Patent Application
20250010951
The discussion below relates generally to apparatuses and methods for mooring water vehicles including coastal mooring methods and apparatuses.
Mooring systems such as coastal single-point-mooring (SPM) systems are used to anchor and support ships and other water facilities to a coast or the like. A typical SPM includes a buoy having typically a cylindrical or spherical buoy body, a mechanism of hawser arrangement through which a ship is moored to the buoy, and a single catenary chain leg or multiple catenary chain legs attached to an anchor or multiple anchors that hold the buoy in place. The single chain leg configuration is popular among coastal SPMs due to its simplicity and the ability of the chain and the buoy to circle around the anchor.
The catenary chain of a SPM single leg is a half of a hyperbolic cosine curve, with the anchor at the bottom of the curve. The catenary takes its shape from the weight of the chain in water and the loading due to the moored ship's resistance. The required minimum length of the chain gives no upward lift component to the anchor when a ship is moored at the design weather condition. A shorter chain length will induce upward lift thus reduce the capability of the anchor. The minimum length of the chain is typically 7 to 10 times of the depth of the water, for a moored mid-size ship's survival in a tropical storm. In lighter weather or when no ship is moored on the buoy, this long leg has excessive chain laying on the seabed, slack, with the risk of finding a wat to knot with itself and become a mess.
Embodiments of the present invention are directed to a single-point-mooring (SPM) system. The SPM system may serve as a coastal SPM system configured to be capable of supporting a ship through tropical storm. In one example, the system includes a lighter sinker than the SPM anchor, which may be referred to as a “bouncer,” connected to the single chain leg between the SPM buoy and the SPM anchor. The SPM anchor may be substantially heavier than the bouncer. The portion of the chain between the buoy and the bouncer is referred to as a first section chain. The length of the first section chain is designed such that (i) in light weather condition, the first section chain is completely lifted above the seabed; (ii) in moderate weather condition, the load on the first section chain reaches the holding power of the bouncer and the bouncer begins moving around the SPM anchor; and (iii) in the design weather condition as the maximum or most severe weather condition (e.g., tropical storm), the bouncer bounces around the anchor. With reference to the maximum weather condition, (i) the light weather condition may be characterized as having wind speed and water current up to about half of those at the maximum weather condition; and (ii) the moderate weather condition may be characterized as having wind speed of up to about ⅔ the wind speed at the maximum weather condition.
As discussed in greater detail below, the bouncer weight and the catenary section length and the catenary section weight are determined using a catenary analysis, involving an iteration process running through each segment of the catenary section until the bouncer at the last segment just touches the bottom of the body of water in the preset maximum weather condition.
In a single-bouncer embodiment, the bouncer just touches the seabed in the design weather condition. This allows the bouncer to bounce in the design weather condition. The bouncer does not touch the seabed in the design weather condition if the total weight of the bouncer and the first section chain is reduced. For instance, a mid-size ship of about 150 ft to survive a tropical storm in a 34 ft water needs an 8,500 lb bouncer and 80 ft chain for the first section. A second section chain from the bouncer to the anchor may be fixed at a practical length that allows a maintenance ship to place the bouncer onboard without pulling the anchor, in a normal operational weather condition well below the maximum weather condition.
Additional embodiments may employ multiple bouncers connected in series via respective catenary section chains between the buoy and the SPM anchor. The combination of the weights of the multiple bouncers and multiple catenary section chains puts the last bouncer just touching the seabed in a preset maximum or most severe weather condition (i.e., the design weather condition). This allows the distal bouncer to bounce around the SPM anchor in the design weather condition. The distal bouncer does not touch the seabed in the preset maximum (i.e., design) weather condition if the total weight of the bouncers and the catenary sections is reduced.
