CA2278111C - Hull penetration system - Google Patents
Hull penetration system Download PDFInfo
- Publication number
- CA2278111C CA2278111C CA002278111A CA2278111A CA2278111C CA 2278111 C CA2278111 C CA 2278111C CA 002278111 A CA002278111 A CA 002278111A CA 2278111 A CA2278111 A CA 2278111A CA 2278111 C CA2278111 C CA 2278111C
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- CA
- Canada
- Prior art keywords
- hull
- air
- penetration device
- drillshaft
- valve
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Lifetime
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Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63C—LAUNCHING, HAULING-OUT, OR DRY-DOCKING OF VESSELS; LIFE-SAVING IN WATER; EQUIPMENT FOR DWELLING OR WORKING UNDER WATER; MEANS FOR SALVAGING OR SEARCHING FOR UNDERWATER OBJECTS
- B63C9/00—Life-saving in water
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63C—LAUNCHING, HAULING-OUT, OR DRY-DOCKING OF VESSELS; LIFE-SAVING IN WATER; EQUIPMENT FOR DWELLING OR WORKING UNDER WATER; MEANS FOR SALVAGING OR SEARCHING FOR UNDERWATER OBJECTS
- B63C11/00—Equipment for dwelling or working underwater; Means for searching for underwater objects
- B63C11/52—Tools specially adapted for working underwater, not otherwise provided for
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63C—LAUNCHING, HAULING-OUT, OR DRY-DOCKING OF VESSELS; LIFE-SAVING IN WATER; EQUIPMENT FOR DWELLING OR WORKING UNDER WATER; MEANS FOR SALVAGING OR SEARCHING FOR UNDERWATER OBJECTS
- B63C7/00—Salvaging of disabled, stranded, or sunken vessels; Salvaging of vessel parts or furnishings, e.g. of safes; Salvaging of other underwater objects
- B63C7/06—Salvaging of disabled, stranded, or sunken vessels; Salvaging of vessel parts or furnishings, e.g. of safes; Salvaging of other underwater objects in which lifting action is generated in or adjacent to vessels or objects
- B63C7/12—Salvaging of disabled, stranded, or sunken vessels; Salvaging of vessel parts or furnishings, e.g. of safes; Salvaging of other underwater objects in which lifting action is generated in or adjacent to vessels or objects by bringing air or floating bodies or material into vessels or objects
Abstract
In marine rescue, this hull penetration system delivers light and breathable air into the air pocket of a capsized vessel, prolonging survival time of persons trapped there and optimising the vessel's buoyancy. The device is mechanically fastened onto the vessel's exposed hull. A drill bit, mounted through the device, is used to bore a hole through the hull into the air pocket without allowing escape of air during or after penetration. Air can be added to or vexed from the air pocket, and special purpose tubes (included with the system) may be inserted into the hull, through an airtight seal in the device. Lights and audio video equipment are mounted in the end of the special purpose tube protruding into the air pocket. Compressed air from portable tanks powers the fastening tool and supplies air for the air pocket, making the system practicable for marine rescue and marine salvage.
Description
Specification: The Hull Penetration System General Character of the Invention:
This invention pertains to a portable marine rescue device and the method for its use by which breathable air and light are safely delivered to persons trapped in the air pocket of a capsized vessel, and by which rescuers are provided with video images of the interior of the air pocket and two-way audio communication with persons in the air pocket. The invention is used to prolong the survival time of trapped persons, optimise the buoyancy of the capsized vessel and to enhance the safety of rescuers, especially rescue divers.
Background of the Invention: Existing Methods for Assisting Persons Trapped in Overturned Vessels The methods currently used by rescue personnel while trying to assist persons trapped in the air pockets of overturned vessels are based on the premise that it is impossible to breach the hull of the vessel without losing the air within, thus causing the vessel to sink and killing those trapped inside. Experts in the field of marine search and rescue and ship stability have specifically advised against hull penetration (see, for example, ,stability of Capsized Fishing Vessels During Dive Rescue Operations, by Terrance A. Hall, Naval Architect, of Peter S. Hatfield Ltd., Vancouver, British Columbia, Canada, July 1997, 2o Marine Technolo~y, Vol. 34, No 3, pp. 155-180).
The common method used by first responders to supply air to persons trapped in overturned boats and to prevent the sinking of the vessel due to leakage of air from the existing air pocket is to bubble air up from under the boat using an air hose from a portable air tank such as a SCUBA tank or fire fighters' air supply bottle.
The only method of delivering light to the trapped persons relies on the presence of rescue divers and on their ability to bring portable lights with them, if they are able to swim into the air pocket from underneath the capsized vessel.
Another method of dealing with capsized vessels is the use of heavy lift cranes or winches operated from larger vessels, where straps are slung beneath the overturned 3o vessel and it is lifted bodily from the water or at least prevented from sinking further.
Large vessels or flotation bags may also be strapped to each side of the overturned vessel so as to hold it at the surface. These methods do not provide air or light to persons trapped in the capsized vessel.
