WO2005113330A1

WO2005113330A1 - Systems and methods for protecting ship from attack on the surface or under water

Info

Publication number: WO2005113330A1
Application number: PCT/US2004/014132
Authority: WO
Inventors: George Heyward; Ronal Reichard
Original assignee: Adler, Richard, S.
Priority date: 2004-05-05
Filing date: 2004-05-05
Publication date: 2005-12-01

Abstract

A combination of systems and methods for protecting a ship from a terrorist attack by way of an attack object floating on the surface of the water attempting to impact with the ship, or by attempting to impact the ship underwater. Lightweight modular blast panels readily mounted along the perimeter of a warship or other vessel, hang down past the water line. A buoyant stand-off spar and netting system is readily deployed around the warship or other vessel to stop and capture a ramming intruder vessel or swimmers. A second netting system supported by the buoyant stand-off spars and first netting system extends under the warship or other vessel. Detection means are imbedded in the second netting system to detect any cutting or other breach of the netting system, such that a warning of such cutting or breach may be provide.

Description

SYSTEMS AND METHODS FOR PROTECTING SHIP FROM ATTACK ON THE SURFACE OR UNDER WATER

BACKGROUND OF THE INVENTION Field of the Invention The present invention relates to a combination of systems and methods for protecting a ship from a terrorist attack by way of an attack object floating on the surface of the water attempting to impact with the ship, or by attempting to impact the ship underwater. The combination of systems and methods may be employed while the ship to be protected is in open water, or while it is docked. The combination of systems is an anti-terrorist, passive buoyant deterrent device that when deployed produces a significant stand off distance from a warship using a non-corrosive catch netting system attached to the ends of evenly spaced buoyant composite spars to stop and capture a ramming intruder vessel.

Description of Related Art Including Information Disclosed Under 37 CFR 1.95 and 1.98. Some prior systems and methods for protecting ships in water from attacks by water are set forth in the following U.S. Patents: U.S. Patent No. lnventor(s) Issue Date 1 ,171 ,153 Steinmetz 02/08/1916 1 ,228,977 Anker 09/04/1917 1 ,278,319 Elia 09/10/1918 1 ,310,563 Elia 07/22/1919 2,342,194 Hardy 02/22/1944 2,379,266 Whiton 06/26/1945 2,475,239 Hambrick 07/05/1949 4,961 ,393 Murray 10/09/1990 6,591 ,774 Metherell et al 07/15/2003 6,681 ,709 Nixon et al 01/27/2004 U.S. Patent lnventor(s) Pub. Date Publication 2004/0012491 Kulesz et al 01/22/2004

SUMMARY OF THE INVENTION It is an object of this invention to provide rapidly deployable systems for protection of a warship or other vessel from terrorist attack while on the open sea, or while docked. It is another object of this invention to provide a plurality of protection systems from terrorist attack for a warship or other vessels which interact with each other to provide increased protection. It is another object of this invention to provide a rapidly deployable system for protection of a warship or other vessel which provides blast resistant protection immediately adjacent to the hull of the warship or other vessel. It is another object of this invention to provide protection to a warship or other vessel by establishing a standoff barrier which keeps a terrorist explosive device carried over the surface of the water far enough away from the warship that the blast effect is greatly reduced when it reaches the warship. It is another object of this invention to provide a detection system suspended from the stand-off barrier and extending under the warship to detect any underwater terrorist approach to the warship. It is another object of this invention to construct the stand-off barrier system of modular components which are readily transported and assembled to provide a barrier encircling the warship. It is another object of this invention to provide modular light weight blast resistant panels which may be readily hung over the side of a warship to provide blast protection. It is another object of this invention to provide modular light weight blast resistant panels which when disconnected from the warship float on the surface of the water. It is another object of this invention to provide a stand-off protection system formed of spars which are readily connected at one end to the blast panels and support a net deployment arrangement at the outboard end. It is another object of this invention to provide floating spars, such that the net when deployed between spars will extend above and below the water surface. In accordance with this invention, three distinct rapidly deployable protective systems are provided for a warship or other vessel, which interact with each other and the warship or other vessel to secure the warship or other vessel against attacks from either a ramming intruder vessel with a large onboard bomb or from an underwater intruder diver or swimmer. These systems are effective, while the warship or other vessel is docked, anchored or moving about the harbor.

A first system in accordance with this invention provides specially configured lightweight modular blast panels which are quick mounted along the perimeter of the warship or other vessel, and hang down past the water line. The blast panels are constructed of a series of fiber reinforced composite and vinylester resin sheets laminated to closed cell foam blocks that are bonded to a crushable honeycomb structure with additional internal foam.

A second system in accordance with this invention is a buoyant stand-off spar netting system. The spar and net system, is readily deployed for vessel protection. In a preferred embodiment, the system produces a 24 ft. stand-off distance from the vessel using a non-corrosive catch netting system attached to the ends of evenly spaced buoyant composite spars to stop and capture a ramming intruder vessel or swimmers. The impact forces of the intruder vessel are absorbed first through the elongation of the netting and then through the buckling of the local spar. When the incoming forces surpass the compressive strength of the local netting then the adjacent netting, spars and guys wires of the system aid in resisting the moments. The last resistance is produced from the near end of the spar against the hull of the warship. The unit is designed to not damage the warship. Calculations have been made that indicate that a vessel of 5,000 lbs moving at 40 knots will have no significant impact on the hull of the warship. Once the intruder vessel has been controlled, service personnel eitheron the ship or shore or standing on the spars as sentinels can decide in what manner to dispatch the intruders.