An aspect is directed to a mooring apparatus for mooring a vessel having a vessel length and a vessel weight, via a mooring buoy to an anchor disposed at a bottom of a body of water under weather conditions from a light weather condition up to a preset maximum weather condition. The mooring apparatus comprises: one or more bouncers connected in series to the mooring buoy and including a distal bouncer which is connected via an anchor line to the anchor having an anchor weight, the one or more bouncers each having a bouncer weight; one or more catenary section lines including a first catenary section line connected between the mooring buoy and a proximal bouncer which is a first bouncer of the one or more bouncers; and the anchor line from the distal bouncer to the SPM anchor, fixed at a practical length that allows a maintenance ship to place the distal bouncer onboard without pulling the anchor in a normal operational weather condition well below the maximum weather condition. The first bouncer is also the distal bouncer in a single-bouncer configuration. The first bouncer is connected sequentially to an i-th bouncer as the distal bouncer in series via respective catenary section lines from the first catenary section line to an i-th catenary section line as a distal catenary section line in a multiple-bouncer configuration. The one or more bouncers each have a bouncer weight and the respective catenary section lines each have a catenary section length and a catenary section weight, which are selected to place the distal bouncer just touching the bottom of the body of water in the preset maximum weather condition for the vessel having the vessel length and the vessel weight. The one or more bouncers each have a bouncer weight that is smaller than the anchor weight if a Dor-Mor anchor is not used.
Another aspect is directed to a mooring apparatus for mooring a vessel having a vessel length and a vessel weight, via a mooring buoy to an anchor disposed at a bottom of a body of water under weather conditions from a light weather condition up to a preset maximum weather condition. The mooring apparatus comprises: a bouncer connected via an anchor line to the anchor having an anchor weight, the bouncer having a bouncer weight that is smaller than the anchor (non-Dor-Mor) weight; a catenary section line connected between the mooring buoy and the bouncer, the catenary section line having a catenary section length and a catenary section weight; and the anchor line from the bouncer to the SPM anchor, fixed at a practical length that allows a maintenance ship to place the bouncer onboard without pulling the anchor in a normal operational weather condition well below the maximum weather condition. The bouncer weight, the catenary section length, and the catenary section weight are selected to place the bouncer just touching the bottom of the body of water in the preset maximum weather condition for the vessel having the vessel length and the vessel weight.
Yet another aspect is directed to a method of mooring a vessel via a mooring buoy to an anchor disposed at a bottom of a body of water under weather conditions from a light weather condition up to a preset maximum weather condition. The method comprises: connecting one or more bouncers in series to the mooring buoy, the one or more bouncers including a distal bouncer which is connected via an anchor line to the anchor having an anchor weight, the one or more bouncers each having a bouncer weight that is smaller than the anchor (non-Dor-Mor) weight, and the anchor line is fixed at a practical length that allows a maintenance ship to place the distal bouncer onboard without pulling the anchor in a normal operational weather condition well below the maximum weather condition; connecting a first catenary section line between the mooring buoy and a proximal bouncer which is a first bouncer of the one or more bouncers, the first bouncer being also the distal bouncer in a single-bouncer configuration; connecting the first bouncer sequentially to an i-th bouncer as the distal bouncer in series via respective catenary section lines from the first catenary section line to an i-th catenary section line in a multiple-bouncer configuration; and selecting the one or more bouncers each having a bouncer weight and the respective catenary section lines each having a catenary section length and a catenary section weight, to place the distal bouncer just touching the bottom of the body of water in the preset maximum weather condition.
Other features and aspects of various examples and embodiments will become apparent to those of ordinary skill in the art from the following detailed description which discloses, in conjunction with the accompanying drawings, examples that explain features in accordance with embodiments. This summary is not intended to identify key or essential features, nor is it intended to limit the scope of the invention, which is defined solely by the claims.
The attached drawings help explain the embodiments described below.