Attempts have been made to devise a device that may be used to safely penetrate the hull of a submerged vessel for the purpose of supplying air only into the vessel. For example, the Underwater Rescue Device described in U.S. Patent, Number 4,922,848 (now expired) operates by puncturing an aperture into the body of a submerged vessel by means of a dart that is projected by a sliding weight hammer. Sealing the opening is accomplished with an annular seal installed behind the dart.
Dangers and Insufficiencies of Existing Methods for Assisting Persons Trapped in Overturned Vessels The Underwater Rescue Device described in U.S. Patent, Number 4,922,848 is designed to deliver only air into the hull of a submerged vessel, leaving the trapped persons without light and with no means of communication with rescuers.
Rescuers are also unable to inspect the interior of the air pocket through the use of video images, for the purpose of determining the existence of survivors and for assessing hazards when planning a rescue dive.
A deficiency of this device is that the pounding of the dart into the material could 2o result in an irregular fracture of the hull material, such that cracks or fissures could radiate out from the opening created by the dart, beyond the outer perimeter of the annular seal. This would cause the installation to leak air from inside the vessel, with the result that a capsized vessel on the surface would start to sink, taking any trapped persons with it.
Further, the "pounding of the dart into the hull" method would likely be unsuccessful in penetrating the variety and thicknesses of materials in which hulls of vessels of the size commonly involved in situations of "capsize with trapped persons" are commonly constructed - wood, glass reinforced plastic (GRP, or "fibreglass"), steel and aluminium.
These vessels tend to be in the thirty foot (30') to ninety foot (90') length overall (L.O.A.) category, with hulls constructed of: wood from one inch to three inches (1" to 3") thick, steel or aluminium one quarter inch (I/4") thick, or GRP from one quarter to one and one half inches ( I /4" to 1 Y ") thick.
Response methods which do rust deliver Iight to trapped persons suffer from several deficiencies and related dangers. Even in daytime, air pockets of overturned vessels are usually without any light. (The exception might be where the vessel is very small and the distance from the surface to the air pocket is not large and is not obstructed by any significant vessel structural membE~rs). In this situation a trapped person experiences panic, and is unldcely to be able to take self rescue actions or to assist other trapped persons who are unconscious. The: extrication of trapped persons in a panicked state is a 18~ dangerous exercise for rescue divers who have to instruct them in the first-time use of breathing apparatus and then lead them out of the air pocket.
Response methods which do rn~t allow the rescuer to inspect the interior of an air pocket nor provide two-way audio carnrnunicatian also have deficiencies and related dangers. The use of divers to investigate air pockets for the purpose of determining if 1<~ survivors are there, and to provide them with light and air, is extremely risky. Even trained Rescue Divers face the risk: that the overturned boat may sink during the dive, entrapping the diver, or the diver ray become entangled in the boat's debris and equipment, thus trapping the diver until his or her air supply is consumed.
The Underwater Rescue Device described in U.S. Patent, Number 4,922,848 also
This invention pertains to a portable marine rescue device and the method for its use by which breathable air and light are safely delivered to persons trapped in the air pocket of a capsized vessel, and by which rescuers are provided with video images of the interior of the air pocket and two-way audio communication with persons in the air pocket. The invention is used to prolong the survival time of trapped persons, optimise the buoyancy of the capsized vessel and to enhance the safety of rescuers, especially rescue divers.
Background of the Invention: Existing Methods for Assisting Persons Trapped in Overturned Vessels The methods currently used by rescue personnel while trying to assist persons trapped in the air pockets of overturned vessels are based on the premise that it is impossible to breach the hull of the vessel without losing the air within, thus causing the vessel to sink and killing those trapped inside. Experts in the field of marine search and rescue and ship stability have specifically advised against hull penetration (see, for example, ,stability of Capsized Fishing Vessels During Dive Rescue Operations, by Terrance A. Hall, Naval Architect, of Peter S. Hatfield Ltd., Vancouver, British Columbia, Canada, July 1997, 2o Marine Technolo~y, Vol. 34, No 3, pp. 155-180).
The common method used by first responders to supply air to persons trapped in overturned boats and to prevent the sinking of the vessel due to leakage of air from the existing air pocket is to bubble air up from under the boat using an air hose from a portable air tank such as a SCUBA tank or fire fighters' air supply bottle.
The only method of delivering light to the trapped persons relies on the presence of rescue divers and on their ability to bring portable lights with them, if they are able to swim into the air pocket from underneath the capsized vessel.
Another method of dealing with capsized vessels is the use of heavy lift cranes or winches operated from larger vessels, where straps are slung beneath the overturned 3o vessel and it is lifted bodily from the water or at least prevented from sinking further.
Large vessels or flotation bags may also be strapped to each side of the overturned vessel so as to hold it at the surface. These methods do not provide air or light to persons trapped in the capsized vessel.
Attempts have been made to devise a device that may be used to safely penetrate the hull of a submerged vessel for the purpose of supplying air only into the vessel. For example, the Underwater Rescue Device described in U.S. Patent, Number 4,922,848 (now expired) operates by puncturing an aperture into the body of a submerged vessel by means of a dart that is projected by a sliding weight hammer. Sealing the opening is accomplished with an annular seal installed behind the dart.
