[go: up one dir, main page]

US20070000424A1 - Boat Stabilization - Google Patents

Boat Stabilization Download PDF

Info

Publication number
US20070000424A1
US20070000424A1 US11/451,759 US45175906A US2007000424A1 US 20070000424 A1 US20070000424 A1 US 20070000424A1 US 45175906 A US45175906 A US 45175906A US 2007000424 A1 US2007000424 A1 US 2007000424A1
Authority
US
United States
Prior art keywords
craft
resilient material
engagement
water going
boat
Prior art date
Legal status (The legal status 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 status listed.)
Abandoned
Application number
US11/451,759
Inventor
Neil Clarkson
Robbert van Rijk
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Windcat Workboats Ltd
Original Assignee
Individual
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
Family has litigation
First worldwide family litigation filed litigation Critical https://patents.darts-ip.com/?family=34855513&utm_source=google_patent&utm_medium=platform_link&utm_campaign=public_patent_search&patent=US20070000424(A1) "Global patent litigation dataset” by Darts-ip is licensed under a Creative Commons Attribution 4.0 International License.
Application filed by Individual filed Critical Individual
Assigned to WINDCAT WORKBOATS LIMITED reassignment WINDCAT WORKBOATS LIMITED ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: CLARKSON, NEIL M.
Publication of US20070000424A1 publication Critical patent/US20070000424A1/en
Abandoned legal-status Critical Current

Links

Images

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B27/00—Arrangement of ship-based loading or unloading equipment for cargo or passengers
    • B63B27/30—Arrangement of ship-based loading or unloading equipment for transfer at sea between ships or between ships and off-shore structures
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B59/00—Hull protection specially adapted for vessels; Cleaning devices specially adapted for vessels
    • B63B59/02—Fenders integral with waterborne vessels or specially adapted therefor, e.g. fenders forming part of the hull or incorporated in the hull; Rubbing-strakes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B27/00—Arrangement of ship-based loading or unloading equipment for cargo or passengers
    • B63B27/19—Other loading or unloading equipment involving an intermittent action, not provided in groups B63B27/04 - B63B27/18