A number of examples or embodiments of the present invention are described, and it should be appreciated that the present invention provides many applicable inventive concepts that can be embodied in a variety of ways. The embodiments discussed herein are merely illustrative of ways to make and use the invention and are not intended to limit the scope of the invention. Rather, as will be appreciated by one of skill in the art, the teachings and disclosures herein can be combined or rearranged with other portions of this disclosure along with the knowledge of one of ordinary skill in the art.
Embodiments of the invention are directed to a single-point-mooring (SPM) system including an SPM anchor and a relatively lighter “bouncer” sinker connected between the SPM buoy and the SPM anchor. The portion of the chain between the buoy and the bouncer is a first catenary section chain in the single-bouncer embodiment. Additional bouncers may be added in series via respective catenary section chains between the buoy and the SPM anchor to form multiple-bouncer embodiments. The one or more bouncers each have a bouncer weight and the respective catenary section chains or lines each have a catenary section length and a catenary section weight, which are selected to place the distal bouncer just touching the bottom of the body of water in the preset maximum weather condition.
The mooring system 100 employs double sinkers: a holding sinker or set sinker or anchor which is to be set at a designated location without moving, and a bouncing sinker or bouncer which is designed to bounce around the set sinker in the design weather condition such as a tropical storm condition. This configuration of double sinkers reduces the total chain length as compared to the single sinker configuration and significantly minimizes the risk of chain's knotting with itself. The bouncer also increases the initial resistance to sudden pulls in the mooring system and absorbs shock in the response.
The bouncer 110 may have a plate-like shape. The bouncer 110 may include a damper plate coupled thereto or added to it for increasing the initial resistance to sudden pulls in the mooring system and absorb shock in the response. The anchor 120 may include an array of ground anchors connected to the distal bouncer via their respective anchor lines (chain/hawser) with different length in different directions from the distal bouncer. This suits a mooring system with a response stiffness variable by direction such as in a narrow channel that restricts the moored ship from swinging to channel walls.
In the embodiment shown, the mooring buoy 102 may be a cylindrical buoy which is generally preferred over a spherical one. The cylindrical buoy 102 has a lower buoy padeye at the lower portion which is attached with a split-key shackle connected to the eye of a swivel below. The swivel allows the buoy 102 to twist without causing the first section chain 112 to kink. The swivel has a lower opening which is connected to a higher end or proximal end of the first section chain 112 via another split-key shackle. The lower end or distal end of the first section chain 112 is connected to the bouncer 110 via a third split-key shackle. The proximal end of the second section chain 122 is connected to the third split-key shackle at the bouncer 110 via a fourth split-key shackle. The anchor 120 is connected to the distal end of the second section chain 120 via a fifth split-key shackle.
The anchor 120 is designed to have a holding power capable of resisting the moored ship's drag due to current and tropical storm wind of the design weather condition. The size of the bouncer 110 is determined by a catenary analysis, which will be described in detail below. In specific embodiments, the mooring system 100 for a mid-size ship employs a 5,000˜8,500 lb concrete block sinker as the bouncer 110 for the designed tropical storm weather condition.
Two types of mooring weights were investigated for use as the anchor 120 in the single-point mooring system 100: concrete block sinkers and Dor-Mor cast iron anchors for the holding sinker. When choosing an anchor, it is important to ensure that the available asset, such as the buoy tender, can handle the anchors along with any associated tackle. In one example, the available asset is a 175 WLM Buoy Tender, which is capable of handling and deploying the largest of concrete sinkers (20,000 lbs).
The design of the mooring system 100 involves the following actions: determining the system design load, designing the chain lengths and the sizes of sinkers, and selecting components of the mooring system 100. It takes into account the available mooring diameter, the depth of the water, the size of the ship, and environmental conditions.
The seabed is sand in this embodiment. To minimize risk of dragging the holding sinker on the seabed, a factor of safety (FS) of 2.0 per ABS (American Bureau of Shipping) Rules is used for the holding power design operating load. The resulting minimum holding power for selection of the set sinker 120 is 22,984 pounds.