Dangers and Insufficiencies of Existing Methods for Assisting Persons Trapped in Overturned Vessels The Underwater Rescue Device described in U.S. Patent, Number 4,922,848 is designed to deliver only air into the hull of a submerged vessel, leaving the trapped persons without light and with no means of communication with rescuers.
Rescuers are also unable to inspect the interior of the air pocket through the use of video images, for the purpose of determining the existence of survivors and for assessing hazards when planning a rescue dive.
A deficiency of this device is that the pounding of the dart into the material could 2o result in an irregular fracture of the hull material, such that cracks or fissures could radiate out from the opening created by the dart, beyond the outer perimeter of the annular seal. This would cause the installation to leak air from inside the vessel, with the result that a capsized vessel on the surface would start to sink, taking any trapped persons with it.
Further, the "pounding of the dart into the hull" method would likely be unsuccessful in penetrating the variety and thicknesses of materials in which hulls of vessels of the size commonly involved in situations of "capsize with trapped persons" are commonly constructed - wood, glass reinforced plastic (GRP, or "fibreglass"), steel and aluminium.
These vessels tend to be in the thirty foot (30') to ninety foot (90') length overall (L.O.A.) category, with hulls constructed of: wood from one inch to three inches (1" to 3") thick, steel or aluminium one quarter inch (I/4") thick, or GRP from one quarter to one and one half inches ( I /4" to 1 Y ") thick.
Response methods which do rust deliver Iight to trapped persons suffer from several deficiencies and related dangers. Even in daytime, air pockets of overturned vessels are usually without any light. (The exception might be where the vessel is very small and the distance from the surface to the air pocket is not large and is not obstructed by any significant vessel structural membE~rs). In this situation a trapped person experiences panic, and is unldcely to be able to take self rescue actions or to assist other trapped persons who are unconscious. The: extrication of trapped persons in a panicked state is a 18~ dangerous exercise for rescue divers who have to instruct them in the first-time use of breathing apparatus and then lead them out of the air pocket.
Response methods which do rn~t allow the rescuer to inspect the interior of an air pocket nor provide two-way audio carnrnunicatian also have deficiencies and related dangers. The use of divers to investigate air pockets for the purpose of determining if 1<~ survivors are there, and to provide them with light and air, is extremely risky. Even trained Rescue Divers face the risk: that the overturned boat may sink during the dive, entrapping the diver, or the diver ray become entangled in the boat's debris and equipment, thus trapping the diver until his or her air supply is consumed.
The Underwater Rescue Device described in U.S. Patent, Number 4,922,848 also
2( suffers from the apparent Lack of a method of relocating the device should the operator have chosen a site that prevented s,uccessfut installation {e.g. if the first site chosen was over a fuel tank or other problematic structural member) or if the operator is prevented from completing the installation b;y environmental conditions or equipment failure.
Finally, the fact that neither th~;, United States Coast Guard, nor any other rescue 25 service known to the Applicants, employs this Underwater Rescue Device, US
Patent Number 4, 922,848, indicates its l~~ck of acceptance as a practicable response in rescue situations.
There are several dangers and insufficiencies related to the response method of bubbling air up from under a capsized vessel. Firstly, rescuers have little control over 3n where in the hull the air so delivered will finally end up. The air bubbled up from tanks or hoses deployed beneath the ovesrturned vessel may not find its way to the air pocket where the victims are, but rather it may collect in another compartment. This could cause the stability of the boat to be compromised, causing the boat to roll towards upright, lose its air pocket and sink, possibly killing the trapped persons and any rescue divers in or under the hull. Also, If the air does not reach the air pocket where the survivors are, they of course will not have the benefit of an increased breathable air supply.
The air bubbled up from under the vessel that does reach the targeted air pocket may have to breach a film of oil commonly found on the surface of the water around capsized vessels. This process results in oil contamination of the atmosphere as the air bubbles through the film, sometimes to the degree that the air is unbreathable.
1o Because air for trapped persons eventually will be exhausted, rescuers sometimes take the desperate measure of cutting a hole in the exposed hull of the vessel with the hope of extracting victims before the vessel sinks as the air pocket is lost. This action has sometimes had disastrous results.
The use of heavy lift gear is available only in those locations serviced by large 1s industrial marine vessels. This limits the likelihood that these capabilities will be close enough to provide assistance in a timely manner to the scene of a casualty in areas away from main marine traffic lanes or major ports.
Examples of the dangers and deficiencies listed above are documented in the following Canadian Transportation Safety Board reports: Report No. 453 "Flying O"
20 overturned fishing vessel, April 26, 1985; Report No. M93W1050 "Arctic TagluBona Vista" collision and overturning of fishing vessel, July 21, 1993; Report No.
"Courageous" overturned fishing vessel, June 20, 1995. See also Times Colonist newspaper, Victoria, BC, May 25, 1996: "Divers Slice Hull .. . hundreds of people .. .
drowned . . . Passengers trapped inside an air pocket had pounded on the hull for hours.
25 Seven hours after the ship capsized rescuers, cut two holes in the hull ...
... but pulled out just three people before the ferry suddenly sank."