Definitions

  • This invention relates to the stability of boats in open water, and particularly to their stability in active waters when delivering or receiving personnel or goods at a stationary structure.
  • the invention has especial application in relation to offshore structures.
  • Offshore structures around the world's coasts are becoming commonplace, and particularly with the creation of offshore wind farms, many of these structures are relatively small. Such structures do though, require maintenance and attendance for other reasons, and for these purposes only relatively short visits are often required. Similarly, only short visits are required if all that is involved in the transfer of goods or personnel to or from the stationary structure.
  • a floating craft In active waters a floating craft is subject to a lot of vertical movement, and this can make difficult the transfer of personnel or goods from the craft to a stationary structure.
  • the present invention seeks to facilitate such transfer by providing a means by which the craft can be temporarily stabilized against the structure.
  • a floating craft has at one end a fender with an exposed surface comprising a resilient material.
  • the craft is urged against the structure to engage the resilient material with the structure such that the frictional engagement in combination with the urging force is sufficient to prevent the engaged fender from slipping downwards relative to the structure. So long as this engagement is sustained, the movement of personnel and goods between the craft and the structure is greatly eased.
  • the active water will of course continue to rise and fall. This will allow the craft to pivot in a vertical plane around the point of engagement, but it is of course important that the water level cannot approach or rise above that point. Accordingly, it is preferred that the frictional engagement between the resilient material and the stationary structure permits slippage of the fender upwards relative to the structure, while resisting downward slippage. By this means the craft preserves a horizontal or upwardly inclined attitude towards the point of engagement.
  • the resilient material on the fender typically comprises natural or synthetic rubber, and can of course be a combination of different materials.
  • the resilient material comprises a rubber sleeve around a resilient foam core.
  • the resilient material can be secured to the fender by any suitable means, bearing in mind that whatever securement is used has to be water resistant and particularly, resistant to sea water if the system is to be used offshore.
  • the fender will normally present a flat surface for engagement with the structure, with an area sufficient to make firm engagement with the structure which will typically be a column or pylon projecting from the water. Such a structure will allow the resilient material to engage round a significant area so that good frictional contact can be made.
  • the fender may present a concave surface to increase the contact area.
  • the shape of the surface being offered can of course be matched to a particular structure if regular trips to such structure or structures are to be made. This can be of particular benefit for example, when a craft has to travel to substantially identical turbines in an offshore wind farm. In some circumstances, there could be some merit in the exposed surface on the fender being convex, for engagement for example against and between two stanchions.
  • FIG. 1 shows a side view of a craft in stable engagement with an offshore structure
  • FIG. 2 shows an enlarged plan view of the point of contact showing the engagement between the craft ad the structure in FIG. 1 ;
  • FIG. 3 shows a view similar to that of FIG. 2 of an alternatively shaped fender
  • FIG. 4 shows another view similar to that of FIG. 2 with another alternative fender configuration
  • FIG. 5 is a cross-section through a fender and the resilient material mounted thereon;
  • FIG. 6 is a front perspective view of a catamaran embodying the invention.
  • FIG. 7 is a plan view showing an assembly according to the invention fitted to the bow of a monohull craft.
  • FIG. 1 shows a craft 2 held relative to an offshore structure by engagement of its bow against a pylon 4 of the offshore structure.
  • the craft is shown at an inclined attitude relative to the level of the sea 6 , with the bow above the stern.
  • the bow of the boat is fitted with a fender 8 upon which is mounted a resilient material 10 .
  • the craft is continuously urged against the structure by a motor (not shown), and sustains frictional contact between the resilient material 10 and the pylon 4 to hold the bow of the boat steady relative to the pylon, enabling an individual to readily transfer to a ladder indicated at 12 , or other feature attached to the pylon, from the boat.
  • the frictional engagement between the bow of the boat and the pylon 4 is maintained by the craft being continuously urged against the pylon. This requires the engine to be kept running, and the stern of the boat where the boat is driven, to remain in the water. It is important then, that the attitude of the boat remains either horizontal as shown, inclined upwardly towards the pylon 4 to sustain the frictional engagement between the bow and the pylon.
  • the frictional engagement with the pylon must resist downward slippage, although upwards slippage can be tolerated.
  • FIG. 2 shows how the frictional engagement between the bow of the boat 2 and the pylon 4 can be maintained.
  • the resilient material 10 is sufficiently soft to be compressed by engagement with the pylon 4 so that the area of contact between the material 10 and the pylon extends around 25 to 40% of the circumference of the pylon.
  • the pylon 500 mm in diameter and a vertical depth of the resilient material of 500 mm this will establish a contact area of around 2500 cm 2 .
  • this engagement can hold the bow of a boat in stable contact with an offshore structure in most normal sea conditions, provided the boat engine can generate sufficient continuous power relative to the boat weight.
  • FIGS. 3 and 4 show alternative fender arrangements in contact with a pylon or pylons of an offshore structure.
  • FIG. 3 shows a fender presenting a concave surface to the pylon; in FIG. 4 the resilient material is on a convex surface, and makes simultaneous contact with two pylons. This can provide a little additional stability by providing some resistance to lateral movement of the craft (rotation in a horizontal plane), and also a clear indication of such lateral movement as a consequence of engagement with one of the pylons being reduced or lost.
  • FIG. 5 shows a cross-section through the resilient material and the fender upon which it is mounted.
  • the material comprises a sleeve 14 typically of rubber, around a core 16 of resilient synthetic foam.
  • the elastomer sleeve 14 has a wall thickness of 20 mm with nylon reinforcement.
  • the core 16 comprises polyurethane foam of density 45 kg/mm 3 .
  • the overall cross-section is oval in shape, 700 mm in height and 300 mm thick.
  • a flat side is secured to an aluminium support beam 18 .
  • the sleeve is secured to the support beam 18 by means of adhesive, but additional straps or ties may also be used as a precaution. Such ties 20 are visible in FIG.
  • FIG. 6 which is a front view of a catamaran in which the fender extends between hull bows spaced by around 4 m.
  • FIG. 6 also shows evidence of engagement of the resilient material with an offshore structure, and evidence of upward movement of the resilient material relative to for example, a pylon of such a structure.
  • FIG. 7 shows the bow of a monohull craft, upon which an assembly embodying the invention is fitted. As can been seen, the assembly has staves 22 attached to the side of the hull, with the centre of the fender mounted on the prow 24 . It will be appreciated that such an assembly can be detachable for repair and for use on other crafts. The same does of course apply to a fender or equivalent assembly mounted on a multihull craft.

