GB2457873A - Emergency hull breach sealing system - Google Patents

Abstract

A method of sealing a hole anywhere on a ships shell, above or below the waterline, by using three winches 2/12 on a sliding rail 1/12 that is welded to the ships outer shell, main deck level, port and starboard, it is possible to transport a sealing cap 7/12 from the main deck, down to the hole in the ship, and use the pressure from the winch cables 10. to seal the hole, two of the three winches 2/12 are designed to pull horizontaly and the other pulls verticaly. one horizontal winch 2/12 fig 2 is anchored at the aftend of the rail 1/12 fig 1. the vertical pulling winch 2/12 fig 1. Slides in the middle, the other horizontal pulling winch 2/12 fig 2. is anchored at the forend of the rail, 1/12 the cables from the horizontal pulling winches 2/12 fig 2 are connected to both ends of the vertical pulling winch 2/12 fig 1. Port and starboard, so they can pull it back and forward, the forward winches 2/12 fig 2 pull the vertical winches forward, their cables are fed over the side of the ship onto the deck, and they are connected to each end of the sealing cap. 7/12 then the cap is lifted over the side of the ship, so that it hangs on the damaged side of the ship, held by the vertical winch 2/12 fig 1, the opposite vertical winch 2/12 fig 1 winches down forming a big loop with its cable 10. that will pass under the ships keel. the aftend horizontal winch 2/12 fig 2 now pulls the vertical winch 2/12 fig 1 back. Port and starboard. at the same time the loop is being pulled under the keel, untill the sealing cap 7/12 is in line with the hole, then the two vertical winches will manoeuvre the seal over the hole then both will winch up together and form the seal.

Description

1 2457873

Background

This invention relates to ships that have been in a collision at sea, and received damage to the shell, either above or below the waterline, in the form of a hole, Modern ships are built with a double shell, especially in vulnerable area's, but colliding with a sharp object such as an iceberg, will penetrate even these ships, other ships are built to carry fluids in their tanks, so they are not always in danger of sinking after being holed above or below the waterline, but their cargo can leak out through any rupture to their shell, causing pollution and all the problems that arise from it, in the offshore industry where supply ships get in realy close to unload their suplys to the oil platforms, there is always a possibility of a collision, especially where semi submercable platforms are involved, with their long legs, and pontoon feet making them very vulnerable.

Small passenger ships that that sail through the antartic are also at risk as they sail in between icebergs.

Very recently the M.V. Explorer 2,400 tons, collided with an iceberg and sustained a 25 x 10 centimeter hole to her double shell underwater, the captain ordered to abandon ship, and he and his first officer tried in vain to save the ship. other shipping using either the panama, or Suez Canals are constantly in danger, as ships are being built bigger and wider, and when they have to use a lock, there are only inches to spare between ships shell, and concrete pier,

Statement of Invention

to help overcome a lot of situations where a ship has been holed, and is in danger of sinking, or is spilling its cargo into the sea, this present invention will in most cases seal the hole, and allow the ship to be able to sail to a ship repair yard to have her damaged shell repaired.

obviously this invention wont seal all types of damage. Sometimes a ship has been so badly damaged, that there is nothing that will save her.

however in a lot of cases, a small puncture underwater is enough to sink a ship, all the crew can do is pump -out water and wait for assistance, that might have to come from many miles away, if a ship is fitted with this invention, then it has a chance of survival.

Advantages Ships that have been fitted with this invention will enable the crew to take immediate action themselves, to save their ship and sometimes passengers, instead of wasting precious time waiting for assistance that may take many hours to reach them, crews could be trained, so that each member knows exactly what their task is in an emergency, they could practice the procedure of applying this invention on regular occasions, and eventualy they would become very fast in getting everything in position.

of course it will cost a lot of money to fit this method to a ship, but when you take into consideration the cost of the ship and in some cases the lives of passengers, then it realy is a drop in the ocean.

Tankers that transport oil would benefit from the invention, they have so much room on their main deck, that this invention could be installed without having to weld the winchrail to the outside of the ships shell, it could be welded to the main deck on the outside of the handrail (see drawing 10/12) giving more pressure to the sealing cap.