Inventive Idea of the Hull Penetration System The ingenuity of this invention is the combination of existing technologies into a 3o new device that when used according to the method prescribed under the System safely accomplishes a breach of the exposed hull of an overturned vessel in which persons are believed to be trapped in order to deliver light and breathable air.
This rescue function was previously thought to be impracticable and dangerous.
See Stability of Capsized Fishing Vessels During Dive Rescue Operations, Terrance A.
Hall, Marine Technolo~v, Vol. 34, No 3, July 1997, page 175, "Do not pierce the hull above or near the level of the water inside the compartment, as this will cause air to escape and the vessel will sink further."
The hull penetration system solves the problem of maintaining an airtight seal while penetrating the hull of a capsized vessel and during the delivery of air and light into 1o the air pocket. When the components of the System are used according to the prescribed Method, the hull penetration system accomplishes a controlled breach through the containment wall of a pressurised space (such as the above water portion of the hull trapping an air pocket in an overturned boat) without allowing any air to escape during the breaching process or after the device is installed.
Further, the System allows air to be introduced into the space or to be vented or extracted from the space in a controlled manner, once the apparatus is installed. Further, the System allows the adding or venting of air to be performed both before and after a special purpose tube has been inserted into the space through an airtight seal in the apparatus. The method by which a tube is inserted through the apparatus also allows no 2o escape of air from the space.
The special purpose tubes that are inserted can be used to deliver light into the space or they can be the conduit through which audio and video signals, or signals from other sensors mounted in the end of the tube that extends into the space, can be sent into and out from the space.
Another inventive feature of the System is that at no time during installation or use is there a likelihood of a significant or catastrophic venting of air. The System's prescribed method of use is such that during each stage of the installation and operation there is an "abort" procedure that can be completed without the risk of significant air leakage. This is a safeguard against any uncontrollable venting of air from the air pocket, 3o such as might result from the mechanical failure of a System component.
Similarly, if the installation procedure or the use of the System has to be stopped due to overwhelming environmental conditions, such as huge waves, it is possible for rescuers to cease operations and secure the device, no matter what stage of installation or use has been reached. Also, the method of use includes a procedure for relocating the device on the hull of the vessel if it is necessary to do so - e.g. if the first site chosen was over a fuel tank or other problematic structural member - without a significant amount of air being lost from the air pocket.
The method calls for an initial stage where the base plate of the Device is fastened to the hull using self tapping screws. The airtightness of the deformable modified butyl rubber compound seal thus compressed between this base plate and the outer surface of to the hull can be then be tested by the introduction of pressurised air into the Device passing through the air inlet port in the upper chamber and through the open valve between the two chambers. Only when this seal is found to be effective does the penetration of the hull by the drill bit commence. If for some reason the airtightness of the seal is judged to be unsatisfactory, the operation can be aborted and the device either left in place or moved to another location on the hull.
The penetration operation can be aborted if necessary (e.g. if the hull site being breached is found to constitute the outer wall of an internal fuel tank) and the site secured with little risk of air escaping from the air pocket.
The inventive method by which the abort procedure is completed without risk of 2o significant air loss utilises a hardwood bung to plug the hole in the hull, employed with careful regard to the opening and closing of the device's ball valve. The bung is long enough so that when passed through the device and pounded into the hole in the hull the top end of the bung protrudes slightly above the top of the upper chamber of the device.
The diameter of the bung is such that it will pass through the ball valve in the device and firmly plug the hole made in the hull by the drill bit.
The ball valve remains closed until the bung is passed into the Device and about to be pounded into the hole. Thus, if the hole has been made in a problematic site in the hull, the drillshaft (or special purpose tube if one has already been inserted) can be withdrawn from the device and the ball valve can be closed, preventing unwanted escape so of air from the air pocket.
After the bung is firmly in place plugging the hole in the hull, the fasteners holding the base plate of the device to the hull are removed one at a time, and wood dowels are pounded into the fastener holes as a measure to ensure no air escapes from these holes. Then the base plate is carefully separated from the hull and carefully lifted up so as not to disturb the bung or the dowels. A$er the device is clear of the bung and the dowels, the bung and the dowels are pounded #lush with the hull or cut off flush with the hull, and the device is fitted with a new rnodif~ed butyl rubber gasket on the base plate and is ready to be relocated to a Iess problematic site on the hull.
to How the Hull Penetration System Overcomes Difficulties of Existing Methods for Assistin~Persons Trapped in Overturned Vessels The hull penetration system can be used by first responders such as Coast Guard personnel arriving at overturned vessel situations, due to its portability and readily available power supply. Further, it can be installed and operated by persons who are not 15 underwater divers, eliminating the immediate need for rescue divers who would normally be the only means for determining the existence of survivors (especially unconscious survivors who would not be able to signal their presence by tapping on the hull).
