch 60 in any position between fully opened and completely closed.
  • the cylinder 61 may further be coupled to a servo system (not shown) to automatically maintain the degree of opening required to achieve a selected pressure for which the servo system is set.
  • the intake 32 may be equipped with a similar hatch (not shown) for the purpose of maintaining a hydrodynamically streamlined hull of the vessel 30 to reduce its flow resistance when underway.
  • the mooring system applies the propulsive power of the vessel 30 in combination with forces from the wind, current, and waves so that the vessel 30 and the buoy 10 deflect in a direction which is opposite to the desired direction 54 of the movement of the buoy 10 along the bottom of the vessel 30.
  • a desired level of restoring force in the mooring system has been achieved as determined by the deflection of the buoy 10 from its natural or equilibrium position, the hydrostatic pressure above the buoy 10 is rapidly raised thereby reducing the compression force between the buoy 10 and the vessel 30 which in turn reduces the friction force between the buoy 10 the bottom of the vessel 30. In consequence the buoy 10 will slip along the bottom of the vessel 30 in the direction of the neutral position of the buoy 10.
  • the buoy 10 may be stopped in any position by rapidly lowering the hydrostatic pressure above the buoy 10 as the buoy 10 approaches the desired position.
  • the buoy 10 may be moved to any location as long as the intake 32 remains wholly within the exterior sealing surface 17 while remaining securely attached to the vessel 30.
  • the buoy 10 may be moved to any location as long as the intake 32 remains wholly within the exterior sealing surface 17 while remaining securely attached to the vessel 30.
  • maintaining a uniform hydrostatic pressure will be enhanced by providing a bottom surface of the vessel 30 which is relatively free from marine growth.

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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)
  • Other Liquid Machine Or Engine Such As Wave Power Use (AREA)
  • Level Indicators Using A Float (AREA)
  • Lining Or Joining Of Plastics Or The Like (AREA)

Abstract

Un système d'amarrage d'un vaisseau (30), ayant une zone d'amarrage (33) sur une surface inférieure de celui-ci, comprend un élément d'amarrage (10) immobilisé par rapport au fond de la mer par une pluralité d'amarres (11) et disposé, quand il n'est pas utilisé, dans une position d'attente à une profondeur choisie sous la surface. Une surface supérieure de l'élément d'amarrage comprend une surface d'étanchéité (17) entourant une zone cible à coupler avec la zone d'amarrage. Le système comprend un appareil (12) pour soulever l'élément d'amarrage de la position d'attente vers une position d'amarrage où la surface d'étanchéité est en contact avec la surface inférieure du vaisseau de sorte que la zone d'amarrage assure l'étanchéité entre la surface inférieure du vaisseau et la surface cible. Une pompe (31) diminue la pression entre la surface inférieure du vaisseau et la surface cible de la surface supérieure de l'élément d'amarrage à un premier niveau pour immobiliser l'élément d'amarrage par rapport à la surface inférieure du vaisseau et un second niveau pour que l'élément d'amarrage soit maintenu en contact coulissant avec la surface inférieure du vaisseau. Le système comprend également un dispositif pour détecter un déplacement de l'élément d'amarrage depuis une position souhaitée dans la zone d'amarrage.
PCT/US1995/006694 1995-05-11 1995-05-25 Procede et appareil pour amarrer un vaisseau WO1996035608A1 (fr)

Priority Applications (6)

Application Number Priority Date Filing Date Title
RU96124366A RU2145933C1 (ru) 1995-05-11 1995-05-25 Способ и устройство для швартовки судна к погруженному швартовочному элементу
EP95922899A EP0824447A4 (fr) 1995-05-11 1995-05-25 Procede et appareil pour amarrer un vaisseau
NZ288410A NZ288410A (en) 1995-05-11 1995-05-25 Method and apparatus for mooring a vessel to a submerged mooring element
AU27627/95A AU711751B2 (en) 1995-05-11 1995-05-25 Method and apparatus for mooring a vessel
CA002190637A CA2190637A1 (fr) 1995-05-11 1995-05-25 Procede et appareil pour amarrer un vaisseau
NO964969A NO964969D0 (no) 1995-05-11 1996-11-22 Fremgangsmåte og anordning for fortöyning av et fartöy til et neddykket fortöyningselement

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
US08/439,008 US5515803A (en) 1994-05-24 1995-05-11 Method and apparatus for mooring a vessel to a submerged mooring element
US08/439,008 1995-05-11

Publications (1)

Publication Number Publication Date
WO1996035608A1 true WO1996035608A1 (fr) 1996-11-14

Family

ID=23742910

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/US1995/006694 WO1996035608A1 (fr) 1995-05-11 1995-05-25 Procede et appareil pour amarrer un vaisseau

Country Status (8)

Country Link
EP (1) EP0824447A4 (fr)
CN (1) CN1072150C (fr)
AU (1) AU711751B2 (fr)
CA (1) CA2190637A1 (fr)
NO (1) NO964969D0 (fr)
NZ (1) NZ288410A (fr)
RU (1) RU2145933C1 (fr)
WO (1) WO1996035608A1 (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US7107922B2 (en) * 1997-10-22 2006-09-19 The Yokohama Rubber Co., Ltd. Fender and management system thereof
KR101618886B1 (ko) 2008-02-05 2016-05-09 모스 마리타임 에이.에스 얼음이 많은 바다에서의 시추 및 생산을 위한 선박

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20130029546A1 (en) * 2011-07-29 2013-01-31 John James Murray Mooring Disconnect Arrangement
KR101500844B1 (ko) 2013-02-13 2015-03-10 장영주 잠수식 부교를 이용한 계류장치

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4604961A (en) * 1984-06-11 1986-08-12 Exxon Production Research Co. Vessel mooring system
US4606727A (en) * 1983-12-07 1986-08-19 Blohm & Voss Ag Anchoring arrangement for a tanker, including a fluid transfer system
US5305703A (en) 1992-12-31 1994-04-26 Jens Korsgaard Vessel mooring system

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4606727A (en) * 1983-12-07 1986-08-19 Blohm & Voss Ag Anchoring arrangement for a tanker, including a fluid transfer system
US4604961A (en) * 1984-06-11 1986-08-12 Exxon Production Research Co. Vessel mooring system
US5305703A (en) 1992-12-31 1994-04-26 Jens Korsgaard Vessel mooring system

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See also references of EP0824447A4 *

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US7107922B2 (en) * 1997-10-22 2006-09-19 The Yokohama Rubber Co., Ltd. Fender and management system thereof
KR101618886B1 (ko) 2008-02-05 2016-05-09 모스 마리타임 에이.에스 얼음이 많은 바다에서의 시추 및 생산을 위한 선박

Also Published As

Publication number Publication date
CN1072150C (zh) 2001-10-03
EP0824447A4 (fr) 2000-03-01
AU2762795A (en) 1996-11-29
EP0824447A1 (fr) 1998-02-25
NO964969L (no) 1996-11-22
AU711751B2 (en) 1999-10-21
RU2145933C1 (ru) 2000-02-27
CN1148835A (zh) 1997-04-30
CA2190637A1 (fr) 1996-11-14
NZ288410A (en) 1998-09-24
NO964969D0 (no) 1996-11-22

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