When a tanker collides with something and is holed above or below the waterline the situation quickly becomes a catastrophe, affecting the sea, the beaches, and wildlife, so this invention could be a vital advantage to them, smaller ships that carry passengers, (like the M.V. Explorer,) would also find the invention as a advantage, if they have this invention fitted to their ship, they would have a lot more confidence, knowing that if they are holed they can do something about it themselves.

Advantages the passengers would also benifit, knowing that if something terrible were to happen, they had something on board that can seal a hole under water, giving them peace of mind, it would be the same as having air bags in your car, your dont ever want to see them working, but its nice to know they are there when needed.

another advantage that the invention can provide, is that when the ship is in port, it can be used as a working platform able to slide to all parts of the outside shell. For cleaning painting etc. (see drawing 12/12) another advantage of having this invention on board, is that it could make insurance payments a little cheaper. When the ship eventualy arrives at the dry dock to have new plates fitted, this method would also become usful, the winching system could be used for fitting plates.

Introduction to Drawings

drawing 1/12 figure 1. shows a sliding rail designed so that sliding winches can run along its length, it is welded to the top shell of a ship, below the hand rail on the outside. 1 a shows measure markings along the sliding rail, which are continuous from aftend to forend of the ship, port and starboard.

Number 1. and 2 shows locking bolts, which can be removed to service the winches, port and starboard. Number 3 shows anchor point for horizontal pulling winches, these points are welded to the back of the rail at the midships area, port and starboard. Number 18 shows welded areas.

figure 2. shows 4 handrail. 5 top of ships outside shell.

drawing 2/12 figure 1 shows vertical pulling winch, number 6 shows winches sliding housing, 7. shows threaded spindle anchor points. 8 shows horizontal winch pulling point, one each end of sliding housing, 9. shows four lifting eyes for fitting and removing winch from rail, 10.

shows winch cable. 11. shows electric cable and plug. lOb shows winch cable roller.

figure 2 2/12 shows horizontal pulling winch, 11. shows electric cable and plug. 1 Oa shows winch cable. 9. shows four lifling eyes, for fitting and removing winch from rail. 6a shows winches sliding housing.

figure 3 shows weight with rope ring attached, to slide onto the winch cable that is forming the loop. 10.

drawing 3/12 number 13 shows threaded spindle anchor.

drawing 4/12 fig 1 shows flatbar backing frame for connecting to the back side of the sealing cap, number 14 shows doubling plates to re enforce pulling eyes of backing frame. 15. shows ten connecting bolts for fitting to the rubber sealing cap. number 16. shows flatbar drilled to match up with connecting bolts, only one shown, but two required, for top and bottom, inside rubber sealing cap, 17 shows one locking nut, but ten required to tighten rubber sealing cap to backing frame. 18 shows welded area's, the doubling plates to re enforce the pulling eyes Number 14, are also welded.

figure 2 shows sealing cap and flatbar backing frame, under pressure from vertical pulling winch cables. Number 10 shows vertical winch cables, 1 Oa shows connecting shackles, 14 shows pulling eyes with re enforced doubling plates, 15 shows inside drilled flatbars with locking nuts, 19 shows rubber sealing cap.

drawing 5/12 shows rubber sealing cap attached to flatbar backing frame, this cap is designed to fit over a hole in a ships stabelizer area, Number 14 doubling plates to flatbar backing frames pulling eyes. 19 sealing cap, 20 stabelizer slots.

drawing 6/12 shows pulling harness, this will be connected to flatbar backing frames re enforced pulling eyes, two are required for top and bottom of the flatbar backing frame.

Number 21 connecting ring to take vertical pulling winch cable. Number 22 drilled plates for connecting to flatbar backing frame.

Letter a shows five cables.

Letter b shows ten self locking hooks.

drawing 7/12 shows three types of rubber sealing caps, designed for special parts of a ship, figure 1 Number 19 shows rubber sealing cap that can seal leaks on any part of a ships shell except leaks that are very near the stabelizers.

figure 2-19 shows shows rubber sealing cap designed for leaks that are on the ends of the stabelizers, where one end of the cap is fitting over the stabelizer, and the other end is on the shell where there is no stabelizer (half and half) forming the seal, Number 20 stabelizer slot.

