WO2020074367A1 - Pétrolier optimisé - Google Patents

Pétrolier optimisé Download PDF

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Publication number
WO2020074367A1
WO2020074367A1 PCT/EP2019/076848 EP2019076848W WO2020074367A1 WO 2020074367 A1 WO2020074367 A1 WO 2020074367A1 EP 2019076848 W EP2019076848 W EP 2019076848W WO 2020074367 A1 WO2020074367 A1 WO 2020074367A1
Authority
WO
WIPO (PCT)
Prior art keywords
vessel
tanks
cargo
shipping industry
bow
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.)
Ceased
Application number
PCT/EP2019/076848
Other languages
English (en)
Inventor
Roy MOSVOLD
Morten BORGE
Olav REFVIK
Dag MOSVOLD
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.)
Mosvold Shipping Holding Ltd
Original Assignee
Mosvold Shipping Holding Ltd
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
Application filed by Mosvold Shipping Holding Ltd filed Critical Mosvold Shipping Holding Ltd
Publication of WO2020074367A1 publication Critical patent/WO2020074367A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B71/00—Designing vessels; Predicting their performance
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B25/00—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby
    • B63B25/02—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby for bulk goods
    • B63B25/08—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby for bulk goods fluid
    • B63B25/12—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby for bulk goods fluid closed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B25/00—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby
    • B63B25/02—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby for bulk goods
    • B63B25/08—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby for bulk goods fluid
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B25/00—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby
    • B63B25/02—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby for bulk goods
    • B63B25/08—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby for bulk goods fluid
    • B63B25/12—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby for bulk goods fluid closed
    • B63B25/16—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby for bulk goods fluid closed heat-insulated
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B1/00—Hydrodynamic or hydrostatic features of hulls or of hydrofoils
    • B63B1/02—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving lift mainly from water displacement
    • B63B1/04—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving lift mainly from water displacement with single hull
    • B63B1/06—Shape of fore part
    • B63B2001/066—Substantially vertical stems