The System components are small enough to be contained in a hard shell, weathertight case including the device itself and all equipment necessary for its 20 operation, except for a supply of compressed air. Such a kit weighs about sixty (60) pounds. The compressed air is supplied from SCUBA tanks or from fue fighters' portable air bottles. These tanks arid bottles are normally readily available in the marine environment from medium-sued and larger commercial vessels and from any Coast Guard or government vessel. It is desirable that dedicated air tanks be stored with the 25 deployment kit for ready use. This arrangement allows the total System to be earned on medium-size Rescue craft (e.g. a fi5 feet Goast Guard Cutter.) or stored at shore Rescue stations, and then taken to an overturned vessel by small fast response craft (e.g. an 18 foot rigid hull inflatable) or by helicopter. This allows the System to be available for delivery to, and practical for use, in remote areas. The existing methods rely on the use 30 of rescue divers andlor heavy lift machinery.
The System can be installed and operated in harsh marine conditions, even under water, making it practical for rescue operations and the salvage of vessels that have sunk.
Further, the System can be used to breach a hull where no fitting has been previously built into the hull for the purpose of allowing an airtight breach to be made.
The System can penetrate hull materials and thicknesses of the type found on vessels with a high incidence of capsize.
How the System overcomes the difficulties and deficiencies experienced by Rescuers using existing methods and equipment:
The capability of delivering air to, and venting air from, a targetted air pocket means ~o the stability and buoyancy of the overturned vessel can be better controlled, thus reducing the risk of the vessel rolling towards upright with the consequent loss of the air pocket and the sinking of the vessel.
The survivability of victims will be prolonged, giving rescuers more time to obtain equipment and personnel required for safe extrication. Calmer victims will be easier to rescue, which is especially important if rescue is attempted by divers.
Light will be a "reference point" for rescue divers to find their way to and from the air pocket, indicating which way is "up", as well as marking the location of the air pocket. This light will also assist the rescue divers to avoid hazards (e.g.
entanglement) while operating in the air pocket.
2o Rescuers may obtain information about conditions in the lighted air pocket from conscious victims. This information will assist them to assess the risks involved in the rescue operation and will help them to formulate plans to mitigate these risks.
Non-diver rescuers can take action (i.e. use of the System) to directly assist victims.
This may lessen the danger of others on scene being becoming frustrated because they perceive that professional responders are taking no "action". As a result of this perception, these others on scene sometimes undertake "desperate" measures, such as righting the vessel with the consequent risk of the air pocket being lost and the vessel sinking, or cutting a hole in the overturned hull, which would endanger the trapped persons.
3o The System uses waterproof chemical light sticks or sealed light emitting diode (LED) assemblies. Bottled compressed air is used for power to the fastening tool and for delivering air to the air pocket. Thus the System can be operated without risk of failure due to being doused with water.
How the System overcomes the difficulties and deficiencies experienced by Trapped Persons when rescuers use existing methods and equipment:
Fresh air - uncontaminated by oil particles from surface oil film that is disturbed by air bubbling up as in existing methods - will prolong survival time for trapped persons, especially in contaminated or small air pockets. Added air, when delivered to the appropriate part of the overturned hull, as can be done with the System, will increase the size of the air pocket and cause the overturned vessel to rise up, giving victims more 1o chance of getting up out of the water, thereby reducing risk of hypothermia.
The capability for Rescuers to vent air from the air pocket prevents the boat from becoming unstable due to too much buoyancy and therefor rolling towards upright, losing the air pocket and possibly sinking.
Light will allow victims to take "self rescue" actions - e.g. raise themselves up out of 15 cold water onto ledges or floating items, count heads, pass information to rescuers, and perform first aid for others such as lifting the face of an unconscious person out of water and treating wounds.
Light and air will calm the victims, lessening panic and its harmful results such as hyperventilation, excessive consumption of air and shock. This will further prolong their 20 survival time.
The ability to talk with rescuers will calm victims and provide them with information that will increase their chances for survival, such as first aid instructions and instructions for preparing for extrication.
Zs Brief Description of the Drawings In drawings which illustrate embodiments of the invention:
Figure 1 is a side view in partial section of the device that is the main component of the hull penetration system, along with the air inlet, the drillshaft with its airtight cap, the gasket and a fastening screw.
3o Figure 2 shows top views of the three caps used with the device (solid cap, special purpose tube cap and drillshaft cap) and a side view of the device with a cap installed.
Figure 3 is a side view of the device with the valve handle visualised in two positions and a plan view of the device.
Figures 4(a) and 4(b) are side views of the two special purpose tubes - the light stick tube and the audio-visual equipment tube.
Figure 5 is a schematic representation of the components used for installation of the device.
Figure 6 is a schematic representation of the components of the System with a special purpose tube installed.
to Detailed Description of the Invention With specific reference to the drawings, the preferred embodiment shown in Figure 1 depicts the hull penetration device (10) of the present invention. It consists of an upper chamber (11) and a lower chamber (12). Each chamber has a threaded male end by which each is joined to a ball valve (14). The upper chamber has two passages threaded 15 into it; the air supply passage is threaded to receive an air supply fitting (15), whereas the upper passage is threaded to receive the solid cap (16), the drillshaft cap (17) or the special purpose tube cap (18). The lower chamber is widened internally to provide sufficient space to receive debris produced in the course of drilling through the hull (13), and it is flanged so that its lower end forms a base plate (19) by which the device is 2o attached to the hull. The base plate is fastened to the hull by six hexagonal head self tapping screws (38) which are installed through holes (46) located near the corners of the hexagonal base plate.