The netting may be fabricated either from sewed together straps of nylon 6" x 6" resembling cargo netting or from materials resembling fish netting. The style of the netting is determined during the design analysis of a particular application of the system.

In the preferred embodiment of the invention, in either configuration, the netting would be 100' in length by 12' in height. The netting is first mounted inside a composite winding canister set at the end of a spar. The rolled out ends of the netting are captured in composite receptacles mounted at the ends of alternating spars adjacent to the spars holding the primary winding canisters.

Repeated series of these canisters, netting and receptacles produce a fully integrated, evenly spaced, safe standoff device around a docked or free-floating warship.

In one preferred configuration of the invention the spar is a modified "C channel FRP extrusion. The total wall thickness is 2" with a 1/4" composite face, a VΛ" 2 Ibs./cu.ft. foam center and a A" composite face. The flat top and vertical legs are fabricated separately as panels and then bonded together. To aid against the buckling of the spar along its center lengths, a pultruded composite angle is bonded to the base of both vertical legs.

The long stand off distance of the device allows for local intruder sensors to be mounted to the tops of the canisters and receptacles. In addition, sentries may walk along the non-slip treadway adhered to the top surface of the FRP spar. Integral retractable guide rails also aid the sentries in traversing the spars. To reduce the number of netting canisters by one half, a wind up mechanism is used on alternating spars. A single center dowel in one wind up canister is utilized for two 50' netting sections. Each canister is designed with an integral hand crank with ratcheted step down gearing. Fixed to the ends of each wound up 50' net are pull dowels. The two pull dowels are set at opposite outside ends of the winding canister. A lockable space in the alternating receptacle units, mounted on the ends of the adjacent spars receive the pull dowels. This receptacle is divided into two distinct parts receiving on one side the pull dowel from one wind up canister and on the other side the pull dowel from the next wind up canister. In the preferred embodiment the netting is 12' high, being installed with 8' above and 4' below the water line. To aid in the storage and easy deployment of the system all winding canisters and pull dowel receptacles are stowed underneath identical spars on pull out "trolley tracks".

The second system works in conjunction with the first system. Air blast forces from high energetic events dissipate at the rate of I divided by the cube of the distance. Therefore, at a 24' stand off the blast force is reduced to almost 1/14,000 of the force compared to the bomb being detonated adjacent to the hull of the ship.

The second system is coupled to the hanging blast panels of the first system by a specially configured pressure plate fitted at the end of the inboard side of each spar. The spar's buoyancy allows the pressure plate to be manually dropped into a locking imbedded detent area in the Blast Panel at water level. To further lock the second system in place, a single tension cable is threaded through each coupling and tied to a post at the bow end of the ship. These connections secure the second system to the warship and holds the first and second systems together. This is especially true during rough seaway conditions, or as the ship moves in any direction, at up to 10 knots. To relieve the drag created by the towed spars, each spar is hydrodynamically designed with hollow triangular bases that create lift when moved through the water. To additionally aid the stability of the combined first and second systems through various seaway conditions each spar has the capability to change its buoyancy. This is accomplished through a Programmable Logic Controller (PLC) located on the warship that alternately adds either seawater or compressed air into two hollow triangular ballast tanks in each spar. The content of each tank can be individually adjusted for maximum control.

A further refinement of this system has series of controllable buoyant floatation compartments between spars set parallel to the inside perimeter of the Warship at the water line to aid in uplifting the hanging blast panels. To deploy the system all of the spars are first placed in the water close together. Each canister and receptacle is then pulled straight out 8' from a channel formed in each spar. Both the canisters and receptacles are hinged at the 8' line and set into the working position by being turned up 90 degrees. A series of locking guy wires and bolted down triangulating plates are then secured to the spars to stabilize the canisters and receptacles. At the ship side end of each spar a three panel ship hull contact plate is pulled out, hinged, and locked in a vertical direction.

To maintain the 50' pitch distance between spars in the water two guy wires from opposite ends are attached to alternating spars.

After assembly, and when using the system for a warship moored at a dock, the end receptacle is first attached to either the dock or a pylon. Then a small boat attaches itself to the front spar and begins to pull out all of the floating, connected spars across the exposed side of the warship. When the small boat reaches the end of the dock or the last pylon, service personnel then attach the lead receptacle to the dock or pylon. Thereafter, electronic power leads are connected to water proof power lines that are connected to a battery pack on the ship or dock, for powering electronic equipment on the system. The system is then considered fully deployed.

To quickly release these systems from the warship during an emergency departure sequence either explosive bolts or other means controlled from the warship release the tension cables to separate the spars and the additional floatation compartments from the blast panels. This permits the warship to move out leaving the deployable protection system floating to be picked up later by a supply ship. For instance, for the emergency departure of a warship an explosive bolt is connected to one of the double dowel receptacles located at the bow of the ship and hardwired to a control station on the ship. Upon detonation the warship is free to move forward and out as the deployable protection system remains intact waiting to be retrieved by a crew to regroup the system into the "assembled raft" configuration and returned to the dock or its original supply ship to be cleaned, stored and made ready for reuse. If required, the buoyant blast panels, still coupled to the spars, may be disconnected from the top railing and pushed overboard to also be picked up by a supply boat with the deployable protection system for reuse.