Definitions

  • the present invention relates generally to shipping industry vessels for storage and transport of hydrocarbon products.
  • VLCC very large crude carriers
  • Such vessels typically carry a minimum of two million barrels of crude oil, but due to their size they cannot directly access all ports in the U.S. Gulf of Mexico.
  • these vessels are often loaded using lightering solutions, and the loading period can be as great as ten (10) days or more depending upon logistics and weather. In particularly bad weather conditions loading may need to be suspended, at great cost to the operator in terms of wasted days.
  • Suezmax-type crude oil carrier which is the second largest oil tanker presently available on the market. This type of vessel is optimized to pass through the Suez Canal, and can carry approximately one (1 ) million barrels of crude oil.
  • the invention provides a shipping industry vessel for storage and transport of hydrocarbon products, the vessel being arranged for passage through the Panama Canal at least when in a partially loaded state and having an overall length in the range 300 to 366 m, a maximum beam of no more than 49 m and, at least when in said partially loaded state, a draft of no more than 15.2 m; wherein when in said partially loaded state the vessel has a cargo capacity of at least 160,000 m 3 .
  • this new vessel type it is possible to increase capacity compared to existing solutions, with significant advantages being provided by the ability to use the Panama Canal.
  • the dimensions of the vessel exceed those permitted for Suezmax requirements but fit within the“New Panamax” requirements, at least when in the partially loaded state, thereby allowing for maximised capacity whilst traversing the Panama Canal, and optimizing the vessel with the dual aims of increasing capacity in comparison to Suezmax designs, whilst permitting transit of the Panama Canal.
  • the vessel may be incapable of passing the Panama Canal when fully loaded, thus taking best advantage of the abilities of a vessel of this size to maximise capacity for different trades.
  • the vessel in the example embodiments will have a draft in excess of 15.2 m when fully loaded, such that where there is an ability to take the vessel via the Panama Canal in one trade, but to return via another route, then there is no compromise on the capacity of the vessel for the return route.
  • the vessel may have a draft of 16 m or above when fully loaded.
  • the cargo capacity of the vessel when in the partially loaded state may be 180,000 m 3 or more, and optionally it may be 200,000 m 3 or more.
  • the vessel may have a larger draft when fully loaded, as noted above, and the fully loaded capacity may for example be at least 220,000 m 3 or at least 240,000 m 3 .
  • the vessel is partially loaded when one pair of cargo tanks are empty, with the vessel being provided with 5-8 pairs of cargo tanks, such as 6 pairs or 7 pairs.
  • the other tanks may be nominally full when in the partially loaded state, and when full loaded then all cargo tanks are nominally full. By nominally full it is mean that the tanks are, for example, at least 95% full, optionally at least 98% full. It is noted that it is beneficial to operate with tanks that are either nominally full, or nominally empty, since a partially full tank may create a greater risk of instability for the vessel.
  • the dimensions of the vessel in one example include an overall length of about 333m, a maximum beam of about 49 m, and a draft of at most 14.8 m, at least when in the partially loaded state.
  • the vessel may have a bow shape arranged to provide favourable performance characteristics at all drafts where it is expected to undertake long voyages.
  • the bow shape may be adapted to perform well in both in the partially and fully loaded state
  • the bow has an elliptical shape in plan view, thus having a curve with a relatively large radius rather than being formed with a sharper shape. It is expected that all major factors affecting the hull resistance proposed vessel will be viscosity led, in view of the size of the vessel and its expected speed range, which may be perhaps 10-15 knots. In light of this an elliptical bow shape is favourable as the impact of the bow wave on hull resistance will not be significant.
  • the bow may be arranged to have a generally vertical form at the waterline and to a certain extent above and below the waterline (for example ⁇ 5 m) for all drafts where the vessel is expected to undertake long voyages. Thus, the performance of the bow can be made consistent over different drafts.
  • the bow shape may be the same over the majority of the vertical extent of the bow, with a curved section at the base of the hull.
  • a curved section at the base of the hull extending over 3-6 m of the vertical extent of the bow, and above that curved section the bow shape is the same over the majority of, or all of, the vertical extent of the bow, which may be a further 15-20 m.
  • the total height of the bow which may be similar to the overall height of other parts of the hull, may be 20-30 m.
  • the bow shape over the vertical extent of the bow aside from the curve at the base may be an elliptical shape as set out above.
  • the vessel may make use of any suitable propulsion machinery, optionally to achieve a service speed in the range 10-15 knots.