A protective cover (20) extends from the lower portion of the upper chamber, over the ball valve, ending at the base plate. In the preferred embodiment of this device, the upper 2s and lower chambers and the cover are machined from 316 stainless steel, and the ball valve is cast 316 stainless steel.
The caps (16, 17, and 18) are used to provide an air-tight seal to the upper chamber throughout the course of the operation of the device. In the preferred embodiment, each cap is machined from Delrin~, and the fluted grip and threaded male end (22) are 3o identical for each style of cap. The solid cap (16) seals the device when it is not in use or at a time in the rescue operation when only the input of air into the hull is required. The Io drillshaft cap (17) is used to seal the device when the drillshaft (24) is installed in the device. The drillshaft cap (17) has three grooves (23) machined concentrically to the shaft passage; the upper and lower grooves receive the o-ring seals for the drillshaft, and the middle groove acts as a reservoir for lubricant for the drillshaft (24).
The drillshaft extends through the drillshaft cap, into the interior passages of the device. At the upper end of the drillshaft, three regions (2s) of the drillshaft have been machined flat to receive the fingers of the drill chuck. A stop collar (26) is positioned on the shaft above the drillshaft cap. On the lower end of the drillshaft, a bit has been attached to the drillshaft by means of a bit holder (28). The bit holder fastens to the 1o drillshaft and to the bit by roll pins (29) that are fit in passages cut through the diameter of the drillshaft and the bit shank. In the preferred embodiment, the drillshaft and the bit holder are stainless steel, and the drill bit (27) is a titanium-coated high-speed steel step bit.
The special purpose tube cap (18) is designed similarly to the drillshaft cap, but it has 1s only two interior grooves for the o-ring seals and no middle groove acting as a lubricant reservoir. The special purpose tube cap seals the hull penetration device when either of two tubes is placed in the device.
The special purpose tube for audio-visual equipment (32) provides a means to visually inspect the interior of the air pocket and to establish two-way voice communication with 2o persons trapped inside it. The lower end of this special purpose tube houses a miniature monochrome near-infrared video camera (33), LED light sources (34), speaker (3s), and microphone (36). An alternate special purpose tube (30) provides a means for introducing a high-intensity chemical light stick (31) into the air pocket.
Zs The Preferred Method of ~Jse of the Invention The preferred method of use of the invention by which the hull penetration device is deployed consists of the following steps: First, the hull of the capsized boat is inspected, and a site is chosen for the installation of the hull penetration device. The site is then scraped and cleaned. Next a modified butyl rubber compound gasket (37) is 3o applied to the base plate of the device. Then the device is mechanically attached to the hull (13) by hexagonal headed self drilling screws (38). These screws are driven into the hull with an air drill (39) that operates with a compressed air supply such as provided by compressed air bottles (40) and regulated by a pressure regulator (41). The device is also connected to the compressed air bottles by air hoses and a separate low-pressure regulator (42).
After the device has been fastened to the hull, the device is pressurised and tested for air leaks. After assuring that no leaks are present, the air supply to the device is turned off and the handle (43) to the ball valve of the device is turned to the closed position. Next, the drillshaft (24) is installed in the air drill (39).
Then the solid cap (16) of the device is removed, and the drillshaft cap is threaded 1o into the upper chamber of the device with the drill bit located closely beneath the drillshaft cap. After installing the drillshaft and cap into the device, the ball valve handle (43) is turned to the open position, and the drillshaft is pushed through the passage of the device until it touches the surface of the hull. The air drill is then operated until the drilling process is complete and the hull has been penetrated.
15 With the drilling completed, the air flow to the device may be immediately restored to provide breathable air to trapped persons inside the air pocket (44) and to optimise the buoyancy of the vessel. After the initial introduction of air into the hull is complete, the air supply (40) may be turned off, the drillshaft retracted until the drill bit reaches the lower end of the drillshaft cap, and the device valve (14) is then closed. At 2o this point, the drillshaft cap and drillshaft may be removed from the device, and either of the two special purpose tubes (30, 32) with their caps (18) may be installed in the device.
The diameter of the hole bored in the hull is slightly larger than either the drillshaft diameter or the diameter of the special purpose tubes, which allows air to be added into the air pocket through the device even when the drillshaft or a special purpose 25 tube is protruding through this hole. Similarly, air may be vented from the air pocket when any of these components is protruding through the hole in the hull. Air is vented by carefully loosening whichever air tight cap is in place on the device. The capability of venting air from the air pocket is important, as it gives the rescuer control over the buoyancy of the capsized vessel. Venting becomes necessary if there is so much air in 3o the air pocket that the vessel becomes unstable, rolls towards upright and loses the air in the air pocket, allowing the vessel to sink.