A third system in accordance with this invention is a fiber optic sub-netting counter-terrorist system which is designed to be connected to the outboard ends of the bouyant stand-off spar netting system to detect divers or swimmers who attempt to penetrate the system from below. This system is electrically connected through cables that are fed though a hollow space in the spar extrusions to sensing instrumentation on the warship. If any area on the netting is cut or even severely moved out of place an instant reading can identify the area of compromise so effective counter measures may be employed.

BRIEF DESCRIPTION OF THE DRAWINGS Figure 1 is a perspective view of a ship such as might be protected by the system of this invention;

Figure 2 is a perspective view of the ship of Fig. 1 , with lightweight modular blast panels suspended over its sides; Figure 3 is a perspective view of the ship of Fig. 1 , with the protection system of this invention positioned to be deployed around the ship;

Figure 4 is a perspective view of the ship of Fig. 1 , with two boats towing the protection system around the ends of the ship on the second side of the ship;

Figure 5 is a perspective view of the ship of Fig. 1 , with the protection system of this invention completely surrounding the ship;

Figure 6 is a top plan view showing the protection system of this invention as shown in perspective in Fig. 5;

Figure 7 is a perspective view showing a friendly vessel approaching the ship as shown in Fig. 5; Figure 8 is a perspective view showing the friendly vessel closely approaching an opening provided in the protection system of this invention;

Figure 9 is a perspective view showing the friendly vessel entering an opening provided in the protection system of this invention;

Figure 10 is a perspective view showing the friendly vessel docked to the side of the ship; Figure 11 is a perspective view showing an unfriendly vessel approaching the ship as shown in Fig. 5;

Figure 12 is a perspective view showing an unfriendly vessel engaging the protection system of this invention; Figure 13 is a perspective view showing an unfriendly vessel carrying explosives exploding after impacting the protection system of this invention;

Figure 14 is a perspective view showing the ship of Fig. 1 , with the protection system of this invention completely surrounding the ship, being opened at the bow of the ship to permit the ship get underway; Figure 15 is a perspective view of the ship of Fig. 1 , with the protection system of this invention being pulled away from the sides of the ship after being opened at the bow of the ship;

Figure 16 is a perspective view of the ship of Fig. 1 , getting underway an pulling away from the portion of the protection system of this invention at the stern of the ship;

Figure 17 is a perspective view showing three boats pulling the protection system of this invention away from the ship shown in Fig. 1 ;

Figure 18 is a perspective view showing two boats approaching the ship of Fig. 1 which is surrounded by the protection system of this invention, to add to the basic protection system an underwater protection system of this invention:

Figure 19 is a perspective view showing the two boats shown in Fig. 18, positioned to begin deploying the underwater protection system of this invention; Figure 20 is a perspective view showing the two boats positioned as shown in Fig. 19, deploying the first portion of the underwater protection system of this invention;

Figure 21 is a perspective view showing the two boats as shown in Figs. 18 -20 proceeding along both sides of the ship toward the bow of the ship deploying the underwater protection system of this invention;

Figure 22 is a perspective view showing the two boats as shown in Figs. 18 - 21 approaching the bow of the ship as the underwater protection system of this invention is deployed under the ship; Figure 23 is a perspective view showing the two boats as shown in Figs.

18 - 22 at the bow of the ship as they complete the deployment of the underwater protection system of this invention;

Figure 24 is a perspective view showing the opening in the underwater protection system provided with the opening in the protection system of this invention shown in Fig. 8;

Figure 25 is a perspective view showing in greater detail the opening in the underwater protection system as shown in Fig. 24;

Figure 26 is a perspective view similar to Fig. 14, with the protection system of this invention including the underwater protection system completely surrounding the ship, being opened at the bow of the ship to permit the ship get underway;

Figure 27 is a perspective view showing the underwater protection system being deployed on the basic protection system of this invention; Figure 28 is a perspective view showing in further detail the underwater protection system of this invention being deployed on the basic protection system of this invention;

Figure 29 is a cross-sectional view showing the basic protection system and the underwater protection system of this invention as deployed around a ship;

Figure 30 is a perspective view with the basic protection system of this invention completely surrounding the ship, and including an alternative additional protection system wherein a barrier is suspending in the water below the basic protection system; Figure 31 is a perspective view similar to that shown in Fig.30 with the the protection system of this invention including the alternative additional protection system being opened at the bow of the ship to permit the ship get underway;

Figure 32 is a perspective view showing the basic protection system of this invention being utilized to protect a ship located alongside a pier, with the protection system being opened to allow the ship to dock at the pier;

Figure 33 is a perspective view similar to that of Fig. 32, with the basic protection system surrounding the ship docked at the pier;

Figure 34 is a perspective view similar to that of Fig. 33, with the basic protection system surrounding the ship at the dock and extending under the pier and further around the ship docked at the pier;

Figure 35 is a perspective view similar to that of Fig.34, with an unfriendly vessel engaging the protection system of this invention; Figure 36 is a perspective view similar to that of Fig. 34 showing an unfriendly vessel carrying explosives exploding after impacting the protection system of this invention;

Figure 37 is a perspective view of the end of a spar being secured to the lifting mechanism of a fork lift device for transportation of the spar;

Figure 38 is a perspective view of a fork lift device removing a spar from a shipping container;

Figure 39 is a perspective view showing a second fork lift device being positioned under the center of a spar for transporting the spar; Figure 40 is a perspective view showing a third section of a spar being positioned end to end with two other spar sections;

Figure 41 is a perspective view showing three spar sections connected together to form a complete spar;