  • the vessel may use a Liquefied Natural Gas (LNG) machinery plant or may be adapted to allow for conversion to a machinery plant burning LNG at a future point.
  • LNG Liquefied Natural Gas
  • the vessel may include an LNG fuel system.
  • the propulsion machinery may also form the basis for a power generation plant, or the vessel may comprise a separate power generation plant.
  • such a power generation plant may comprise a main engine driven shaft generator and/or rechargeable batteries.
  • Such a system may include appropriate frequency control devices. These arrangements may minimise the need for operation of diesel generators, as well as enhancing redundancies available during operation of the vessel within the confines of the Panama Canal.
  • the Panama Canal optimized tanker disclosed and claimed herein may be able to carry around 1.4 million barrels of crude oil, and since operators will be transiting the Panama Canal rather than the Cape of Good Hope, a roundtrip journey will take approximately fifty (50) days fewer as compared to a VLCC or Suezmax vessel traversing the Cape. Relative to all known existing vessels, the optimized tanker of the present invention will increase the speed and frequency of delivery efforts. Likewise, bunker costs will be around 1 million dollars ($1 ,000,000.00 USD, or around $400.00 per metric ton), and thus the vessel described and claimed herein will also contribute to a smaller environmental footprint relative to the prior art vessels described above.
  • the invention extends to a method comprising use of a vessel as discussed above, and to the manufacture of such a vessel.
  • the invention may provide a method for manufacture of a shipping industry vessel for storage and transport of hydrocarbon products, the vessel being arranged for passage through the Panama Canal at least when in a partially loaded state and having an overall length in the range 300 to 366 m, a maximum beam of no more than 49 m and, at least when in said partially loaded state, a draft of no more than 15.2 m; wherein when in said partially loaded state the vessel has a storage capacity for oil of at least 160,000 m 3 .
  • the vessel may be manufactured with other features as discussed above, for example it may be provided with a bow shape that is elliptical in plan view and/or that extends vertically as set out above.
  • FIG. 1 is a cross-section side elevation view of a shipping industry vessel
  • FIG. 2 is a cross-section front elevation view of a shipping industry vessel
  • FIG. 3A is a plan view of the deck of a shipping industry vessel.
  • FIG. 3B is a plan view of the cargo hold of the shipping industry vessel of FIG. 3A.
  • the Figures show a shipping industry vessel 10 that is suitable for carrying crude oil or dirty petroleum products such as fuel oils etc.
  • the vessel 10 as shown may have any of the following specifications and/or characteristics, which are set out in detail by way of example only.
  • FIGs 1-3B The principal features of the design for the example vessel 10 are visible in FIGs 1-3B, and set forth in more detail below.
  • Wheelhouse 16 providing all-round vision located above the accommodation 20 block.
  • Cruising Range • Cruising range to be about 28 000 nautical miles with 10% reserve bunker capacity at service rating.
  • Main hull 12 formed of mild steel with High Tensile steel of grade not higher than NV36 (up to minimum yield stress of 36kg/mm2) used for main longitudinal strength members in the cargo area 18.
  • the total amount of such HT steel used is intended to be about 65% of total steel weight.
  • Main hull 12 structure shall be longitudinally framed with transverse webs and girders in general, except for engine room double bottom, aft body aft of aft peak bulkhead and fore body, where alternative framing system may be considered.
  • Cargo tanks designed for cargoes of specific gravity (SG) up to 1.025 t/m 3 , without filling restrictions.
  • the shape of the bow in the plan view may be elliptical or curved.
  • the displacement volume may also have a positive effect on (reduces) the hull resistance, by ensuring a consistent curvature of the waterline around the bow.
  • the geometry of the bow may also have a reduced surface area, resulting in a reduced wetted surface area, which reduces viscosity-dependent hull resistance.
  • the bow may be arranged to have a generally vertical form at the waterline and also to a certain extent above and below the waterline.
  • the bow shape in plan view may be the same over the majority of the vertical extent of the bow.
  • the bow shape in the plan view may include a curved or elliptical shape section at the base of the hull (keel) extending 3-6 m of the vertical extent of the bow, and above that section the bow shape may be the same over the majority of, or all of, the remaining vertical extent of the bow.
  • Outside cargo area 18 either longitudinal- or transverse framing may be used.
  • Inner shell bulkhead serving as boundary for double skin ballast tanks, with all transverse webs, girders, stringers and stiffening on the outside cargo tanks in the double skin tanks.
  • the hull 12 structure shall be dimensioned and given scantlings to take into