Landscapes

  • Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Agricultural Chemicals And Associated Chemicals (AREA)
  • Other Liquid Machine Or Engine Such As Wave Power Use (AREA)
  • Foundations (AREA)
  • Electrical Discharge Machining, Electrochemical Machining, And Combined Machining (AREA)
  • Photovoltaic Devices (AREA)
  • Wind Motors (AREA)
  • Revetment (AREA)
  • Treatments For Attaching Organic Compounds To Fibrous Goods (AREA)
  • Vibration Dampers (AREA)

Abstract

A technique for stabilizing a boat in open water against a stationary structure is disclosed. The boat has a fender at one end comprising a resilient material, and the boat is urged against the structure to engage the resilient material with the structure. The frictional engagement in combination with the urging force is sufficient to prevent the engaged fender from slipping down the structure. In this way so long as the engagement is sustained, the boat is stabilized against the structure.

Description

    CROSS-REFERENCE TO RELATED APPLICATION
  • This application claims the benefit of United Kingdom Patent Application No. 0512097.7, filed on Jun. 14, 2005, which hereby is incorporated by reference in its entirety.
    • BACKGROUND OF THE INVENTION
  • This invention relates to the stability of boats in open water, and particularly to their stability in active waters when delivering or receiving personnel or goods at a stationary structure. The invention has especial application in relation to offshore structures.
  • Offshore structures around the world's coasts are becoming commonplace, and particularly with the creation of offshore wind farms, many of these structures are relatively small. Such structures do though, require maintenance and attendance for other reasons, and for these purposes only relatively short visits are often required. Similarly, only short visits are required if all that is involved in the transfer of goods or personnel to or from the stationary structure.
    • SUMMARY OF THE INVENTION
  • In active waters a floating craft is subject to a lot of vertical movement, and this can make difficult the transfer of personnel or goods from the craft to a stationary structure. The present invention seeks to facilitate such transfer by providing a means by which the craft can be temporarily stabilized against the structure. According to the invention such a floating craft has at one end a fender with an exposed surface comprising a resilient material. The craft is urged against the structure to engage the resilient material with the structure such that the frictional engagement in combination with the urging force is sufficient to prevent the engaged fender from slipping downwards relative to the structure. So long as this engagement is sustained, the movement of personnel and goods between the craft and the structure is greatly eased.
  • With a craft and stationary structure engaged in the manner described above, the active water will of course continue to rise and fall. This will allow the craft to pivot in a vertical plane around the point of engagement, but it is of course important that the water level cannot approach or rise above that point. Accordingly, it is preferred that the frictional engagement between the resilient material and the stationary structure permits slippage of the fender upwards relative to the structure, while resisting downward slippage. By this means the craft preserves a horizontal or upwardly inclined attitude towards the point of engagement.
  • The resilient material on the fender typically comprises natural or synthetic rubber, and can of course be a combination of different materials. In a preferred embodiment the resilient material comprises a rubber sleeve around a resilient foam core. The resilient material can be secured to the fender by any suitable means, bearing in mind that whatever securement is used has to be water resistant and particularly, resistant to sea water if the system is to be used offshore.
  • The fender will normally present a flat surface for engagement with the structure, with an area sufficient to make firm engagement with the structure which will typically be a column or pylon projecting from the water. Such a structure will allow the resilient material to engage round a significant area so that good frictional contact can be made. In some embodiments, particularly where the structure with which engagement is to be made is known to comprise a column or pylon, the fender may present a concave surface to increase the contact area. The shape of the surface being offered can of course be matched to a particular structure if regular trips to such structure or structures are to be made. This can be of particular benefit for example, when a craft has to travel to substantially identical turbines in an offshore wind farm. In some circumstances, there could be some merit in the exposed surface on the fender being convex, for engagement for example against and between two stanchions.
  • The fender itself may be part of the structure of the craft, or part of an assembly for fitting to a craft. Such an assembly might even be transferable between crafts, or a range of assemblies be provided for fitting to the same craft, each assembly being particularly adapted to a form of structure against which the craft is to be stabilized.
    • BRIEF DESCRIPTION OF THE DRAWINGS
  • The invention will now be described by way of example, with reference to the accompanying schematic drawings, in which:
  • FIG. 1 shows a side view of a craft in stable engagement with an offshore structure;
  • FIG. 2 shows an enlarged plan view of the point of contact showing the engagement between the craft ad the structure in FIG. 1;
  • FIG. 3 shows a view similar to that of FIG. 2 of an alternatively shaped fender;
  • FIG. 4 shows another view similar to that of FIG. 2 with another alternative fender configuration;
  • FIG. 5 is a cross-section through a fender and the resilient material mounted thereon;
  • FIG. 6 is a front perspective view of a catamaran embodying the invention; and
  • FIG. 7 is a plan view showing an assembly according to the invention fitted to the bow of a monohull craft.
    • DETAILED DESCRIPTION OF THE INVENTION
  • FIG. 1 shows a craft 2 held relative to an offshore structure by engagement of its bow against a pylon 4 of the offshore structure. The craft is shown at an inclined attitude relative to the level of the sea 6, with the bow above the stern. The bow of the boat is fitted with a fender 8 upon which is mounted a resilient material 10. The craft is continuously urged against the structure by a motor (not shown), and sustains frictional contact between the resilient material 10 and the pylon 4 to hold the bow of the boat steady relative to the pylon, enabling an individual to readily transfer to a ladder indicated at 12, or other feature attached to the pylon, from the boat.
  • The frictional engagement between the bow of the boat and the pylon 4 is maintained by the craft being continuously urged against the pylon. This requires the engine to be kept running, and the stern of the boat where the boat is driven, to remain in the water. It is important then, that the attitude of the boat remains either horizontal as shown, inclined upwardly towards the pylon 4 to sustain the frictional engagement between the bow and the pylon. The frictional engagement with the pylon must resist downward slippage, although upwards slippage can be tolerated. Once the inclined attitude of the boat is established, rising water under the bow and the buoyancy of the bow will lift it relative to the pylon in any event, but with the drive from the engine the engagement will be sustained at a higher, and not a lower level. The weight distribution in the boat may be arranged to ensure that the inclination cannot reach an angle at which the boat itself is at risk.
  • FIG. 2 shows how the frictional engagement between the bow of the boat 2 and the pylon 4 can be maintained. As can be seen, the resilient material 10 is sufficiently soft to be compressed by engagement with the pylon 4 so that the area of contact between the material 10 and the pylon extends around 25 to 40% of the circumference of the pylon. With the pylon 500 mm in diameter and a vertical depth of the resilient material of 500 mm, this will establish a contact area of around 2500 cm2. We have found that with natural rubber forming the exposed surface of the resilient material, this engagement can hold the bow of a boat in stable contact with an offshore structure in most normal sea conditions, provided the boat engine can generate sufficient continuous power relative to the boat weight. Typically 4 to 5 tonnes of thrust is required to maintain a boat having a dead weight of around 28 tonnes in stable contact with a pylon. This can be provided by a motor driving either a propeller or a water jet, with the latter being preferred as a water jet driven boat can operate in shallower waters; a minimum of 0.8 m as against 1.8 m depth being needed for safe operation of a propeller driven craft.
  • FIGS. 3 and 4 show alternative fender arrangements in contact with a pylon or pylons of an offshore structure. FIG. 3 shows a fender presenting a concave surface to the pylon; in FIG. 4 the resilient material is on a convex surface, and makes simultaneous contact with two pylons. This can provide a little additional stability by providing some resistance to lateral movement of the craft (rotation in a horizontal plane), and also a clear indication of such lateral movement as a consequence of engagement with one of the pylons being reduced or lost.
  • FIG. 5 shows a cross-section through the resilient material and the fender upon which it is mounted. As can be seen, the material comprises a sleeve 14 typically of rubber, around a core 16 of resilient synthetic foam. The elastomer sleeve 14 has a wall thickness of 20 mm with nylon reinforcement. The core 16 comprises polyurethane foam of density 45 kg/mm3. The overall cross-section is oval in shape, 700 mm in height and 300 mm thick. A flat side is secured to an aluminium support beam 18. The sleeve is secured to the support beam 18 by means of adhesive, but additional straps or ties may also be used as a precaution. Such ties 20 are visible in FIG. 6 which is a front view of a catamaran in which the fender extends between hull bows spaced by around 4 m. FIG. 6 also shows evidence of engagement of the resilient material with an offshore structure, and evidence of upward movement of the resilient material relative to for example, a pylon of such a structure.
  • FIG. 7 shows the bow of a monohull craft, upon which an assembly embodying the invention is fitted. As can been seen, the assembly has staves 22 attached to the side of the hull, with the centre of the fender mounted on the prow 24. It will be appreciated that such an assembly can be detachable for repair and for use on other crafts. The same does of course apply to a fender or equivalent assembly mounted on a multihull craft.