Figure 42 is a perspective view showing a completed spar with the guard rails raised and the support bracket connected to one end and a net support connected to the opposite end;

Figure 43a is a perspective view of one end of a spar section which is to be connected to another spar section; Figure 43b is a perspective view of a pin used to connect two spar sections together;

Figure 44 is a perspective view of two spar sections being connected together and a pin being inserted; Figure 45 is a perspective view of a portion of a spar with the guard rail raised;

Figure 46a is a perspective view of a portion of a spar with an alternate form of the guard rail raised; Figure 46b is a cross-sectional view of the spar shown in Fig. 46a;

Figure 47 is a perspective view of the mounting end of a spar, with the support arrangement mounting deployed from its stored position;

Figure 48a is a perspective view of the mounting end of a spar, secured to three blast panels; Figure 48b is a cross-sectional view of the mounting end of a spar as shown in Fig. 48a;

Figure 49 is a perspective view of the end of a spar with guard rails raised connected to blast panels;

Figure 50 is a perspective view of a blast panel with portions broken away to show its internal construction;

Figure 51 is a perspective view showing the net winding canister being deployed from the end of a spar;

Figure 52 is a perspective view showing the net winding canister secured in its operating position with the net deployed; Figure 53 is a perspective view showing the double dowel net attachment receptacle secured in its operating position:

Figure 54 is an outline elevation view showing the supporting braces for the net winding canister and double dowel net attachment mechanism on a spar; Figure 55 is a perspective view of a spar showing a net winding canister in its stored position in the spar;

Figure 56 is an end elevation view showing a net winding canister in its stored position in a spar;

Figure 57 is a perspective view of a double dowel net attachment mechanism being withdrawn from its stored position in a spar;

Figure 58 is a perspective view of a double dowel net attachment mechanism with one component separated to show the hole provided for a dowel;

Figure 59 is cross-sectional view of the double dowel net attachment mechanism; Figure 60 is an exploded perspective view showing the mechanism for securing the parts of a double dowel net attachment mechanism;

Figure 61 is a top elevation view of a net winding canister showing the net wound therein;

Figure 62 is an exploded view of a net winding canister showing the wound net and the net winding mechanism; Figure 63 is a perspective view of the net winding drive mechanism; Figure 64 is a side elevation cross-sectional view of the net winding drive mechanism;

Figure 65a is a side elevation perspective view showing the mechanism for attaching a net to the net winding mechanism;

Figure 65b is a perspective view showing the end of a net to be attached to the net winding mechanism;

Figure 65c is a top elevation view showing a net attached to the net winding mechanism; Figure 66 shows a "floating raft" of connected spars being assembled at the side of a dock;

Figure 67 shows a "floating raft" of connected spars being towed to a warship;

Figure 68 shows a "floating raft" of connected spars being towed to a warship;

Figure 69 shows a "floating raft" of connected spars being deployed alongside a warship;

Figure 70 shows a top plan view of the protection system of this invention surrounding a warship and a dock Figure 71 is a side perspective view of the protection system of this invention installed along the side of a warship;

Figure 72 shows a forklift device removing a roll of the netting used for the underwater protection system of this invention; Figure 73 show a forklift device placing a roll of the netting used for the underwater protection system of this invention on a small ship;

Figure 74 show a forklift device placing a roll of the netting used for the underwater protection system of this invention on two small ships;

Figure 75 shows the netting used for the underwater protection system of this invention being deployed for installation;

Figure 76 is a plan view of a portion of one type of netting used for the underwater protection system of this invention;

Figure 77 is a plan view of a portion of a second type of netting used for the underwater protection system of this invention; Figure 78 is a side elevation view showing a arrangement for pivotally connecting a spar to a warship or dock;

Figure 79 is a perspective view showing further details of the pivotally connection of a spar to a warship or dock;

Figure 80a is a horizontal cross-sectional view showing the pivotal connection of a spar to a warship or dock; Figure 80b is a perspective view showing the pivotal connection of a spar to a warship or dock;

Figure 81 is a cross-sectional view of an alternate hydrodynamic profile of the floating spar; Figure 82 is a perspective view showing a system used for controlling the buoyance of a spar:

Figure 83a is a perspective view of a mechanism for providing a magnetic force between a blast panel and a warship;

Figure 83b is a perspective view showing the elongate rectangular magnet rotated to one positions with respect to the warship;

Figure 83c is a plan view showing the mechanism for rotating the elongate rectangular magnet;

Figure 83d is a cross-sectional view showing the magnetic mechanism located between a spar and the side of a warship; Figure 84 is a perspective view showing the rapidly deployable protection system of this invention positioned around an off-shore oil rig, without the netting extending between the spars; and

Figure 85 is a perspective view similar to that of Figure 84, with the netting extending between the spars. Figure 86 is a perspective view similar to that of Figure 84, but with the water removed to show the positions in which the spar of the rapidly deployable protection system of this invention are placed for storm condition.

DETAILED DESCRIPTION OF THE INVENTION Referring to Fig. 1 , a warship of the type which may be protected by the rapidly deployable protection system of this invention is shown. Fig. 2 shows the same warship having installed thereon blast panels 10 in accordance with this invention.