  • Type C cylindrical tanks for LNG fuel account the future fitting of Type C cylindrical tanks for LNG fuel, and to allocate space and layout for the necessary deck houses, manifolds, and pipe routing from the LNG storage tanks 24 to the LNG bunkering manifolds and to the machinery space.
  • All pipes for high pressure LNG shall be arranged with a ventilated cofferdam barrier to avoid any low temperature LNG leaks from coming into contact with the hull 12 structure.
  • Dry film thicknesses for the underwater hull 12 shall as minimum be as
  • all top sides, exposed decks and external painting shall be 2 epoxy primer coats of total not less than 300 microns (n), plus 1 Polyurethane tie coat of 50 microns (p.) and 1 Polyurethane finishing top coat of 50 microns.
  • Cargo tanks 12-12 oval/circular, "Swingaway” type, stainless rims, double seals.
  • Cargo tanks Not less than 2 hatches in each web space.
  • Discharge time about 20 hours, against 135 mLC with 3 pumps running.
  • Cargo pumps Three (3) vertical centrifugal cargo pumps in pump room with self- priming equipment.
  • Cargo pump capacity 3 x 4000 m 3 /h at 135 mLC, SG 1.025 t/m 3 , serving all cargo tanks.
  • Stripping pump Reciprocating- or displacement pump, electrically driven
  • Stripping eductor 1 x 500 m 3 /h, cast steel body with stainless nozzle, driven by cargo.
  • Stripping systems Separate mild steel stripping lines from each pump to manifold.
  • Cargo valves Remote controlled butterfly valves, except manifold valves local.
  • Slop tank levelling Gravity-flow levelling arrangement from Slop tank 1 to Slop tank 2, fitted with closing valves.
  • Drip trays Drip trays with cargo resistant GRE gratings under manifolds on each side. Arranged according to OCIMF recommendations. Slop tank heating:
  • Heating system Single medium, steam heating for both slop tanks
  • Heating capacity Slop tank capacity to raise contents from 44oC to 66oC in 24 hours
  • Tank heating Double loop heating coils stainless steel AISI316L in each slop- tank.
  • Tank heating pipes Steam pipes on deck to be pre-insulated, type LR or
  • Portable venting fans Four (4) seawater-driven portable fans for use via inert gas line.
  • Vapour Return lines Two (2) mild steel V/R collector lines from risers to 2 V/R- manifolds on each side.
  • Inert gas system Inert Gas Generator of flue-gas type, with two air blowers, each with 50% of the total capacity for 13,125 Nm 3 /h delivery to fixed inert gas line to all tanks.
  • Inert gas main to be connected to ballast line on deck via spool piece and isolating valve to supply inert gas or fresh-air to ballast tanks for inerting and gas- freeing.
  • Cargo Control Room Arranged on 01 -deck in centre-line with view forward to manifolds.
  • Valve actuation Butterfly valves in the cargo-, stripping-, ballast- and tank-washing systems to be remote controlled by hydraulic actuators controlled from the CCR.
  • Cargo monitoring Cargo monitoring from CCS in CCR. FMCW radar type level gauging in all cargo and slop tanks, issued with calibration certificate. Temperature monitoring at 3 levels in each cargo and slop tank. Independent high- level alarm at 95% & overflow alarm at 98% full. Manual ullage-measuring using portable device.
  • Gas detection system Fixed, continuous, sequential type gas monitoring &
  • Oil Discharge Monitor 1 ODME system complying with requirements of MARPOL 73/78 and type approval in accordance with MERC 108(49/22) and MERC 249(65) to be arranged.
  • Double-nozzle, programmable type on tank bottom in each tank o Number of machines in each cargo and slop tank to ensure coverage of surfaces in tanks in accordance with requirements
  • Tank wash pump One (1 ) electrically-driven centrifugal tank washing pump in ballast pump room with drive motor in ER driving via gas- tight bulkhead glands. Capacity not less than sufficient for washing. 2 cargo tanks simultaneously.
  • Heat exchanger One (1 ) tank wash heat exchanger of horizontal tube type.
  • Tank washing main One tank washing main line of galvanized steel pipe.
  • Hose-handling cranes 22
  • Rudder 1 semi-balanced spade rudder.
  • the rudder may be equipped with twisted leading edge and/or may be asymmetrical.
  • the rudder may be equipped with a faired rudder-bulb/propeller boss or any other propulsion improving device (RID) to improve relative propulsive efficiency.
  • RID propulsion improving device
  • Steering Gear 1 hydraulic, rotary- or piston-type steering gear with 2 pumps.
  • Navigation Equipment 1 hydraulic, rotary- or piston-type steering gear with 2 pumps.
  • the navigation equipment shall be purchased and installed in accordance with NAUT OC requirements.
  • the equipment shall be fitted in an integrated bridge system including the following:
  • VDR Voyage Data Recorder
  • All mooring drums shall be rated for 25 tonnes SWL on first layer at 15m/min with capacity for fibre rope moorings according to equipment number.
  • Main engine 14 to be of type suitable for conversion to dual fuel LNG operation.
  • Typical main engine 14 MAN 7G70ME-C9.5 or equivalent engine, de-rated from about 22,000kW NCR. CSR about 65% SMCR.
  • the main engine 14 shall operate on various fuel types, including LS-HFO and MDO, and other low-sulphur fuels, including hybrid fuels, with viscosity up to 700 cSt at 50°C
  • the main engine 14 shall also be able to operate on MGO grade DMA. Chiller system fitted.