The functional holding power of a 20k concrete sinker on the sand seabed 130 is estimated to be 60% of the block's weight, considering the weight in water and the soil fixity due to its being partly buried in sand on the seabed 130. To be compliant with the holding power stated above, this requires two 20,000-pound concrete blocks for the set sinker 120, totaling 40,000 lbs. with a holding power of 24,000 lbs., in order to have a Factor of Safety of 2. The way to connect the two 20,000 lb concrete blocks in water is up to the buoy tender crew. At $0.05 per pound of concrete and $300 per bail per block, the total cost of two concrete sinkers is about $2,600.
The bouncing sinker 110 is designed as an 8,500-pound concrete block sinker, which weighs 4,560 lbs. in water and bounces on the seabed 130 around the holding sinker 120 to lower the chain pull angle to it at stormy weather when a WPC/WPB cutter is attached to the buoy 102. The WPC cutter is a Sentinel-class cutter having a vessel LOA (length overall) of 154′. The WPB cutter is a Marine-Protector-class patrol boat having a vessel LOA of 87′. The catenary analysis is provided in the description below in connection with
As shown in
In the embodiment, a 1¼″ chain size for the first section chain 112 is selected as it provides a 3.53 factor of safety on proof load (breaking load is significantly higher). Another aspect for selection of this chain size is to provide extended wear capability for increased service life of the mooring system 100.
As the water depth at the designated mooring location varies and would affect the chain length in regard to maintaining contact between the bouncer and the seabed, a maximum water depth of 33.88 feet was selected for design purposes. This depth is the max of MLLW (Minimum Lower Low Water) plus the tidal fluctuation and the storm surge. The chain length between the buoy and the bouncer to provide sufficient scope during the maximum weather or most severe weather was determined by a catenary analysis to be discussed below.
Eighty feet of 1¼″ chain between the buoy 102 and the bouncer 110 will prevent the bouncer 110 from bouncing too high in waves during a tropical storm. A practical ninety feet of 1¼″ chain between the bouncer 110 and the set sinker 120 is determined to allow a buoy vessel (e.g., CGC BARBARA MABRITY) to place the bouncer 110 onboard without pulling the heavy set sinker 120, at a normal operational weather condition.
Because the ninety feet chain between the bouncer 110 and the set sinker 120 is taut, it greatly reduces the risk of chain knotting with itself in the bouncer and set sinker configuration in the single-point mooring system 100. Compared to the 240′ chain of a conventional single sinker mooring for this case, the double-sinker configuration saves 70′ chain.
Split key shackles 820, 830 are used to connect the swivel 810 to the buoy 102, the chain 112 to the swivel 810, and the sinkers 110, 120 to the chain 112, 122. As seen in
Rivet pin shackles 840 are used for splicing sections of a chain together. They are assembled by heating and hammer forging the end of the pin, and are sometimes referred to as “heat and beat” shackles. Rivet pin shackles 840 may be used as necessary to join chain lengths, depending on the lengths of chains available.
The mooring bridle 1200 may use the 3¾″ circumference Double Braided Polyester Rope (Breaking Strength of 64,000 lb) as the towing bridle. The outboard end of the buoy leg connected to the buoy may be provided with a thimble to suit the 1½″ bolt-type shackle attached to the buoy upper padeye. Previous analysis in a 154′ cuter mooring shows that port and starboard mooring bitts at Frame 3 on the cutter are designed to withstand forces greater than the design line load. The evolution to connect the mooring bridle to the mooring buoy may require use of a quick response boat such as the Over-The-Horizontal-IV (OTH-IV) in certain weather conditions. Final operational details of how to connect the 154′ cutter to the mooring system will need to be developed with the Fleet Management and the cutter crews using the system, but the 7 feet of the new buoy leg from the tow plate to the buoy will be maintained to avoid submerging the buoy in heavy weather.