The first system in accordance with this invention comprises modular blast panels 10 which are suspended from the warship so as to overlay the side of the hull of the ship above and below the water lever. The 20 Ibs./cu.ft. blast panels are designed to contain the force of both an air blast and all primary fragments from a relatively close up high energetic event. The blast panels are also designed to be buoyant so they can be towed to the warship or other vessel for rapid deployment or safely dropped off of the warship or other vessel to be later picked up by a supply boat during an emergency departure sequence for the warship or other vessel.

The modular Blast Panels as shown in Fig. 50, the dimensions of which in a preferred embodiment are7 foot long x 40 foot high x 4 inches thick may be fabricated either as a straight 40 foot panel or may follow the contour of the Warship's hull under the water line. In both configurations multi-composite front layers function as a debris catcher with a foam backing to slow down the energetic event. A laminated sacrificial crushable honeycomb backing 12 protects the hull of the ship. Groups of these panels are connected through a vertical locking pin that is manually lowered into imbedded hollow tubes located at the ends of each panel. Linked together, this first system protects the entire perimeter of the Warship. The average weight of each Blast Panel is approximately 20 pounds per cu.ft. A single 40 foot high by 7 foot wide panel will weigh approximately 1 ,860 pounds. Twenty blast panels will fit inside one 40 foot ocean freight container with a total net weight of less than 40,000 pounds. Nine containers are needed to outfit a 550 foot long warship.

To deploy the panels a small boat tows the structures to an anchored warship. A small crane on the warship's deck lifts the units, one by one up to the base of the deck where they are connected to the hull with supplied locking straps 14.

Adjacent units are then pinned together (10' deep) with supplied "staple rod" connectors.

Structurally, the weight of the panels aids in maintaining a uniform vertical structure. Conversely, the loose panels at the bottom aid in the flexure and deflection of the blast load at the bottom of the system. The locking straps 14 also help in securing the structure to the hull.

The buoyant stand-off spar netting arrangement of the second system is an integrated mechanical system that, like the blast panels of the first system is designed to be freighted commercially worldwide in standard 40-foot marine freight containers. The second system can be assembled at dockside or on a large freighter in a single eight-hour shift and then set down and tied together in the water as a unitized structure to be towed to the warship to be fully deployed in less than two hours.

In one preferred configuration the spar is composed of two 24 foot long composite fabricated triangular ballast tank structures which are bonded to a top 6 inches x 4 foot wide foam filled platform. The 45 degree ballast tanks are 1 foot high and are located 2 foot on center. The long stand off distance of the spars also allows for local intruder sensors to be mounted to the tops of the canisters and receptacles. In addition, sentries may walk along a non-slip treadway adhered to the top surface of the spar. Integral retractable guide rails also aid sentries walking on the spar. In order to sustain against even larger bombing threats a longer stand off distance may be required. This long distance creates a problem for freighting the full- length system to the site. To overcome this problem the spars are formed by three sections, each 33 1/3' long, which may be trucked or shipped in standard 40' marine freight containers. At the site of use, spar sections are unloaded and connected together to create the full 100' spar length. The entire system is fully scalable if longer or shorter stand off distances are required. Referring to Figs. 43a and 43b, three connecting plates 16 are shown which are received within the end of adjoining spar section. Fastening devices 18 are based through holes in the adjoining spar section and in the connecting plates 16 to secure the two spar sections to each other. This type of connection is provided at both ends of the middle spar section to connect it to the two end spars.

The spars may be formed with elongated closed chambers, which are shown as triangular chambers 58 in Fig.82. These chambers may be entirely filled with air or with water, or with a mixture of both. A pumping and distribution system 60 for providing the desired amount of ballast in the chambers 58 is shown in Fig. 82.

Referring to Figs. 47 and 48 a and b, the hinged three panel shock absorbing pressure plate 20 is shown unfolded and positioned perpendicular to the end of the spar. The three sections of the pressure plate 20 which are spring loaded with respect to each other, are folded upon each other, tilted and pushed into the channel in the spar, being supported therein by a trolley type mechanism. Fig. 48b shows the three sections of the pressure plate in the folder position in the channel of the spar.

To accommodate wave action of the water, a pivotal connection is provided between the pressure plate 20 and the connector on the blast panel as shown in Figs. 78, 79, and 80a, b, and c. Referring to Fig. 51 , a netting canister 22 is shown being withdrawn from the channel in the spar. The canister 22 is supported in the channel as shown in Fig. 56, by a trolley mechanism including flanges 24 formed on the canister 22. After being withdrawn from the channel in the spar, the canister 22 is tilted to a position perpendicular to the spar as shown in Fig. 52. A right angle bracket 26 is secured to the spar and to the canister 22, to help support it in the vertical position. Two sections of netting 28 and 30 are wound on a spool 32 in the canister. The netting is secured to the spool by fastening projections 34, which are covered by a cover 36.

The catch netting support at the outboard end of the spars may be fabricated either from sewed together straps of nylon 6-6 resembling cargo netting or from materials resembling fish netting. The style of the netting is determined during the design analysis of the system. The netting currently deployed on aircraft carriers to

"capture" damaged planes may also be used. In a preferred embodiment of the invention the netting is 80 foot in length by 12 feet in height. The netting is first mounted inside a composite winding canister set at the end of a spar. The rolled out ends of the netting is captured in composite receptacles mounted at the ends of alternating spars adjacent to the spars holding the primary winding canister. Repeated series of these canisters, netting and receptacles produce a fully integrated, evenly spaced safe standoff device around a docked or free-floating warship. To reduce the number of netting canisters by one half, a wind up mechanism is used on alternating spars. One design using a single center dowel in one wind up canister is utilized for two 40 foot netting sections. Each canister is designed with an integral hand crank with ratcheted step down gearing, as shown in Figs. 62, 63, and 64.