If only a light source is required, then the light stick tube (30) and cap are installed. A high intensity chemical light stick is placed by friction fit into the end (47) of the special purpose tube, that will protrude into the air pocket, providing light for trapped persons and rescue divers. This light stick may be removed by persons in the air pocket for portable use there, and more light sticks can be delivered to the air pocket by removing, reloading and reinstalling the special purpose tube as required. A
light stick may also be placed by friction fit into the opposite, upper end of the special purpose tube that protrudes above the special purpose tube cap, thus providing illumination for operators of the device on the surface. An airtight plug (21 ) in special purpose tube 1o prevents air from flowing through the tube from the air pocket to the atmosphere. The special purpose tube for light sticks is constructed of clear polycarbonate tubing. During daylight operations, the special purpose tube conducts a significant amount of ambient light down into the air pocket, in addition to that light provided by the light stick.
If audio-visual inspection of the air pocket is required, then the audio-visual tube is (32) and cap are installed. In either case, the installation proceeds by moving the cap to the lower end of either tube, threading the cap into the upper chamber of the device, opening the ball valve of the device, and pushing the tube through the device passage and the hole in the hull (45) into the air pocket (44) of the vessel. At this point the air supply to the device may be restored to provide additional air for the trapped persons and for 20 optimising the buoyancy of the vessel.
In order that a special purpose tube is not inadvertently pushed out from the air pocket once installed in the device (e.g. by persons trapped there, or by reason of higher air pressure in the air pocket) a lanyard (not shown in drawings) is attached permanently near the upper end of each tube. The lanyard's free end has a quick clip on it. In the 25 installation method for a special purpose tube, the operator attaches this quick clip to an eye (not shown in drawings) on the side of the upper chamber (11) just above the air inlet fitting (15). The length of the lanyard is such that this connection may be made only after the lower end of the tube has been inserted into the upper chamber. The connection of the lanyard is made after the special purpose tube cap (18) has been screwed into place in 3o the upper chamber but before the valve ( 14) has been opened. The reverse sequence is used when removing the special purpose tube.
Other Ways the Invention May be Put Into Operation 1. The System may have application in its present embodiment, or with some s modifications, to assist persons trapped in other craft or structures that are submerged or at risk of sinking, such as aircraft, automobiles, busses, military amphibious personnel carriers and trains.
2. The System may have application when it is desirable to breach the containment wall of a compartment (room, tank, etc.) and visually inspect the interior, or to take 1o samples of the atmosphere or liquid contents of the compartment or vent substances from within or pump liquids into or out from the space in a controlled manner.
Finally, the fact that neither th~;, United States Coast Guard, nor any other rescue 25 service known to the Applicants, employs this Underwater Rescue Device, US
Patent Number 4, 922,848, indicates its l~~ck of acceptance as a practicable response in rescue situations.
There are several dangers and insufficiencies related to the response method of bubbling air up from under a capsized vessel. Firstly, rescuers have little control over 3n where in the hull the air so delivered will finally end up. The air bubbled up from tanks or hoses deployed beneath the ovesrturned vessel may not find its way to the air pocket where the victims are, but rather it may collect in another compartment. This could cause the stability of the boat to be compromised, causing the boat to roll towards upright, lose its air pocket and sink, possibly killing the trapped persons and any rescue divers in or under the hull. Also, If the air does not reach the air pocket where the survivors are, they of course will not have the benefit of an increased breathable air supply.
The air bubbled up from under the vessel that does reach the targeted air pocket may have to breach a film of oil commonly found on the surface of the water around capsized vessels. This process results in oil contamination of the atmosphere as the air bubbles through the film, sometimes to the degree that the air is unbreathable.
1o Because air for trapped persons eventually will be exhausted, rescuers sometimes take the desperate measure of cutting a hole in the exposed hull of the vessel with the hope of extracting victims before the vessel sinks as the air pocket is lost. This action has sometimes had disastrous results.
The use of heavy lift gear is available only in those locations serviced by large 1s industrial marine vessels. This limits the likelihood that these capabilities will be close enough to provide assistance in a timely manner to the scene of a casualty in areas away from main marine traffic lanes or major ports.
Examples of the dangers and deficiencies listed above are documented in the following Canadian Transportation Safety Board reports: Report No. 453 "Flying O"
20 overturned fishing vessel, April 26, 1985; Report No. M93W1050 "Arctic TagluBona Vista" collision and overturning of fishing vessel, July 21, 1993; Report No.
"Courageous" overturned fishing vessel, June 20, 1995. See also Times Colonist newspaper, Victoria, BC, May 25, 1996: "Divers Slice Hull .. . hundreds of people .. .
drowned . . . Passengers trapped inside an air pocket had pounded on the hull for hours.
25 Seven hours after the ship capsized rescuers, cut two holes in the hull ...
... but pulled out just three people before the ferry suddenly sank."
Inventive Idea of the Hull Penetration System The ingenuity of this invention is the combination of existing technologies into a 3o new device that when used according to the method prescribed under the System safely accomplishes a breach of the exposed hull of an overturned vessel in which persons are believed to be trapped in order to deliver light and breathable air.
This rescue function was previously thought to be impracticable and dangerous.
See Stability of Capsized Fishing Vessels During Dive Rescue Operations, Terrance A.
Hall, Marine Technolo~v, Vol. 34, No 3, July 1997, page 175, "Do not pierce the hull above or near the level of the water inside the compartment, as this will cause air to escape and the vessel will sink further."