Claims (21)

1. A method of stabilizing a floating craft against a stationary structure in which the craft has at one end a beam with an exposed surface comprising a resilient material, in which method the craft is used against the structure to engage the resilient material therewith, the frictional engagement in combination with the urging force being sufficient to prevent the engaged beam from shipping downwards relative to the structure.
2. A method according to claim 1 wherein the frictional engagement permits slippage of the beam upwards relative to the structure.
3. A method according to claim 2 wherein the exposed surface of the beam is adapted to facilitate said upward slippage.
4. A method according to claim 1 wherein the resilient material comprises rubber.
5. A method according to claim 4 wherein the resilient material comprises a rubber sleeve around a resilient foam core.
6. A method according to any claim 1 wherein the beam is part of the craft.
7. A method according to claim 1 wherein the beam is part of an assembly fitted to the craft.
8. A method according to claim 1 wherein the craft has a bow and a stem, with a motor for propelling the craft from the stem, and wherein the beam is as the bow.
9. A method according to claim 8 wherein the craft is a monohull boat.
10. A method according to claim 8 wherein the craft is a multihull boat.
11. A water going craft fitted with a beam having an exposed surface comprising a resilient material at an end thereof for engagement with a stationary structure, the exposed surface being adapted upon said engagement with sufficient pressure, to prevent downward slippage of the beam relative to the structure.
12. A water going craft according to claim 11 equipped with a motor with a drive mechanism at the other end of the craft for generating said pressure.
13. A water going craft according to claim 12 wherein the drive mechanism comprises an impeller.
14. A water going craft according to claim 111 wherein the resilient material comprises rubber.
15. A water going craft according to claim 14 wherein the resilient material comprises a rubber sleeve around a resilient foam.
16. A water going craft according to claim 11 wherein the beam is part of an assembly fitted to the craft.
17. A monohull water going craft according to claim 11.
18. A multihull water going craft according to claim 11.
19. An assembly for fitting to a water going craft comprising a beam having an exposed surface comprising a resilient material at an end thereof for engagement with a stationary structure, the exposed surface being adapted upon said engagement with sufficient pressure, to prevent downward slippage of the beam relative to the structure.
20. An assembly according to claim 19 wherein the resilient material comprises rubber.
21. An assembly according to claim 20 wherein the resilient material comprises a rubber sleeve around a resilient foam core.
US11/451,759 2005-06-14 2006-06-13 Boat Stabilization Abandoned US20070000424A1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
GB0512097A GB2427253A (en) 2005-06-14 2005-06-14 Technique for stabilising a boat against a structure using a fender
GB0512097.7 2005-06-14

Publications (1)

Publication Number Publication Date
US20070000424A1 true US20070000424A1 (en) 2007-01-04

Family

ID=34855513

Family Applications (1)

Application Number Title Priority Date Filing Date
US11/451,759 Abandoned US20070000424A1 (en) 2005-06-14 2006-06-13 Boat Stabilization

Country Status (9)

Country Link
US (1) US20070000424A1 (en)
EP (1) EP1695902B1 (en)
AT (1) ATE414011T1 (en)
DE (1) DE602006003577D1 (en)
DK (1) DK1695902T3 (en)
ES (1) ES2316021T3 (en)
GB (1) GB2427253A (en)
PL (1) PL1695902T3 (en)
PT (1) PT1695902E (en)

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP3590817A1 (en) * 2018-07-04 2020-01-08 Ørsted Wind Power A/S A method for the use in offshore crew transfer
JP2022505274A (en) * 2018-10-29 2022-01-14 オルステッド・ウィンド・パワー・エー／エス Vessels with bow fenders
WO2022131935A1 (en) * 2020-12-17 2022-06-23 C W F Hamilton & Co Limited Marine vessel fender and control system
CN116495124A (en) * 2022-01-18 2023-07-28 英辉南方造船（广州番禺）有限公司 A bow protection string structure for wind power operation and maintenance ships
JP2023113193A (en) * 2022-02-03 2023-08-16 大成建設株式会社 Protective equipment

