WO2004069646A9 - Navire sauveteur pour navire en detresse, procede de sauvetage de navire, et application d’un navire sauveteur - Google Patents
Navire sauveteur pour navire en detresse, procede de sauvetage de navire, et application d’un navire sauveteurInfo
- Publication number
- WO2004069646A9 WO2004069646A9 PCT/FR2004/000025 FR2004000025W WO2004069646A9 WO 2004069646 A9 WO2004069646 A9 WO 2004069646A9 FR 2004000025 W FR2004000025 W FR 2004000025W WO 2004069646 A9 WO2004069646 A9 WO 2004069646A9
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- basin
- vessel
- ship
- lifeguard
- distress
- Prior art date
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63C—LAUNCHING, HAULING-OUT, OR DRY-DOCKING OF VESSELS; LIFE-SAVING IN WATER; EQUIPMENT FOR DWELLING OR WORKING UNDER WATER; MEANS FOR SALVAGING OR SEARCHING FOR UNDERWATER OBJECTS
- B63C7/00—Salvaging of disabled, stranded, or sunken vessels; Salvaging of vessel parts or furnishings, e.g. of safes; Salvaging of other underwater objects
- B63C7/06—Salvaging of disabled, stranded, or sunken vessels; Salvaging of vessel parts or furnishings, e.g. of safes; Salvaging of other underwater objects in which lifting action is generated in or adjacent to vessels or objects
-
- 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
- B63B35/40—Vessels or similar floating structures specially adapted for specific purposes and not otherwise provided for for transporting marine vessels
- B63B35/42—Vessels or similar floating structures specially adapted for specific purposes and not otherwise provided for for transporting marine vessels with adjustable draught
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63C—LAUNCHING, HAULING-OUT, OR DRY-DOCKING OF VESSELS; LIFE-SAVING IN WATER; EQUIPMENT FOR DWELLING OR WORKING UNDER WATER; MEANS FOR SALVAGING OR SEARCHING FOR UNDERWATER OBJECTS
- B63C7/00—Salvaging of disabled, stranded, or sunken vessels; Salvaging of vessel parts or furnishings, e.g. of safes; Salvaging of other underwater objects
- B63C7/06—Salvaging of disabled, stranded, or sunken vessels; Salvaging of vessel parts or furnishings, e.g. of safes; Salvaging of other underwater objects in which lifting action is generated in or adjacent to vessels or objects
- B63C7/08—Salvaging of disabled, stranded, or sunken vessels; Salvaging of vessel parts or furnishings, e.g. of safes; Salvaging of other underwater objects in which lifting action is generated in or adjacent to vessels or objects using rigid floats
Definitions
- the present invention relates to a life-saving vessel for distressed ship, its method of implementation, and applications of such a vessel.
- a first solution envisaged is the towing of the ship to a place where it can be less harmful in case of sinking.
- practice has shown that the situations generating these pollutions generally occurred in very bad weather and that it was practically impossible to carry out such a towing during the first few days during which the ship is still afloat.
- the vast majority of pollution or oil spills were caused by a ship that continued to float for several days.
- the vast majority of the tanker fleet has a total length of less than 250 m, and even 200 m.
- the object of the invention is to eliminate the vast majority of pollutions or oil spills by the very incapacitated disablement of vessels in distress which may be the cause of significant pollution or spills, or of similar dangers, such as chemical and biological risks.
- the invention therefore relates to the recovery of both the ship and its cargo by securing, in a manner that then allows either repair or recovery of the cargo, or both operations.
- the main object of the invention is the provision of a lifeguard vessel having a pool of very large, able to move quickly near the ship in distress and to place this ship in distress in its basin whose dimensions are obviously much higher than those of the ship in distress.
- a lifeguard vessel having a pool of very large, able to move quickly near the ship in distress and to place this ship in distress in its basin whose dimensions are obviously much higher than those of the ship in distress.
- US-5,215,024 is an artificial floating island with basins that can be closed so that ships can be protected against heavy weather during their loading and unloading operations.
- the artificial island has no autonomous means of propulsion and can not be ballasted, its function being to be as fixed as possible to fulfill its function. She is not able to quickly get near a ship in distress and place this vessel in distress in her basin.