19. rubber cap. figure 3 shows rubber sealing cap designed to fit over leaks that are very close to the stabelizer, this cap has two slots and will fit over the complete damaged area of the stabelizer numbers 20 two slots 19 rubber cap.

drawing 8/12 shows stabelizer cable protector, designed to fit over stabelizers, either above or below a hole in a ships shell. to protect the cables from the vertical pulling winches, port and starboard, in case of any sharp edges, that might damage the cables. Number 5 ships shell, 10 cable from vertical pulling winch, 18 welded area's 23 formed half round pipe to give cable smooth ride. 24 locking nut, 23a ships stabelizer, 18 welded area's, 18 a distance holders, drawing 9/12 shows head on view of ship that has been holed very near a stabelizer, both vertical winches port and starboard have winched up and forced the rubber sealing cap over the hole and sealed the hole. Number 6 vertical winches port and starboard 5 ships shell, 10 vertical winch cables, 1 Oh vertical winch cable rollers, 19 rubber sealing cap, 20 stabelizer slots, 21 pulling harness ring, 23 stabelizer protector, 13, threaded spindle anchor, sliding winch rail drawing 1/12 pulling harness 6/12 flatbar backing frame 4/12 drawing 10/12 shows alternative position for the sliding winchrail, to use this method the ship would need to have enough room on the outside of the handrail, idea! for oil tankers, with their huge open decks, this method will apply more pressure to the cap, as the winch cable is nearer to the ships shell, figure 1 shows the sealing cap over a hole high up on the ships shell, in the loose position, Numbers. 4 handrail, 6 vertical pulling winch, lOb cable roller. 10 vertical winch cable. dr 6/12 pulling harnesses, 14 and 16 flatbar backing frame 19 rubber sealing cap.

figure 2 shows the rubber sealing cap being pressed onto the ships shell and making the seal, Numbers as in figure 1.

drawing 11/12 shows downward view of ships main deck, with all the components that make this invention possible, drawing 12/12 shows another use for this invention, when the ship is in port, the crew could use the winches to slide a working basket all over the shell, on swivel wheels fitted to the basket see 12/12 B 12/12 C steadying rope, 12/12a basket, 12/12D lifting cables, 11 electric power for winches.

Detailed Description

Loop Seal this invention relates to a method of sealing holes in ships shells, above or below water, by means of transporting a rubber sealing cap from the main deck of a ship to its shell or keel, via cable winches that are able to slide along a rail that has been welded to the ships upper shell, outside of the handrail main deck level, when a ship has been involved in an accident and sustained damage below her waterline, the situation becomes critical, and all that the crew can do to stay afloat is pump out water, but sometimes the water is comining in to the ship faster than the crew can pump it out, resulting in them having to abandon ship. and wait for help, this invention would give them a chance of helping themselves, the invention will now be described solely by way of example and with reference to the accompanying drawings in which: drawing 1/12 shows the winchrail, which is T shaped to allow winches mounted to a sliding housing 6, 6a, 2/12, shaped to fit the T form, can be slid onto the rail 1/12 fig 1, the T form will ensure that the winches run smoothly along the length of the ship, port and starboard, and also be very secure, twelve winches are required to transport the sealing cap from its starting position, either at the very front of the ship, or the very back of the ship, main deck level, six winches are mounted to the rail 1/12 fig 1 in sequence, looking at the complete rail 1/12 fig 1.

from AFTEND to FOREND it would be, horizontal pulling winch 2/12 fig 2-vertical winch 2/12 fig 1. Horizontal Winch -Horizontal Winch -Vertical Winch -Horizontal Winch this sequence is the same port & starboard, see 11/12.

the positioning of the winches along the rail, 1/12 fig 1. are as follows, aftend, horizontal winch 2/12 fig 2 anchored as far aft as possible, port and starboard, forend horizontal winch 2/12 fig 2 anchored as far forward as possible port and starboard, the two horizontal winches in the middle are slid to midships and anchored close together, this leaves a vertical winch 2/12 fig 1. in between two horizontal winches 2/12 fig 2 and are able to slide freely between the two, one covering the aftend, and one covering the forend, Port and starboard, connecting up the winches to eachother are as follows.