Step 1402 specifies a unit weight of the chain/hawser (chain or hawser) in water, q. Step 1404 specifies a segment length ΔL of the first catenary section (i.e., first section chain or line). A segment is a piece of the chain/hawser that is like a train car in a train connected one by one to make the entire chain/hawser. The segment length ΔL for a chain is the length of a horizontal link plus the next vertical link. The segment length ΔL for a hawser may be 1 m, 2 m, or some other relatively small length. Step 1406 calculates the segment weight as Δw=q*ΔL. Both the segment length ΔL and the segment weight Δw are used as input for the iteration process of the first catenary section in the integral box 1410.
Step 1412 specifies a comfort vertical force FVmax provided by the moored facility 104 and the mooring buoy 102. The comfort vertical force refers to a vertical force associated with an acceptable, relatively small longitudinal inclination or trim which would not affect the ship's function. Its calculation depends on the size and type of the moored facility. According to specific embodiments, the comfort vertical force that causes the inclination/trim is determined by the ship's property known as MT1″ (moment to trim 1″), the amount of the small trim, and the distance from the ship's bow to its center of gravity or floatation.
Step 1414 specifies the weight in water of the first bouncer W1 which meets the condition that W1<FVmax. The weight in water must be smaller than the comfort vertical force FVmax. In the multiple-bouncer embodiment, W1 is 1631 lbs, the weight in water of the 3,000 lb concrete sinker. The 3K sinker per
Step 1416 specifies a horizontal resistance of the moored facility under the design condition, i.e., the maximum or most severe weather condition. Step 1418 specifies a horizontal force FH for the first bouncer. In the multiple-bouncer embodiment, the horizontal force is ¼ of the maximum weather horizontal resistance FHmax. In the single-bouncer embodiment, FH=FHmax.
Step 1420 calculates the first bouncing bouncer end tangential force Tbouncer based on the weight in water W1 of the first bouncer from step 1414 and the horizontal force FH from step 1418. The first bouncer end tangential force is Tbouncer=sqrt (W12+FH2).
Step 1424 specifies a water depth h. In the single-bouncer embodiment, h is the maximum water depth with storm surge. In the multiple-bouncer embodiment, h is the maximum water depth without storm surge.
Step 1430 calculates the buoy end tangential force T based on the unit weight in water of the chain/hawser q from step 1402, the water depth h from step 1424, and the first bouncer end tangential force Tbouncer from step 1420. The buoy end tangential force T=q*h+Tbouncer.
Step 1440 calculates the buoy end vertical force FV0 based on the horizontal force FH from step 1418 and the buoy end tangential force T from step 1430. The buoy end vertical force FV0=sqrt (T2−FH2).
The integral box 1410 has inputs of the segment length ΔL from step 1404, the segment weight Δw from step 1406, the horizontal force FH from step 1418, the water depth h from step 1424, and the buoy end vertical force FV0 from step 1440. The integral box 1410 has columns of Segment #, horizontal force FH, vertical force FV, angle to horizon α, horizontal distance (X dist.) to buoy Xn and water depth Yn for the n-th iteration, and catenary length Lsum. At the origin (water surface point) of the catenary section, i.e., the beginning of the iteration process of the first catenary section in the integral box 1410, the horizontal force is FH from step 1418 and remains unchanged in every iteration and the vertical force FV is the buoy end vertical force FV0 from step 1440, and the horizontal distance (X dist.) to buoy Xn, water depth Yn, and catenary length Lsum are all set to zero.