- GB-2 144 680 It is also known from GB-2 144 680, a kind of floating dock box and intended, by ballasting and déballasting, to surround a side shell floating platform to allow repair of the hull.
- the box has dimensions little greater than those of the side hull, and it has no autonomous means of propulsion, nor even a form of ship, because it is not intended to move at sea. therefore, it is not a lifeguard with a very large pond, able to quickly move close to a distressed ship and place the vessel in distress in its basin.
- AU-482 040 also discloses a barge transport vessel whose elongate shell defines a space intended to contain barges very close to one another and to the sides of the ship.
- the internal space defined by the hull does not constitute a basin, because it is fully open at the rear.
- the invention relates to a ship rescuer for ship, whose hull defines an elongated basin at least 150 m long and 30 m wide, and which has a ballasting device allowing a draft change of at least 15 m.
- the basin has a length of at least 250 m and a width of at least 45 m and the change of draft can reach at least 20 m.
- the shell has two side hulls that can be ballasted and surround the pool, and the stern has a substantially sealed door that can close the rear of the pool.
- the door which can close the rear of the pelvis comprises two leaves which each comprise two parts hinged to one another about a vertical axis intended to cooperate with the vertical axis of the other wing in the closed position of the door.
- at least one of the ends of the two articulated parts which are spaced from the vertical axis is fixed to the corresponding vertical side of the rear shell by a slider which can move horizontally along the inner side of the rear part of the hull. .
- the door intended to close the rear of the pool comprises a liftable panel which can be ballasted to pass from a floor position close to the bottom of the pool to a substantially vertical position of the closing door of the rear of the pool. basin.
- the ship it is advantageous for the ship to have at least one winch for hauling a vessel in distress entering the basin by the stern.
- At least one side of the basin is at least 15 m shorter than at least two other sides.
- the two longitudinal sides port and starboard both preferably have a height at least 20 m less than that of the other two sides delimited at the front and rear of the ship, and their upper edge is practically rectilinear over most of its length. This edge is preferably provided with a reinforcement, advantageously having elastic properties.
- the lifeguard preferably comprises maneuvering means intended to exert a thrust in a direction transverse at least to the longitudinal axis of the ship
- the life-saving vessel comprises devices for guiding and maintaining a vessel inside the basin, such as hydraulic pushers incorporated in the basin.
- the lifeguard has stabilizers which stabilize it in the presence of waves.
- the lifeguard has movable partitions, possibly articulated, acting as breakwater against basin storms.
- the invention also relates to a method for rescuing a ship in distress with the aid of a salvage ship which can be ballasted and having a basin of the aforementioned type; the method comprises a first phase of moving the life-saving ship to the location of the distressed vessel, a second phase, performed in the vicinity of the distressed vessel, of ballasting the life-saving vessel so that at least one upper edge of the basin is at below the level of the keel of the vessel in distress, a third phase of introduction of the vessel in distress into the basin, and a fourth phase of placing the upper edge of the basin above sea level.
- fourth phase of setting the upper edge of the basin to a level above sea level is achieved by closing a basin door.
- the fourth phase of placing the upper edge of the basin above sea level includes moving the vessel in the vertical direction by ballasting, with discharge of water to the outside of the vessel.
- the method comprises, before the first phase or at the beginning thereof, the ballasting of the vessel to its lowest draft substantially.
- the method further comprises, after the fourth phase, the displacement of the rescuing vessel to a protected location favoring the execution on the vessel in distress of an operation chosen from among a repair and unloading of the cargo.
- the ballasting of the vessel at its lowest draft includes draining the pond.
- the invention also relates to the application of a life-saving ship of the aforementioned type to the displacement of marine farm modules farmed on the high seas.
- FIG. 1 is a very schematic perspective view of a lifeguard in a first embodiment of The invention
- Figure 2 is a very schematic perspective view of a lifeguard in a second embodiment of the invention
- Figure 3 is a plan view of a variant of the first embodiment
- Figure 4 is a schematic sectional view of the variant of Figure 3
- Fig. 5 is a plan view of another variant of the first embodiment
- FIG. 6 is a diagrammatic section of the variant of FIG.