  • RPM Approx. 65 rpm at CSR (1 1500kW), or preferably below.
  • Fuel Boilers to be designed to burn the same fuels as the main engine 14.
  • boiler spec will be as in section 8 below.
  • o 1 of about 800 kWe*, 720 rpm. • Auxiliary diesels to burn the same fuels as the main engine 14.
  • auxiliary diesel alternator spec will be as in section 8 below.
  • Optional Shaft Generator See section 8 below.
  • FO covers all fuels for which the machinery is designed to operate except MGO, for which separate tanks and systems are specified.
  • Chiller system fitted to MGO grade DMA fuel supply system to main-& auxiliary engines and boilers.
  • Central cooling water systems provide the cooling medium for all machinery and auxiliaries such as:
  • HP start-air system (30 bar) and one common LP (10 bar) utility-air system, comprising: • 2 start-air compressors and 2 start air receivers according to ME suppliers and Class requirements.
  • Nitrogen compressors and buffer tank may be used as utility air compressor if suited to purpose.
  • Exhausts from two (2) of the Auxiliary diesel alternators shall be led through one (1 ) common exhaust gas economizer with one section for each exhaust.
  • the Exhaust Gas Economizer shall utilize the maximum waste heat from each of the 2 auxiliary diesels to pre-heat the feed water for the Combined boiler and Oil-fired boilers.
  • Saturated steam is supplied from the oil-fired boilers and the combined boiler to a main steam line, with branches to the different consumers as follows:
  • PMS Power Management System
  • Ballast System Ballast System
  • ballast Ejector capacity 500 m 3 /h, for stripping ballast tanks, driven by ballast pumps and GS-pump.
  • One pre-defined pair of cargo tanks may be used as emergency ballast tanks in heavy weather.
  • the hull structure 12 to be designed for sequential ballast exchange.
  • ballast tanks including bottom floors and stiffeners, to be arranged with amply sized drainage holes (rat-holes) to ensure efficient drainage and sediment removal.
  • rat-holes amply sized drainage holes
  • ballast Water Treatment Plant of same type and capacity to be fitted in same space, to give total ballast treatment capacity 2 x 2000 m 3 /h see section 8 below.
  • Cargo area 18 /tank deck Fixed low expansion foam system with foam monitors & hydrants.
  • Fire- and foam lines may be of GRE if approved by class and authorities.
  • the switchboard is to contain separate panels for the alternator controls, group starters, shore supply, synchronising, load sharing and power management, outgoing circuits and alternator auto start.
  • the three cargo pumps to be electrically driven with electric motors in the ER, vertically mounted on recess, with drive via gas tight glands in the bulkhead recess. Capacity of cargo pumps to be unchanged. Generator sets:
  • the Generator sets can be increased to a size suitable to power the three cargo pumps together with one ballast pump simultaneously while also providing ample power, at 90% of the total installed generator capacity of the three generators.
  • the total power requirement may be about 7500 kW, which could be provided by 2 sets of 3000 kW and one of 1500 kW:
  • the capacity may be based on a detailed electrical load balance.
  • Fuel designed to burn the same fuels as the main engine 14.
  • the inert gas generator to be oil-fired, with two air blowers, each with 50% of the total capacity for 13,125 Nm 3 /h delivery to fixed inert gas line to all tanks.
  • main engine 14 Shaft generator rating to be sufficient to cover all normal conditions while at sea, with a rated power of not less than 2400 kWe.
  • the shaft generator shall be fitted with frequency converter to allow operation with the shaft generator supplying power at main engine 14 speeds ranging from 50% to 100% SMCR. • To improve efficiency of operation and power supply, and to permit maximum utilisation of the shaft generator quay to quay and thereby reduce fuel consumption, emissions and running hours and wear on the diesel
  • a permanent magnet type shaft generator may be evaluated, supplying power to the MSB via a frequency converter and DC bus.
  • a battery pack shall be fitted, providing peak shaving and spinning reserve
  • the batteries shall provide an additional source of power to reduce the occurrence of start-up of a second or third diesel alternator and to provide back-up instead of a second diesel set when manoeuvring and in similar situations.
  • ballast Water Treatment Plant of same capacity to be fitted in same space, to give total ballast treatment capacity 2 x 2000 m 3 /h.
  • ballast treatment capacity 2 x 2000 m 3 /h.
  • the shipping industry vessel 10 can be designed taking into account the later fitting of a propulsion plant, power generation plant and boilers of Dual Fuel LNG burning type.
  • LNG storage tank 24 capacity not less than 5 000m 3 (4x1250m 3 or 2x2500m 3 ).
  • o 4 equal-sized, 2 forward and 2 aft of manifolds, or
  • LNG Storage tank 24 type Insulated, horizontal cylindrical Type C tanks
  • LNG pumping and compression Tanks to have submerged LNG pumps. HP LNG pumps and associated equipment fitted if main engine 14 is of high-pressure type, boosting LNG pressure to 30 bar.
  • Gas-Valve units GVUs fitted for main engine 14, generator sets, and boilers.