Families Citing this family (14)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2473490A (en) * 2009-09-15 2011-03-16 William Jonathan Aldiss Progressive bow transfer apparatus and method
NL2003728C2 (en) 2009-10-30 2011-05-03 P & R Systems METHOD FOR STABILIZING A FLOATING VESSEL AGAINST A STATIONARY OBJECT.
NL2004166C2 (en) * 2010-01-28 2011-07-29 P & R Systems Maintenance of an offshore wind farm making use of an assembly of a floating harbour ship and a plurality of shuttle vessels.
GB2480408B (en) * 2010-06-07 2013-01-02 Bmt Nigel Gee Ltd Transfer apparatus for vessels
GB2485556A (en) * 2010-11-18 2012-05-23 Robin Barnaby Mottram Stowell Toothed fender for offshore transfers at sea, eg to/from a wind turbine
GB2476858C (en) 2010-11-19 2021-07-21 Stephen Mattey Ronald Jaw apparatus for stabilising a floating craft against a stationary structure
NL2006710C2 (en) 2011-05-03 2012-11-06 Presign Holding B V A system and method for designating a floating vessel against a stationary object.
EP2660140B1 (en) * 2012-05-03 2018-02-21 Siemens Aktiengesellschaft A docking device for facilitating a transfer between a vessel and an offshore structure
NL2008800C2 (en) 2012-05-11 2013-11-12 D B M Fabriek En Handelsonderneming B V Fender, maritime structure, method for manufacturing.
GB2510418B (en) 2013-02-04 2018-02-28 Windcat Workboats Ltd Vessel fender structure with anchor points and draw mechanisms
DE102015108882B3 (en) * 2015-06-04 2016-07-21 Harald Hübner Method for landing a vessel on a structure
EP3109150A1 (en) * 2015-06-24 2016-12-28 BV Scheepswerf Damen Gorinchem A fender and a vessel comprising a fender
NL2018349B1 (en) 2017-02-09 2018-09-04 Fender Innovations Holding B V Marine fender
CN111071394A (en) * 2020-01-06 2020-04-28 江苏现代造船技术有限公司 Offshore wind power operation and maintenance ship boarding device and method

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US1981182A (en) * 1931-12-23 1934-11-20 Durable Mat Company Marine fender
US2117121A (en) * 1935-11-20 1938-05-10 Wingfoot Corp Ship fender
US3063399A (en) * 1960-05-05 1962-11-13 Fred B Schuyler Bow bumper for tugs and similar boats
US3109405A (en) * 1961-11-27 1963-11-05 Nusinoff Willy Boat bumper
US3261320A (en) * 1965-04-30 1966-07-19 Goodyear Tire & Rubber Marine fender
US20050045086A1 (en) * 2003-08-28 2005-03-03 Stoll Richard D. Protective Bumper for towboats

Family Cites Families (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CH365966A (en) * 1958-02-14 1962-11-30 Lonza Ag fender
NL7414096A (en) * 1973-11-06 1975-05-09 Ishikawajima Harima Heavy Ind MORE DETAILS.
JPS54100089A (en) * 1978-01-23 1979-08-07 Bridgestone Corp Gunwale contact buffer of harbor work ship
US4351257A (en) * 1981-01-26 1982-09-28 Seaward International, Inc. Marine fender
JPH0730541B2 (en) * 1986-03-14 1995-04-05 株式会社ブリヂストン Fender
US4738215A (en) * 1986-09-17 1988-04-19 Tracker Marine Corporation Bumper construction for pontoon boats
US5313907A (en) * 1992-03-13 1994-05-24 Hodges Christopher A External rail system for boat
JP2002362480A (en) * 2001-05-31 2002-12-18 Sekisui Plastics Co Ltd Bow protector

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US1981182A (en) * 1931-12-23 1934-11-20 Durable Mat Company Marine fender
US2117121A (en) * 1935-11-20 1938-05-10 Wingfoot Corp Ship fender
US3063399A (en) * 1960-05-05 1962-11-13 Fred B Schuyler Bow bumper for tugs and similar boats
US3109405A (en) * 1961-11-27 1963-11-05 Nusinoff Willy Boat bumper
US3261320A (en) * 1965-04-30 1966-07-19 Goodyear Tire & Rubber Marine fender
US20050045086A1 (en) * 2003-08-28 2005-03-03 Stoll Richard D. Protective Bumper for towboats
US6928944B2 (en) * 2003-08-28 2005-08-16 Richwood Industries, Inc. Protective bumper for towboats