- FIG. 1 represents a lifeguard 10 having a basin 12 of very large dimensions delimited between two lateral hulls 14, a front part 16, rear doors 18 and a bottom 20.
- the ship also has a bridge 22, shown in front, but which can occupy any other location on the ship.
- the ship advantageously comprises propulsion engines, operating motors, notably allowing transverse displacements at the front and at the rear, stabilizers, breakwaters, etc. . It also comprises at least one winch for hauling a ship to enter the basin 12 when the rear doors 18 are open.
- This winch can be mounted on a gantry, either fixed, preferably above the door, or mobile along the basin.
- the ship may also include two gantries, one of which is mobile.
- the lifeguard preferably also comprises devices for guiding and maintaining a vessel in distress within the basin, such as pushers, for example hydraulic, incorporated in the basin.
- the lifeguard 10 which is stationed in the center of its surveillance zone, with its empty basin 12, can immediately go towards the vessel in distress at a great speed, because it has a weak pulling water since its basin is empty and its hulls which can be ballasted can be already empty. Otherwise, they can be emptied from the beginning of the trip so that the draft is as small as possible in a manner compatible with the sea state and the actual navigational possibilities.
- the rescuing vessel 10 can begin to introduce water into the ballast tanks and sink into the sea.
- the pond 12 begins to be filled, and the gates 18 are filled. wide open. Thanks to its maneuverability, the ship 10, after having launched a cable fixed to the front or the rear of the ship in distress, or even without cable when the ship in distress is still maneuvering, is moving so that its rear part wide open facing the vessel in distress. This is then introduced into the basin 12, either by its own means, or with the propulsion means of the ship 10 which can approach the vessel in distress, or with the help of the winch, or with the help of any combination of these various means. When the ship has entered the basin 12, the doors 18 are closed.
- Compressed air flushes the water ballasts so that the rescuing vessel 10 rises above sea level. From then on, any risk of pollution is deleted. Indeed, the vessel in distress is protected in the basin of the lifeguard, and even if it is able to sink or break, the possible pollution is limited to the basin 12. Depending on the particular case of the ship in distress, the pool can be emptied or not, in part or in whole. At this time, the lifeguard 10 can move to facilitate operations such as repairing the vessel or unloading its cargo, for example by approaching the coast.
- the life-saving ship 10 can reach the location of the vessel in distress in a very short time, at most a few hours, and as soon as the vessel is placed in distress in the basin, any risk of pollution is deleted. In addition, it helps to preserve the ship in distress that is not lost and can most often be recovered.
- the intended life-saving vessel has a pool approximately 95 m wide and 400 m long, with the rear doors having a span of at least 48 m and a height of 78 m.
- each leaf of the double rear door can be in the form of two parts hinged to one another about a vertical axis intended to cooperate with the axis vertical of the other wing in the closed position of the door.
- the ends of the two articulated parts which are distant from the vertical axis are themselves fixed to the corresponding vertical side of the rear hull.
- These bindings can be either simply hinged (for example at the rear end of the side of the ship) or articulated on a slide that can move horizontally along the rear hull side.
- the two fasteners may also include sliders.
- the aforementioned triangulation system can also be applied to other parts of the life-saving vessel, for example to basin storm breakwaters, rescued vessel retention lifts, handling gantry carriers arranged between sides, etc.
- the basin has a door such as 18 at each end. It is then essential that the two lateral hulls are connected by several fixed gantries. The necessary elements are housed in both hulls.
- At least one door for example a sliding door, having a height of the order of 40 m and a width of the order of 25 to 30 m, can be formed at front of the basin, in a side hull or at the bow of the vessel.
- Such doors are intended to allow the exit of one or more tugs that could have been used for the introduction of the rescued vessel into the basin. As this exit occurs when the basin is filled, these doors are arranged upwards of the side hulls.
- two doors are formed at the front of each side shell, so that tugs can leave the basin from the lee side.
- Figure 2 shows another embodiment of lifeguard. More specifically, the lifeguard 24 of Figure 2 comprises a shell 28 which defines a basin 26, shown in parallelepiped form, although this form, as in the first embodiment, is not essential.