Starting with the horizontal winch 2/12 fig 2 anchored at the aft end, its cable is connected to the vertical winches 2/12 fig 1 pulling point 2/12 8, the nearest of the two winches (anchored at midships) cable is connected to the pulling point 2/12.8. on the other end of the vertical winch 2/12 fig 1. exactly the same procedure takes place at the forend of the rail 1/12 fig 1.

port and starboard, now there are four vertical winches 2/12 fig 1. that can be pulled to any position on the ships shell. see 11/12 for layout, the vertical winches 2/12 fig 1 are now pulled to their start position either as far aft, or as for forward as possible port and starboard, and their cables 2/12 10. are fed over the front of the ship, or back of the ship, part and starboard. and onto the deck, then all four cables 2/12 10. are connected to a pulling harness 6/12 21. each. Lying beside pulling harnesses 6/12.21. will be a selection of three types of sealing caps 7/12 fig 1 a cap with no stabelizer slots, fig 2 a cap with one stabelizer slot, (can be turned to fit any side,) fig 3 a cap with two stabelizer slots, all three caps are bolted to a flatbar backing frame. 4/12 that is so designed to bend with the sealing cap, 5/12 and is strengthend with doubling plates 4/12 14. to its pulling eyes. the rubber sealing caps shape has been so desingned, with deep inner, to obtain maximum force from the winch cables 10, the walls of the caps 7/12 slope out over to obtain a good seal around the hole, 10/12, also the deep inner will accomodate any damaged pieces of shell sticking outover, When a ship is in a collision, the damage usually points in over, but when the obstacle that caused the hole withdraws, it could bring some damage outover with it, two flatbars drilled to match bolts from flatbar backing frame, 4/12. are fitted to the securing bolts that are sticking through the rubber caps roof inside, and tightened, with locking nuts 4/12.17. the flatbar backing frame 4/12 is made up of five flatbars, welded together in such a way that the frame distributes the force from the vertical winches cables 10. equally around the sealing cap, 5/12.

in the same way the pulling harness 6/12 has five cables that ensure an even pull on the flatbar backing frame, 4/12. the method of how to get the sealing caps 7/12 from the main deck starting position, to over the hole and sealing it, will now be described in detail, the description will be to seal one hole on the starboard side of the ship, near midships and below the waterline, Firstly we need a small extendable type crane on deck at the very front of the ship with its cable end lying beside the three types of sealing caps, 7/12. the crew must devide themselves into three teams, the 1st team will work from a small boat, and have two frogmen in their team, their job is to locate the hole, and instruct the team working the starboard side on deck, as to which type of sealing cap is required to seal the hole, they will in turn inform the tern working the portside on deck, what is happening, they would comunicate with walkie talkies, hand signals, or both, When it has been decided which cap will be used, both deck teams will work together to get that cap ready.

they will then connect the cranes cable to the pull harness ring 6/12 21 in such a way, so that the sealing cap can hang on the damaged side of the ship, in this case the starboard side, see 11/12. While this is going on, the two frogmen will fit cable protecters 8/12. to the ships stabelizers, port and starboard, directly above or below the hole, the cable protecters 8/12 are in case the stabelizers have any sharp edges that might damage a cable. now the two deck teams will lift the sealing cap 7/12. over the front of the ship and manoeuvre it until its hanging in line with the vertical puling winch 2/12 1. The cap is now being held by both the crane and also the vertical pulling winch 2/12 fig 1. Now the vertical winch will slowly winch up, untill the crane cable is loose, and can be disconected. now the vertical pulling winch has the cap on its own, both horizontal pulling winches that are anchored to the rail 1/12 fig 1. at front of the ship, are switched to neutral or free run, Now the vertical pulling winch 2/12 fig 1. portside will winch down fast, and form a big ioop with its cable, the winch cable 10. has markings on to show the team when the correct size loop has been achieved.

in choppy sea it is better to use a weight, connected to a rope ring 2/12 fig 3. that slips over the winchcable 10. of the winch forming the loop, the weight will remain in the centre of the loop, and will ensure that the ioop remains, heavy sea's can toss even a heavy cable about.

now that the loop has been formed, the two winches anchored at midships port and starboard, that work the front of the ship start pulling the vertical winches port and starboard back towards midships, the boat team are watching the sealing cap slide back, and at the same time the loop is being dragged under the ship, when the sealing cap 7/12 fig 1. is in a line with the hole, the boat team will inform the deck teams to stop, at this time the horizontal winch 2/12 fig 2 that is in neutral, will switch to winch, and stand by in case the boat team want to move the cap forward again later, when they are manoeuvering the cap into position, the boat team are happy with the line of the cap, and have ordered stop, the next order from the boat team will be, portside vertical pulling winch 2/12 fig 1. winch slowly up, and at the same time starboard vertical pulling winch 2/12 fig 1. Winch down, so the portside is taking up some of the slack from the loop, and the starboard side is sliding the sealing cap down the ships shell, the boat team will guide, and manoeuvre the cap over the hole, and when they are satisfied give the order, port and starboard vertical pulling winches slowly up together, and the hole is sealed, now secure all winches with threaded spindle anchors see 3/12 13.