In the first three iterations (n=1, 2, or 3), calculations for Segment #1, 2, or 3 are performed to show the pattern for each calculation. The n-th chain segment's vertical force FVn is calculated by subtracting the segment weight from the previous segment's vertical force FV(n-1): FVn=FV(n-1)−Δw. The n-th segment's angle to horizon is calculated based on the n-th segment's vertical force and horizontal force: αn=ATAN(FVn/FH). The n-th segment's horizontal distance (X dist.) to the buoy is calculated by adding its horizontal length (ΔL*cos αn) onto the previous segment's X(n-1): Xn=X(n-1)+ΔL*cos αn. The n-th segment's water depth is calculated the same way but adding its vertical length (ΔL*sin αn): Yn=Y(n-1)+ΔL*sin αn. The catenary length after the n-th segment is calculated by adding the segment length ΔL to the previous catenary length Lsum(n-1): Lsum(n)=Lsum(n-1)+ΔL.
The iteration process is repeated until the calculated n-th segment's water depth Yn reaches water depth h. For the single-bouncer embodiment, this h is the maximum water depth with storm surge, which means the chain/hawser is just touching the seabed at the design stormy condition; For the multiple-bouncer embodiment, this h is the maximum water depth without the storm surge, which means it is just touching the seabed at the light weather condition (with ¼ of the maximum weather horizontal resistance). For the single-bouncer embodiment, the catenary length after the n-th segment Lsum(n) is the catenary length of the first catenary section with the first and only bouncer just touching the seabed and the catenary analysis process ends. For the multiple-bouncer embodiment, this Lsum(n) is the catenary length of a first catenary section with the 3,000 lb first bouncer connected to the n-th segment, and the process continues in
Step 1502 is the same comfort vertical force FVmax in
Step 1506 sets the second catenary section length at a practical value L. The term “practical” means the winch on the installation/maintenance ship is capable of handling the total weight in water of the first and second bouncers and the chains connected therewith. One shot length of chain of most sizes is 90′. The crew usually goes by half shots 45′ (i.e., 45′,90′, 135′, etc.). In
Step 1510 calculates the extra vertical force FVextra of the 2nd bouncer and its catenary section chain/hawser based on the 2nd bouncer weight in water W2 from step 1504, the 2nd catenary section length L from step 1506, and the unit weight in water q from step 1508: FVextra=W2+q*L.
Step 1520 is the same buoy end vertical force FV0 in
Step 1560 involves running the Integral Box 1410 with inputs of the segment length ΔL from step 1404, the segment weight Δw from step 1406, the horizontal force FH′ from step 1550, the maximum water depth with storm surge h′ from step 1540, and the current buoy end vertical force FV0′ from step 1530. The integral box 1410 has columns of Segment #, horizontal force FH, vertical force FV, angle to horizon α, horizontal distance (X dist.) to buoy Xn, water depth Yn, and catenary length Lsum. At the beginning, i.e., the origin or the water surface point of the entire catenary (the first catenary of N segments Lsum(N) length and the second catenary section to be determined), the horizontal force FH=FH′ and the vertical force FV=FV0′, and the horizontal distance (X dist.) to buoy Xn, water depth Yn, catenary length Lsum are all set to zero.
When using an Excel spreadsheet, run the iteration process (as described above in Paragraphs [0078] and [0079]) from the 1st segment of the first catenary section, through the Segment #(N+1), i.e., the 1st segment of the second catenary section, till the entire catenary length Lsum reaches (Lsum(N)+L), L is the preset practical length for the second catenary section. Then, on Segment #(N+1) row reduce the FV value by 1st bouncer weight in water (W1, i.e., 1631 lbs). With every iteration since the Segment # (N+1) rerun automatically, check the final water depth Yn. If Yn≥h′, the 2nd bouncer has reached the seabed, resulting in a two-bouncer configuration. The final Segment #N′ is recorded and the total catenary length Lsum is Lsum(N)+L. Of course, in case of Yn is much greater than h′, it means the 2nd bouncer picked (W2) is too heavy, thus select a lighter 2nd bouncer to rerun the iteration process, or stick to the single-bouncer configuration.