- the bottom is not necessarily flat, and the basin may have for example a shape that narrows downwards, in section through a transverse vertical plane. Such an arrangement can be adopted for example for the acceleration of ballasting.
- the ship has a frame 30 which preferably carries, at its upper part, a control connecting pass.
- the frame 30 is not a simple superstructure. In fact, it is much higher than indicated in FIG. 2 so that the ship can be almost totally immersed, only the upper parts of the frames 30 protruding above the sea. Of course, even in this position, the ship has buoyancy reserves making it unsinkable.
- the lifeguard 24 When using the lifeguard 24, the latter, which emptied its basin 26, can quickly move to the location of the ship in distress.
- water is introduced into the ballast tanks so that the lifeguard sinks into the water.
- the upper edges 32 of the basin When adjacent to the distressed vessel, the upper edges 32 of the basin must be underwater at a depth at least equal to the draft of the vessel in distress plus a margin of safety that depends on the
- the ship 24, which has transverse propulsion means at both ends, can come laterally under the ship in distress, and then compressed air is rapidly introduced into its ballast tanks to flush out the water. .
- the upper edges 32 of the basin are raised above the level of the lower part of the keel of the vessel in distress, it is trapped in the basin.
- the recovery of the lifeguard 24 is carried out until the upper edges of the basin are above sea level, at a desired height, taking into account the circumstances and especially the weather. At this time, as in the first embodiment, the vessel in distress can no longer create pollution.
- the lifeguard 24 of the second embodiment has the advantage of not requiring the operation of any moving parts subject to the sea state throughout the rescue operation.
- the life-saving vessels according to the invention have very large dimensions. In order for them to be able to avoid most pollutions or oil spills, their basin 12 or 26 must have a length of at least 150 m, preferably at least 250 m and very advantageously at least 300 m. The width of the pond should be at least 30 m and preferably at least 50 m and more.
- the proposed lifeguard has a basin about 95 m wide and 400 m long, and the hull height is 78 m.
- the life-saving ship is then of considerable size and mass, so that it is practically insensitive to storms and can be used whatever the state of the sea. Moreover, by its dimensions and mass, it allows, by positioning properly, to create a local calm facilitating the entry into the basin of the ship in distress, taking into account the swell and current possibly present.
- the ballasting of the vessel allows a draft change of the order of 15 m and preferably at least 20 or 25 m.
- the draft variations be as much as 30 m or more.
- Figures 3 and 4 show, in plan and in longitudinal section, a lifeguard 10 which has a basin 12 of about 95 m wide and 400 m long, and the height of the hull reaches 78 m.
- a ship in distress 34 150 m in length is represented in the basin 12. It is realized in these figures that the introduction of the vessel in distress in the basin, either by its own means, or by means of propulsion and It is easy to maneuver the life-saving ship, either with a tug or any combination of these, given the large space available for maneuvering.
- Figures 5 and 6 show, in plan and in longitudinal section, a lifeguard 10 which also has a basin 12 of about 95 m wide and 400 m long, and whose hull height reaches 78 m.
- a distressed vessel 38 360 m in length is shown in the basin 12.
- the rear portion of the bottom of the basin consists of a liftable panel 40 constituting a floor which can itself be ballasted.
- This floor having for example a length of 80 m, can be lowered, as shown in Figure 6, to facilitate the entry of a vessel in distress of very large size.
- the rear portion of the bottom has a floor and a panel, as indicated at 40, which can be ballasted and can slide by pivoting to come close the rear, instead of doors 18 which are then superfluous . Maneuvering this panel is then essentially by ballasting.
- the lifeguard may include other equipment adapted to its missions, for example a landing platform for helicopters, means of mooring ships in distress, means of fighting the fire of a vessel in distress before, during or after entering the basin of the life-saving vessel, means of treatment, in particular by filtration, of the water of the basin, means of storage of waste, in particular recovered by filtration or on the vessel in distress, and / or means of ship repair, at least summary, of a ship having a damage.
- the life-saving ship according to the invention has the following considerable advantages.
- the cargo can also be recovered and possibly pumped to an onshore facility or to other vessels.