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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)

Abstract

L'invention concerne un navire de l'industrie du transport maritime (10) pour le stockage et le transport de produits hydrocarbonés, le navire (10) étant agencé pour passer par le canal de Panama au moins lorsqu'il est dans un état partiellement chargé et ayant une longueur globale comprise entre 300 et 366 m, une largeur maximale ne dépassant pas 49 m et, au moins lorsqu'il est dans ledit état partiellement chargé, un tirant d'au plus 15,2 m ; lorsqu'il est dans ledit état partiellement chargé, le navire (10) a une capacité de chargement d'au moins 160 000 m3.
PCT/EP2019/076848 2018-10-11 2019-10-03 Pétrolier optimisé Ceased WO2020074367A1 (fr)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
US201862744164P 2018-10-11 2018-10-11
US62/744,164 2018-10-11
GB1906174.6 2019-05-02
GB1906174.6A GB2578183A (en) 2018-10-11 2019-05-02 Optimized tanker

Publications (1)

Publication Number Publication Date
WO2020074367A1 true WO2020074367A1 (fr) 2020-04-16

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PCT/EP2019/076848 Ceased WO2020074367A1 (fr) 2018-10-11 2019-10-03 Pétrolier optimisé

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WO (1) WO2020074367A1 (fr)

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CN113537581A (zh) * 2021-06-29 2021-10-22 湖北东湖实验室 锂电池电力推进内河运煤船运营模式设计方法
CN114455024A (zh) * 2022-01-13 2022-05-10 武汉船用机械有限责任公司 提高载货船舶航行安全性的航线货物配载方法

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WO2020172336A1 (fr) 2019-02-19 2020-08-27 Autonomous Marine Systems, Inc. Réduction de propulsion et commande de cambrure automatiques de voile
GR1010144B (el) * 2021-03-11 2021-12-30 Δημητριος Ηρακλη Κωσταλας Εμπορικο πλοιο
CN114179991B (zh) * 2021-11-18 2023-11-17 上海江南长兴造船有限责任公司 一种双燃料集装箱船燃气供气系统负荷试验方法

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Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN113537581A (zh) * 2021-06-29 2021-10-22 湖北东湖实验室 锂电池电力推进内河运煤船运营模式设计方法
CN113537581B (zh) * 2021-06-29 2022-06-21 湖北东湖实验室 锂电池电力推进内河运煤船运营模式设计方法
CN114455024A (zh) * 2022-01-13 2022-05-10 武汉船用机械有限责任公司 提高载货船舶航行安全性的航线货物配载方法
CN114455024B (zh) * 2022-01-13 2022-11-29 武汉船用机械有限责任公司 提高载货船舶航行安全性的航线货物配载方法

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GB2578183A (en) 2020-04-22

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