If Yn<h′, more bouncers are needed to reach the seabed. The last Segment #N′ is recorded. Adding the third catenary section of another length L and a third bouncer of weight in water W3, W3<(FVmax−W1−W2), now, for the entire catenary with the third catenary section, the initial buoy end vertical force is FV=FV0′+W3+q*L, FV0′ is the initial buoy end vertical force for the entire catenary with the 2nd catenary section and is shown in the Origin row on the Excel spreadsheet so far iterated to the last row, Row of Segment #N′. So, change the initial FV in the Origin row on the Spreadsheet to (FV0′+W3+q*L) and keep other inputs same, with every iteration automatically rerun, continue running the same iteration process (as described above in Paragraphs [0078] and [0079]) from the last row till the Lsum reaches Lsum(N)+2*L, then on Segment #(N′+1) row reduce the FV value by 2nd bouncer weight in water (W2), and check the final water depth Yn. If Yn≥h′, the 3rd bouncer has reached the seabed, resulting in a three-bouncer configuration. If Yn<h′, keep adding another bouncer and another chain/hawser of L using the logic described in this Paragraph till Yn≥h′.
Alternatively, if it is desired to add no more bouncers beyond the i-th bouncer but Yn<h′, the user may increase the length of the i-th catenary section until the i-th bouncer reaches the seabed. The ability to adapt the methodology to different bouncer weights and catenary section lengths and unit weights renders the approach a dynamic process, which allows developing whatever highly non-linear mooring system FH vs X curve was wanted.
The plot has 58 segments in the first catenary section ending in Segment #58 for Segment #N and 54 additional segments in the second catenary section from iteration #59 to iteration #112 ending in Segment #112 for Segment #N′ (L=45′ in the case). When the second catenary section is lifted above the seabed, the weight of all the 54 segments of the second catenary section (i.e., 108 steel oval links) needs to be pulled via the first catenary section line to the buoy and the ship. On each segment of the whole chain, the variable vertical force and the constant horizontal force in combination form the resultant force, which is along the axial direction of the segment (presumed straight). The plot for the whole chain is made available on the knowledge of the direction of each straight segment.
This with-bouncer configuration of single bouncer or multiple bouncers and anchor for the single leg in the single-point mooring buoy system, such as the single-bouncer system 100 of
The claims define the invention and form part of the specification. Limitations from the written description are not to be read into the claims.
An interpretation under 35 U.S.C. § 112 (f) is desired only where this description and/or the claims use specific terminology historically recognized to invoke the benefit of interpretation, such as “means,” and the structure corresponding to a recited function, to include the equivalents thereof, as permitted to the fullest extent of the law and this written description, may include the disclosure, the accompanying claims, and the drawings, as they would be understood by one of skill in the art.
To the extent the subject matter has been described in language specific to structural features and/or methodological steps, it is to be understood that the subject matter defined in the appended claims is not necessarily limited to the specific features or steps described. Rather, the specific features and steps are disclosed as example forms of implementing the claimed subject matter. To the extent headings are used, they are provided for the convenience of the reader and are not to be taken as limiting or restricting the systems, techniques, approaches, methods, devices to those appearing in any section. Rather, the teachings and disclosures herein can be combined, rearranged, with other portions of this disclosure and the knowledge of one of ordinary skill in the art. It is the intention of this disclosure to encompass and include such variation.
The indication of any elements or steps as “optional” does not indicate that all other or any other elements or steps are mandatory. The claims define the invention and form part of the specification. Limitations from the written description are not to be read into the claims.
The application claims the benefit of priority from U.S. Provisional Patent Application No. 63/525,190, filed Jul. 6, 2023, entitled DYNAMIC VESSEL MOORING SYSTEM AND METHOD, the disclosure of which is incorporated by reference in its entirety.
The present invention was made with support from the United States Department of Homeland Security (DHS) and by employees of DHS in the performance of their official duties. The U.S. Government has certain rights in this invention.
| Number | Date | Country | |
|---|---|---|---|
| 63525190 | Jul 2023 | US |