- the life-saving ship is usually used only for the rescue of ships in distress, there are long periods when it is on standby, quite off the coast, given its large size and pulling force. 'water. It can then be used as a support for renewable energy generating devices. For example, it can carry wind turbines or photovoltaic devices. The energy obtained can either be stored in electrical or chemical form, for example to be used by the ship for its missions, or transmitted to shore by a connection device at sea.
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Ocean & Marine Engineering (AREA)
- Transportation (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Emergency Lowering Means (AREA)
- Buildings Adapted To Withstand Abnormal External Influences (AREA)
- Catching Or Destruction (AREA)
- Artificial Fish Reefs (AREA)
- Nonwoven Fabrics (AREA)
- Apparatus Associated With Microorganisms And Enzymes (AREA)
- Table Devices Or Equipment (AREA)
- Medicines That Contain Protein Lipid Enzymes And Other Medicines (AREA)
- Pressure Vessels And Lids Thereof (AREA)
Abstract
Description
Claims
Priority Applications (8)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
KR1020057012811A KR101175985B1 (ko) | 2003-01-08 | 2004-01-08 | 조난선용 구조선박, 선박 구조 방법, 및 구조선박의사용방법 |
AU2004208878A AU2004208878B2 (en) | 2003-01-08 | 2004-01-08 | Rescue ship for disabled vessels, vessel rescue method, and use of a rescue ship |
JP2006502089A JP4744431B2 (ja) | 2003-01-08 | 2004-01-08 | 遭難船用の救助船、船の救助方法、および救助船の応用 |
DE602004005961T DE602004005961T2 (de) | 2003-01-08 | 2004-01-08 | Rettungsschiff für manövrierunfähige schiffe, schiffsrettungsverfahren und verwendung eines rettungsschiffs |
DK04700711T DK1583689T3 (da) | 2003-01-08 | 2004-01-08 | Redningsskib for manövreringsudygtige skibe, fremgangsmåde til redning af skibe og anvendelse af et redningsskib |
EP04700711A EP1583689B1 (fr) | 2003-01-08 | 2004-01-08 | Navire sauveteur pour navire en detresse, procede de sauvetage de navire, et application d'un navire sauveteur |
US10/541,358 US7225750B2 (en) | 2003-01-08 | 2004-01-08 | Rescue ship for disabled vessels, vessels rescue method, and use of a rescue ship |
NO20053756A NO331837B1 (no) | 2003-01-08 | 2005-08-05 | Redningsfartoy for skip i nod |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
FR0300141A FR2849639B1 (fr) | 2003-01-08 | 2003-01-08 | Navire sauveteur pour navire en detresse, procede de sauvetage de navire, et application d'un navire sauveteur |
FR03/00141 | 2003-01-08 |
Publications (3)
Publication Number | Publication Date |
---|---|
WO2004069646A1 WO2004069646A1 (fr) | 2004-08-19 |
WO2004069646B1 WO2004069646B1 (fr) | 2004-09-23 |
WO2004069646A9 true WO2004069646A9 (fr) | 2004-11-04 |
Family
ID=32524745
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/FR2004/000025 WO2004069646A1 (fr) | 2003-01-08 | 2004-01-08 | Navire sauveteur pour navire en detresse, procede de sauvetage de navire, et application d’un navire sauveteur |
Country Status (17)
Country | Link |
---|---|
US (1) | US7225750B2 (fr) |
EP (1) | EP1583689B1 (fr) |
JP (2) | JP4744431B2 (fr) |