Fixed to the ends of each wound up 40 foot net are pull dowels 38 as shown in Fig. 51. The two pull dowels are set at opposite outside ends of the winding canister. A lockable space in the alternating receptacle unit, also mounted onto the ends of the adjacent spars receives the pull dowels. The receptacle39, is divided into two distinct parts as shown in Figs.58 and 59, receiving on one side the pull dowel from one wind up canister and another on the other side. As shown in Figs. 58 and 59, there are two removable sections 40 and 42, which when removed permit the pull dowels to be inserted in the cylindrical bores 44 and 46. After the pull dowels are inserted in the cylindrical bores 44 and 46, the removable sections 40 and 42 are secured to the balance of the receptacle by fastening devices 48.

Referring to Fig. 57, a receptacle 39 is shown being withdrawn from the channel in the spar. The receptacle 39 is supported in the channel as shown in Fig. 57, by a trolley mechanism including flanges 50 formed on the receptacle 39. After being withdrawn from the channel in the spar, the receptacle 39 is tilted to a position perpendicular to the spar as shown in Fig. 53. A right angle brackets 52 are secured to the spar and to the receptacle 39, to help support it in the vertical position.

In a preferred embodiment the netting would be 12 foot high, having 8 foot above and 4 foot below the water line.

To aid in the storage and easy deployment of the system all winding canisters and pull dowel receptacles are stowed underneath identical spars on pull out "trolley tracks".

Again, advanced knowledge of an arriving warship to an area is common.

The entire second system can be set-up days before and left in the water floating as an

"assembled raft". Therefore the true deployment time might be just over an hour. The buoyant stand-off spar netting arrangement of the second system is deployed onto the warship after the blast panels have been deployed.

The buoyant stand-off spar netting arrangement of the second system requires a maximum crew of seven persons for the set up and a crew of four for deployment. If the situation becomes critical additional personnel can speed up the set- up and deployment times. The buoyant stand-off spar netting arrangement utilizes five distinct spar configurations that are designed to be loaded inside multiple 40' commercial marine freight containers. Twelve containers are needed to outfit a 600ft. warship.

A specific loading schedule of the distinct spars is based on the ease of assembly of the system as the spars are unloaded from the containers at an assembly dock or on an assembly supply ship.

The five distinct spars are: I. A 33' 4" length winding cannister spar that maintains 100' of stored sling netting. 2. A 33' 4" length double dowel receptacle spar that maintains a structure that receives two adjacent sling net dowels. 3. A 33' 4" length inboard spar that maintains the stowed shock absorbing pressure plate at one end. 4. The 33' 4" length center spar that has bonded locking plates at both ends that fit inside both the connected ends of either the winding cannister spar or the double dowel receptacle spar and the opposite end of the pressure plate of the inboard spar. Pre-drilled holes in the ends of the spars allow a locking pin to join the three spar pieces to produce an integral 100' length stowed spar. 5. A 5' 11" extension spar, whose bonded locking plates resemble the Center Spars allow for the extension of a completed 100' spar to become a diagonal of almost 112' in length. The same locking pins are used to connect these two 5' 11" Spars. This Spar is designed to fit sideways and be stacked inside the 40' marine freight container as there is ample room left from the 33' 4" long Spars.

All spars have retractable guard rails. The system set-up around the warship has alternating winding canisters and double dowel receptacle spars. To maintain the integrity of the system during freighting, vertical sets of the three distinct pieces: inboard, center and outboard spars, are alternately loaded as columns inside the containers. This schedule directly corresponds with the assembly of the units as they are unloaded.

As the twelve containers are trucked to the dock or placed on the supply ship, the first container door is opened whereby a standard extension plate from a standard forklift truck is harnessed to the top stored Inboard spar. This spar is then pulled straight out as a second standard forklift truck, positioned perpendicular to the first catches the pulled out spar in its center carrying it to the assembly site.

This activity is repeated sequentially until all of the loaded spars from all twelve containers have been emptied. Well planned timing between the unloading forklift truck operators and the assembly personnel will allow for a seamless operation moving the spars from the containers into the water.

The assembly area consists of six short pallet risers positioned in a straight line to receive all three 33' 4" long spars.

The pathway starts with the inboard spar that is laid on top of its two risers with the pressure plates facing outwards. Then a center spar is positioned over the opposite end of the inboard spar where a work person aligns the bonded locking plates from the center spar into the base area of the inboard spar. After aligning all of the pre- drilled holes the work person secures the two units together with supplied locking pins.

The third spar, either a winding canister or double dowel receptacle spar is delivered to the assembly area and fitted together onto the two connected spars using the same constructed bonded locking plates and locking pins used at the opposite end of the center spar. The unit is now an assembled 100' integral stowed spar.

At this time a third, more robust forklift truck with a special extension attachment raises the completed 100' spar at its 50' center point 4 feet above the ground such that the following actions may be taken: 1. Raise and lock all of the guardrails. 2. Pull out the trolley assembly of the shock absorbing pressure plate and lock the three-panel structure into active mode. 3. Pull out the trolley assembly of the canister or receptacle eight feet until the hinge is revealed and then swing the unit down 90 degrees. 4. Bolt in supplied 4' x 4' pultruded angle brace to the center of the canister or receptacle and the top of the spar though a pre-drilled hole with a bonded pre-assembled threaded insert. 5. Attach the ends of the spring loaded guy wires from the canister or receptacle into their corresponding cleats that are mounted on the top and bottom of the spar and tighten the supplied turnbuckle screw assemblies at the ends near the cleats.