Conclusion

this idea consists of several components, connected together in the form of a chain, from winches, to cables, to pulling harnesses, to flatbar backing device, with the sealing cap, right in the middle of the chain.

the rubber sealing cap is the weak link in the chain, and its weakness and flexibility, has been fully exploited, and to give it backing strength, a flatbar backing device has been added to the chain, and allows the rubber sealing cap to be able to do its job, without being pulled apart by the winches, When it has done its job and sealed the hole in the ship, it also becomes a built in shock absorber for the other components in the chain.

this method could be ready connected, with all winches at their starting positions at the begining of each voyage, and save valuable time, smaller ships would only need three winches portside, and three winches starboard side, the vertical pulling winch could slide the length of the ship.

KEY Fig 1

The team working from the small boat have carried out an inspection of the ships shell, and located the damage, now they are giving instruction to the team on deck, starboard side, as to which type of cap is required to seal the leeks, the starboard side team will pass on information to the team working the port side.

All winches are in their start positions, the vertical pulling winches has their cables looped over the handrail and the ends will be attached to the required cap, the starboard side cable will be attached to the top of the cap.

as the damage is on the starboard side. Fig 2

The teams on deck, Port and starboard are working together and lifting the sealing caps over the front and rear of the ship, making sure that the cables from the starboard sides winches are connected to the top of the sealing caps pulling harness.

One of the divers is connecting the cable protectors to the ships stabilizers port and starboard, both divers are hooked to a safety line.

The two sealing caps selected here are for the aftend, a cap with only one stabilizer slot, and for the forend, a cap with no stabilizer slots. See drawing 7/l2(cap selection) Fig 3 both caps are now hanging on the damaged side of the ship, attached to both crane and vertical winch, the vertical winch now winches up so that it has the weight of the cap, and the crane cable can be dismantled, at the same time the port side winch, winches down forming a big loop with its cable, a marker on the cable will tell the team when the correct size loop has been achieved (from previous testing) the size of the loop is very important because of the natural wedge shape of the ship.

Two team members are waiting beside the two anchored winches midships, port and starboard, awaiting instructions. Fig 4

The team member in the boat has given instructions to man all electric winches port and starboard, the instructions are past on to team members working the port side, either by walkie talkies, or hand signals (or both) the divers are ready to help in positioning the caps over the damaged areas of the ship.

Port and Starboard teams must work together, to ensure the winch cables carrying the caps are slack, the winchrail has measuring markings along its length, so that both teams, port and starboard, will know they are opposite each other, with their vertical winches. Fig 5

by operating the two winches that are anchored at midships, port and starboard together, the vertical winches with the cap and loop are slid towards midships, and in position over the damaged area's of the ship, at the same time the loopedcable is (Ar dragged under the ships keel, the two divers are making sure that the loop has its clearance of the ships shell, and that the caps directly over the holes, the winch operators are able to move the caps iii all directions.

in shallow water, the loop would lie on the bottom, but the winchrnan would still watch for the mark on the winch cable, telling him that the correct loop has been achieved. Fig 6

the teams have manoeuvred the two caps over the holes, the divers are adjusting the cap over the stabilizer this hole will be sealed first because the ship is taking inn water, and threatening the ship.

the cap over the oil leak, can be carried out by the team on deck, as they can adjust as required, as long as the cable is fitted into the cable protector on the stabilizer, the cable protector is only a precaution but not absolutly necessary, as most modern ships have rounded edges on their stabilizers. Fig 7

When the cap is covering the hole, the two winchmen on the vertical pulling winches, will slowly winch up together port and starboard, the pressure applied by the winch cables to the caps backing flatbai-s will force the rubber cap onto the ships shell around the hole and make the seal. the last job is securing all winches port and starboard then the ship can sail to the nearest ship repairers, the heavy rubber cap will also act as a shock absorber ensuring that the winch cables have a little flexibility.

(see drawing 10/2 figure 2 showing cap under pressure)