KR (1) | KR101175985B1 (fr) |
CN (1) | CN100482532C (fr) |
AT (1) | ATE359957T1 (fr) |
AU (1) | AU2004208878B2 (fr) |
DE (1) | DE602004005961T2 (fr) |
DK (1) | DK1583689T3 (fr) |
ES (1) | ES2285405T3 (fr) |
FR (1) | FR2849639B1 (fr) |
NO (1) | NO331837B1 (fr) |
PL (1) | PL210192B1 (fr) |
PT (1) | PT1583689E (fr) |
RU (1) | RU2329914C2 (fr) |
UA (1) | UA88259C2 (fr) |
WO (1) | WO2004069646A1 (fr) |
Families Citing this family (14)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
FR2849639B1 (fr) * | 2003-01-08 | 2006-11-03 | Serge Menard | Navire sauveteur pour navire en detresse, procede de sauvetage de navire, et application d'un navire sauveteur |
WO2008094171A2 (fr) * | 2006-06-01 | 2008-08-07 | Munson David Murray Jr | Port d'accostage à distance |
KR101785965B1 (ko) | 2009-09-14 | 2017-10-18 | 에이데 마린 서비시즈 에이에스 | 단일 선체 선박 및 장비를 잠수시키거나 잠수된 장비를 회수하는 방법 |
NO20131346A1 (no) | 2013-10-08 | 2015-04-09 | Fredrik Mood | Transport-, lagrings-, behandlings- og oppdrettssystem for fisk og andre akvatiske organismer |
CN107207078B (zh) * | 2014-11-18 | 2019-07-26 | 吉宝岸外与海事技术中心 | 使船舶进入干船坞用的潜水船舶 |
CN105438410A (zh) * | 2015-01-12 | 2016-03-30 | 刘广 | 托船 |
JP2017144936A (ja) * | 2016-02-19 | 2017-08-24 | 三井造船株式会社 | 船舶及び船舶を使用した荷役方法 |
WO2018147970A2 (fr) * | 2017-01-13 | 2018-08-16 | Leimbach Wendell B | Système et procédé de déploiement amphibie |
CN108284922B (zh) * | 2018-02-28 | 2023-08-25 | 深圳市东方祺胜实业有限公司 | 一种用于水面清洁的智能无人子母船及其控制方法 |
CN108583810B (zh) * | 2018-04-16 | 2019-10-29 | 上海海洋大学 | 一种便携式无人船移动船坞 |
CN108791753A (zh) * | 2018-05-14 | 2018-11-13 | 泉州思和鸿创机器人科技有限公司 | 一种紧急溺水救助设备 |
CN108974269B (zh) * | 2018-07-27 | 2019-06-04 | 刘广 | 托船筏 |
NO345458B1 (en) * | 2018-12-14 | 2021-02-08 | Hellesoee Bernt Henrik | A shipwreck salvaging floating service base and a method of salvaging a shipwreck |
CN111674514B (zh) * | 2020-05-22 | 2021-07-06 | 中船重工(青岛)海洋装备研究院有限责任公司 | 一种海洋观测用浮标回收装置 |
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GB1450575A (en) * | 1973-08-02 | 1976-09-22 | Harris Sheldon Group Ltd | Vessel for the intense cultivation of fish |
US3934530A (en) * | 1974-10-17 | 1976-01-27 | Inter-Hull | Transport vessel for floating onloading and offloading of cargo |
JPS5275388U (fr) * | 1975-12-01 | 1977-06-06 | ||
JPS52140196A (en) * | 1976-05-17 | 1977-11-22 | Hitachi Zosen Corp | Floating dock |
JPS57120198U (fr) * | 1981-01-22 | 1982-07-26 | ||
JPS57154600U (fr) * | 1981-03-25 | 1982-09-28 | ||
EP0101171A1 (fr) * | 1982-07-13 | 1984-02-22 | Ned Chartering Limited | Navire porteur de chalands |
DE3328698C1 (de) * | 1983-08-09 | 1985-03-28 | Blohm + Voss Ag, 2000 Hamburg | Verfahren zur Instandsetzung von Unterwasserteilen einer halbtauchenden Arbeitsplattform und Vorrichtung zur Durchfuehrung des Verfahrens |
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JPS62131998U (fr) * | 1986-02-14 | 1987-08-20 | ||
JPS62214089A (ja) * | 1986-03-14 | 1987-09-19 | Hiroshi Takeda | 一船首付き複胴船体 |
JPH03113294U (fr) * | 1990-03-08 | 1991-11-19 | ||
US5347944A (en) | 1991-08-14 | 1994-09-20 | Dupre Joseph K | Deep sea super port |