The spar is now ready for deployment into the water. The diagonal spars require the addition of the two 5' M" ends as described above. A robust forklift truck advances to the dock's edge where it lowers the buoyant, fully assembled and fully opened spars into the water. The two diagonal spars are placed both first and last in the series (they will connect up together as the entire grouped assembly is fanned out around the Warship.)

Waiting personnel in small boats tie long lanyard cable at a short distance cris-crossing from spar to spar to group the spars close together. These cables will eventually be untied at the Warship to become 112' long diagonal tension cables that maintain the 50' distance between spars.

An additional straight line cable is also short connected at the inboard end of each spar that will also eventually be untied to create the 50' connection between the inboard areas of adjacent spars.

At the same time work persons pull out the opposing sling netting dowels in the winding canisters while opening up the locking plates from each Double Dowel Receptacle and threading and locking the netting dowel into place.

When the final spar is lowered into the water and connected to the group, this set of spars becomes an "Assembled Raft" ready to be towed out to a warship for final deployment. Two boats, positioned at opposite ends of the "Assembled Raft" slowly tow the structure towards the warship. The group is positioned at the opposite side of the warship where the swinging gate opening is positioned. The two boats then slowly move in opposite directions around the ship as the units expand out until the two boats meet each other on the opposite side from where they began. The two ends are then connected together to secure the system. Two straight cables are connect to the floating dock and the permanent magnet line is positioned to a station aboard the ship.

When the entire system is checked and approved the single engaging magnet line is pulled and the inboard end becomes magnetically attached at fixed points around the ship as shown in Figs.83a, b, c. and d. Referring to Figs. 83a and 83c, placing tension of the line 54 rotates the magnet 56 to the position shown in Fig. 83b, which places the magnet adjacent to the ship hull. This attachment has been added to keep the spars in their optimum vertical plane as the waves jostle the units about.

Along with the blast panels, the buoyant stand-off spar netting arrangement of the second system is designed to protect the entire perimeter of an anchored warship. The blast panels of the first system and the buoyant stand-off spar netting arrangement of the second system are integrated mechanical systems that may be commercially freighted worldwide in standard 40-foot marine freight containers. The systems can be assembled at dockside or on a large freighter in a single eight-hour shift and then set down and tied together in the water as a unitized structure to be towed to the warship to be fully deployed in less than three hours. Advanced knowledge of an arriving warship to an area is common. The entire combined systems can be set-up days before and left in the water floating as an "assembled raft". Therefore the true deployment time might be just over two hours. The cooperation of the first and second systems to protect a warship will now be explained. The impact forces of an intruder vessel are first absorbed through the elongation of the netting and then through the resistant force of adjacent spars. When the incoming forces surpass the compressive strength of the local netting then the adjacent netting, spars and guys wires of the system aid in resisting the forces. The near end produces the final resistance of the spar against the hull of the warship. The mounting of the spars to the blast panels is designed such that the impact force of an intruding vessel as transmitted through a spar will not damage the warship. Calculations have been made that indicate a vessel of 5,000 pounds moving at 40 knots will have no significant impact on the hull of a warship. Once the intruder vessel has been controlled service personnel either on the ship or shore or standing on the spars as sentinels can decide in what manner to dispatch the intruders.

If the third system in accordance with this invention employed, a fiberoptic sub-netting such as that shown in Fig. 76 is utilized. Connection 62, 64, 66, and 68, are made to the vertical and horizontal paths, such that when the signals derived from the connections are processed, the location of an incident in the netting can be determined. Fig. 77 shows an alternate pattern of sub-netting. This modular and scalable system is somewhat sacrificial. When a spar or portion of the netting is damaged or destroyed during a cataclysmic event, the remainder of the system would be left intact for usage again, after the damaged portions were replaced. The procedure of setting up each spar whether at dockside or on a supply ship is as follows: 1. Raise and lock all of the guardrails on the spar. 2. Pull out the trolley assembly of the shock absorbing inboard pressure plate and lock the three-panel structure into its active mode. 3. Pull out the trolley assembly of the outboard canister or receptacle eight feet until the hinge is revealed and then swing the unit down 90 degrees. 4. Bolt on the supplied 4 foot by 4 foot pultruded angle brace to the center of the canister or receptacle and the top of the spar though pre-drilled holes with a bonded pre-assembled threaded insert. 5. Attach the ends of the spring loaded guy wires from the canister or receptacle into their corresponding cleats that are mounted on the top and bottom of the spar and tighten the supplied turnbuckle screw assemblies at the ends near the cleats. 6. The spar is now ready for deployment into the water. 7. The diagonal spars require the addition of the two five foot eleven inch ends as described above. 8. A robust forklift truck advances to the dock's or ships edge where it lowers the buoyant, fully assembled and fully opened spar into the water.