Cited By (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP3590817A1 (en) * 2018-07-04 2020-01-08 Ørsted Wind Power A/S A method for the use in offshore crew transfer
WO2020007637A1 (en) * 2018-07-04 2020-01-09 Ørsted Wind Power A/S A method for the use in offshore crew transfer
US11787511B2 (en) 2018-07-04 2023-10-17 Ørsted Wind Power A/S Methods and devices for predicting vessel bow motion
EP4265513A3 (en) * 2018-07-04 2023-11-01 Ørsted Wind Power A/S A method for the use in offshore crew transfer
JP2022505274A (en) * 2018-10-29 2022-01-14 オルステッド・ウィンド・パワー・エー／エス Vessels with bow fenders
TWI768253B (en) * 2018-10-29 2022-06-21 丹麥商沃旭風力能源公司 Ship, method for docking ship, and system comprising monopile and ship
US11851145B2 (en) 2018-10-29 2023-12-26 Ørsted Wind Power A/S Ship with a bow fender
JP7472120B2 (en) 2018-10-29 2024-04-22 オルステッド・ウィンド・パワー・エー／エス Vessels equipped with bow fenders
WO2022131935A1 (en) * 2020-12-17 2022-06-23 C W F Hamilton & Co Limited Marine vessel fender and control system
CN116495124A (en) * 2022-01-18 2023-07-28 英辉南方造船（广州番禺）有限公司 A bow protection string structure for wind power operation and maintenance ships
JP2023113193A (en) * 2022-02-03 2023-08-16 大成建設株式会社 Protective equipment
JP7691946B2 (en) 2022-02-03 2025-06-12 大成建設株式会社 protective equipment

Also Published As

Publication number Publication date
PL1695902T3 (en) 2009-05-29
PT1695902E (en) 2009-02-09
EP1695902A2 (en) 2006-08-30
ES2316021T3 (en) 2009-04-01
GB0512097D0 (en) 2005-07-20
DK1695902T3 (en) 2009-02-23
EP1695902A3 (en) 2006-10-11
ATE414011T1 (en) 2008-11-15
DE602006003577D1 (en) 2008-12-24
EP1695902B1 (en) 2008-11-12
GB2427253A (en) 2006-12-20

Similar Documents

Publication Publication Date Title
US20070000424A1 (en) Boat Stabilization
US9796453B2 (en) Mooring structure mounted on a vessel
Bruce Heavy Weather Sailing 7th Edition
US7284497B2 (en) Swing mooring pontoon
KR102741195B1 (en) Semi-submersible service vessel for floating installations and method thereof
US20200164947A1 (en) Vessel having an improved hull shape
US7182034B2 (en) Offshore floating dock
EP0734339B1 (en) Boat
US20100162933A1 (en) Twin Sailing Board
US20210355645A1 (en) Method and apparatus for a fender system
US20070137541A1 (en) Twister wings sailboat
CN108360460A (en) Sightseeing ship steps on quadrupler
US11655008B2 (en) Self-righting trimaran
US7735444B1 (en) Boarding aid for assisting embarking on or debarking from an inflatable dinghy
CA3097207C (en) Self-righting watercraft vessel
WO2015122781A1 (en) Improved kayak design
JP6619776B2 (en) Watercraft stern mount
JP2025073336A (en) ship
Kennedy Cable reinforcement of the Athenian trireme
FR2856651A1 (en) Aquatic vehicle for water sports, has autonomous drift connected to vessel by line, where vessel has nose having inclination with respect to drift plane and adjustable along axis
HK1200781B (en) Mooring structure mounted on a vessel
FR2652333A1 (en) Ship or sailing boat of circular shape
HK1227822B (en) Vessel having an improved hull shape
AU2013205360A1 (en) Swing mooring pontoon
AU2003201522A1 (en) Swing mooring pontoon

Legal Events

Date Code Title Description
AS Assignment

Owner name: WINDCAT WORKBOATS LIMITED, UNITED KINGDOM

Free format text: ASSIGNMENT OF ASSIGNORS INTEREST;ASSIGNOR:CLARKSON, NEIL M.;REEL/FRAME:018181/0553

Effective date: 20060614

STCB Information on status: application discontinuation

Free format text: ABANDONED -- FAILURE TO RESPOND TO AN OFFICE ACTION