US5215024A (en) * | 1992-04-15 | 1993-06-01 | The United States Of America As Represented By The Secretary Of The Navy | Vessel-capturing berthing facility incorporating relative motion-mitigating apparatus |
JP2807618B2 (ja) * | 1993-08-25 | 1998-10-08 | 大豊建設株式会社 | 作業台船 |
WO1997002983A1 (fr) * | 1995-07-13 | 1997-01-30 | Orca Marine Company Limited | Dock flottant |
FR2849639B1 (fr) * | 2003-01-08 | 2006-11-03 | Serge Menard | Navire sauveteur pour navire en detresse, procede de sauvetage de navire, et application d'un navire sauveteur |
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2003
- 2003-01-08 FR FR0300141A patent/FR2849639B1/fr not_active Expired - Fee Related
-
2004
- 2004-01-08 ES ES04700711T patent/ES2285405T3/es not_active Expired - Lifetime
- 2004-01-08 WO PCT/FR2004/000025 patent/WO2004069646A1/fr active IP Right Grant
- 2004-01-08 PL PL376297A patent/PL210192B1/pl not_active IP Right Cessation
- 2004-01-08 PT PT04700711T patent/PT1583689E/pt unknown
- 2004-01-08 EP EP04700711A patent/EP1583689B1/fr not_active Expired - Lifetime
- 2004-01-08 CN CNB2004800063039A patent/CN100482532C/zh not_active Expired - Fee Related
- 2004-01-08 KR KR1020057012811A patent/KR101175985B1/ko not_active IP Right Cessation
- 2004-01-08 JP JP2006502089A patent/JP4744431B2/ja not_active Expired - Fee Related
- 2004-01-08 DE DE602004005961T patent/DE602004005961T2/de not_active Expired - Lifetime
- 2004-01-08 AU AU2004208878A patent/AU2004208878B2/en not_active Ceased
- 2004-01-08 UA UAA200507839A patent/UA88259C2/ru unknown
- 2004-01-08 AT AT04700711T patent/ATE359957T1/de not_active IP Right Cessation
- 2004-01-08 DK DK04700711T patent/DK1583689T3/da active
- 2004-01-08 US US10/541,358 patent/US7225750B2/en not_active Expired - Fee Related
- 2004-01-08 RU RU2005125037/11A patent/RU2329914C2/ru not_active IP Right Cessation
-
2005
- 2005-08-05 NO NO20053756A patent/NO331837B1/no not_active IP Right Cessation
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2010
- 2010-10-28 JP JP2010242187A patent/JP2011057218A/ja active Pending
Also Published As
Publication number | Publication date |
---|---|
US7225750B2 (en) | 2007-06-05 |
EP1583689B1 (fr) | 2007-04-18 |
KR20050093823A (ko) | 2005-09-23 |
CN1759034A (zh) | 2006-04-12 |
ATE359957T1 (de) | 2007-05-15 |
DE602004005961T2 (de) | 2008-01-17 |
FR2849639B1 (fr) | 2006-11-03 |
WO2004069646A1 (fr) | 2004-08-19 |
JP4744431B2 (ja) | 2011-08-10 |
JP2011057218A (ja) | 2011-03-24 |
AU2004208878A1 (en) | 2004-08-19 |
DE602004005961D1 (de) | 2007-05-31 |
US20060086304A1 (en) | 2006-04-27 |
AU2004208878B2 (en) | 2010-06-17 |
FR2849639A1 (fr) | 2004-07-09 |
RU2005125037A (ru) | 2006-05-10 |
NO20053756L (no) | 2005-08-05 |
NO331837B1 (no) | 2012-04-16 |
DK1583689T3 (da) | 2007-09-17 |
UA88259C2 (ru) | 2009-10-12 |
CN100482532C (zh) | 2009-04-29 |
JP2006515250A (ja) | 2006-05-25 |
PT1583689E (pt) | 2007-07-30 |
EP1583689A1 (fr) | 2005-10-12 |
ES2285405T3 (es) | 2007-11-16 |
KR101175985B1 (ko) | 2012-08-23 |
PL210192B1 (pl) | 2011-12-30 |
PL376297A1 (en) | 2005-12-27 |
RU2329914C2 (ru) | 2008-07-27 |
WO2004069646B1 (fr) | 2004-09-23 |
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