The procedure for deploying the buoyant stand-off spar netting system to a docked warship is as follows: 1. A receptacle of an end or last spar is first attached to either the dock or a pylon. 2. A small boat attaches itself to the first or front spar in a group of spars and begins to pull out all of the floating, connected spars along the exposed side of the warship. 3. When the small boat reaches the end of the dock or the last pylon, 5 service personnel attach the receptacle of the first or front spar to the dock or pylon. 4. Electronic power leads are then connected to water proof power lines that are in turn connected to a battery pack on the ship or dock. The system is now fully deployed for a docked warship.

o The procedure for deploying the buoyant stand-off spar netting system to an anchored warship is as follows:

1. Two diagonal spars are placed both first and last in a "floating raft" of connected spars (they will be connected together as the entire "floating raft" of connected spars is fanned out around the warship).5 2. Waiting personnel in small boats tie long lanyard cables at a short distance criss-crossing from spar to spar to group the spars close together. These cables will eventually be untied at the warship to become 36 foot long diagonal tension cables that maintain the 40 feet distance between spars. 3, An additional straight-line cable is also short connected at the inboard end of each spar, The cable will eventually be untied to create the 40 foot connection between the inboard ends of adjacent spars.

4. At the same time work personel pull out the opposing sling netting dowels in the winding canisters while opening up the locking plates from each Double Dowel Receptacle and then thread and lock the netting dowel into place. 5. When the final spar is lowered into the water and connected to the group, the set of spars becomes an "Assembled Raft" ready to be towed out to the warship for final deployment.

6. Two boats, positioned at opposite ends of the "Assembled Raft" slowly tow the structure towards the Warship. The group is positioned at the opposite side of the warship where the swinging gate opening is positioned.

7. The two boats then slowly move in opposite directions around the ship as the spars spread apart until the two boats meet on the opposite side of the warship from where they began. 8. Boat personnel then connect the two ends together to secure the system. Afterwards they attach the two straight cables to connect with the floating dock and position the inboard spar ends into the detent in the Blast Panels. 9. When the entire system is checked and approved the single locking tension cable is pulled tight around a post at the bow end of the ship. This attachment has been added to keep the spars in their optimum vertical plane as the waves jostle the units about.

The procedure for detaching the system from the warship and stowing the system is as follows: 1. The netting and spars are cleaned by hosing them down. 2. The locking plates on the double dowel receptacles are opened to release the pull dowels. The two pull dowels are supported in small boats as the winding canister is operated to reel the netting into the canister. 3. The locking plates are placed back onto the receptacles as the long and short guy wires and triangular plates are disconnected. 4. The winding canisters and receptacles are turned 90 degrees and pushed forward and locked into place in the channel in the far ends of the spars. 5, The three panel contact plate from the near end of the spar is locked into place in the channel at the near end of the spar. 6. The tension cable is released, which in turn opens the locking plates at each of the inboard spar ends. 7. The 40 foot lanyard lines are released, and the spars are pushed together to recreate the "floating raft". 8. The system "floating raft" is towed back to the dock or supply ship where it could be disassembled in the reverse order of its assembly, if it is not to be redeployed in the near future.

To allow for safe passage to and from the ship for either arriving or departing personnel or loading or unloading supply ships, a mechanically operated gate structure across one of the 40 foot netting spans has been designed to automatically swing open or closed from controls onboard the warship. To maintain a consistent tension on the system, an arrangement has been devised that independently allows the gate to open and close under tension. The arrangement to accomplish this utilizes two diagonal spars mounted at 45 degrees to each other at the ends of the adjacent openings of the swinging gate. To maintain the tension in the system as the gate opens two cables are connected from the outside edges of the swinging gate straight back to a point connected to the warship. This point would probably be on a floating dock connected to a gangway on the warship. The two cables are only needed when the gate is open. When the gate is closed the cables can be safely removed to accommodate a supply ship that may be longer than the 40 foot length between spars as it docks broadside to the temporary floating dock.

Additional safety and security features may be added to the top of the canisters at the ends of the spars, such as a video/audio surveillance package, a sweeping beacon and/or a horn. The netting may also have security features to electronically alert personnel that the netting has been moved or cut. This action may automatically switch on the safety features mounted on top of the system or activate and direct a high beam light directly to the compromised spot. Water proof strain gauges mounted at the ends of a 2 inch strap 2 foot above the water surface can measure and report that the strap has been cut or pushed out too far. This system is invisible as the strain gauges are mounted inside the receptacles. Further, a reflective surface may be provided on the netting for night illumination.

While the various embodiment of this invention have been described with respect to protecting a ship or pier, it may be used to protect other structures from attack on the surface or under water. For instance, as shown in Figs. 84, 85, and 86, it can be employed to protect oil rigs. A modification of the system for use in protecting oil rigs, is that of filling the spars with ballast to the extent that they sink, as shown in Fig. 86, when the oil rig is the throws of a very rough sea. Were the spars not sunk during very rough sea conditions, the force of the sea on the large surface area of the spars, and netting would put undo forces on the oil rig.

Claims

1. A system for preventing access through a body of water to an object exposed to said body of water comprising: a. a floatation member, b. an access blocking member supported by said floatation member extending downwardly into the body of water, c. a plurality of stand off members, extending between said floatation member and the object, the length of said standoff member being such that an object impacting said floatation member or said blocking member is prevented from impacting the object.

2. The system of claim 1 , wherein said floatation member is comprised of a plurality of elongated sections, which are joined together, end to end.

3. The system of claim 2, wherein at least one of said elongated standoff members is connected to each one of said plurality of elongated sections.

4. The system of claim 3, wherein one of said standoff members is located adjacent to each one of said joints.

5. The system of claim 1 , wherein said object is a boat.

6. The system of claim 1 , wherein said object is a dock.

7. The system of claim 5, wherein said floatation member completely surrounds said boat.