The hull penetration system solves the problem of maintaining an airtight seal while penetrating the hull of a capsized vessel and during the delivery of air and light into 1o the air pocket. When the components of the System are used according to the prescribed Method, the hull penetration system accomplishes a controlled breach through the containment wall of a pressurised space (such as the above water portion of the hull trapping an air pocket in an overturned boat) without allowing any air to escape during the breaching process or after the device is installed.
Further, the System allows air to be introduced into the space or to be vented or extracted from the space in a controlled manner, once the apparatus is installed. Further, the System allows the adding or venting of air to be performed both before and after a special purpose tube has been inserted into the space through an airtight seal in the apparatus. The method by which a tube is inserted through the apparatus also allows no 2o escape of air from the space.
The special purpose tubes that are inserted can be used to deliver light into the space or they can be the conduit through which audio and video signals, or signals from other sensors mounted in the end of the tube that extends into the space, can be sent into and out from the space.
Another inventive feature of the System is that at no time during installation or use is there a likelihood of a significant or catastrophic venting of air. The System's prescribed method of use is such that during each stage of the installation and operation there is an "abort" procedure that can be completed without the risk of significant air leakage. This is a safeguard against any uncontrollable venting of air from the air pocket, 3o such as might result from the mechanical failure of a System component.
Similarly, if the installation procedure or the use of the System has to be stopped due to overwhelming environmental conditions, such as huge waves, it is possible for rescuers to cease operations and secure the device, no matter what stage of installation or use has been reached. Also, the method of use includes a procedure for relocating the device on the hull of the vessel if it is necessary to do so - e.g. if the first site chosen was over a fuel tank or other problematic structural member - without a significant amount of air being lost from the air pocket.
The method calls for an initial stage where the base plate of the Device is fastened to the hull using self tapping screws. The airtightness of the deformable modified butyl rubber compound seal thus compressed between this base plate and the outer surface of to the hull can be then be tested by the introduction of pressurised air into the Device passing through the air inlet port in the upper chamber and through the open valve between the two chambers. Only when this seal is found to be effective does the penetration of the hull by the drill bit commence. If for some reason the airtightness of the seal is judged to be unsatisfactory, the operation can be aborted and the device either left in place or moved to another location on the hull.
The penetration operation can be aborted if necessary (e.g. if the hull site being breached is found to constitute the outer wall of an internal fuel tank) and the site secured with little risk of air escaping from the air pocket.
The inventive method by which the abort procedure is completed without risk of 2o significant air loss utilises a hardwood bung to plug the hole in the hull, employed with careful regard to the opening and closing of the device's ball valve. The bung is long enough so that when passed through the device and pounded into the hole in the hull the top end of the bung protrudes slightly above the top of the upper chamber of the device.
The diameter of the bung is such that it will pass through the ball valve in the device and firmly plug the hole made in the hull by the drill bit.
The ball valve remains closed until the bung is passed into the Device and about to be pounded into the hole. Thus, if the hole has been made in a problematic site in the hull, the drillshaft (or special purpose tube if one has already been inserted) can be withdrawn from the device and the ball valve can be closed, preventing unwanted escape so of air from the air pocket.
After the bung is firmly in place plugging the hole in the hull, the fasteners holding the base plate of the device to the hull are removed one at a time, and wood dowels are pounded into the fastener holes as a measure to ensure no air escapes from these holes. Then the base plate is carefully separated from the hull and carefully lifted up so as not to disturb the bung or the dowels. A$er the device is clear of the bung and the dowels, the bung and the dowels are pounded #lush with the hull or cut off flush with the hull, and the device is fitted with a new rnodif~ed butyl rubber gasket on the base plate and is ready to be relocated to a Iess problematic site on the hull.
to How the Hull Penetration System Overcomes Difficulties of Existing Methods for Assistin~Persons Trapped in Overturned Vessels The hull penetration system can be used by first responders such as Coast Guard personnel arriving at overturned vessel situations, due to its portability and readily available power supply. Further, it can be installed and operated by persons who are not 15 underwater divers, eliminating the immediate need for rescue divers who would normally be the only means for determining the existence of survivors (especially unconscious survivors who would not be able to signal their presence by tapping on the hull).
The System components are small enough to be contained in a hard shell, weathertight case including the device itself and all equipment necessary for its 20 operation, except for a supply of compressed air. Such a kit weighs about sixty (60) pounds. The compressed air is supplied from SCUBA tanks or from fue fighters' portable air bottles. These tanks arid bottles are normally readily available in the marine environment from medium-sued and larger commercial vessels and from any Coast Guard or government vessel. It is desirable that dedicated air tanks be stored with the 25 deployment kit for ready use. This arrangement allows the total System to be earned on medium-size Rescue craft (e.g. a fi5 feet Goast Guard Cutter.) or stored at shore Rescue stations, and then taken to an overturned vessel by small fast response craft (e.g. an 18 foot rigid hull inflatable) or by helicopter. This allows the System to be available for delivery to, and practical for use, in remote areas. The existing methods rely on the use 30 of rescue divers andlor heavy lift machinery.
The System can be installed and operated in harsh marine conditions, even under water, making it practical for rescue operations and the salvage of vessels that have sunk.
Further, the System can be used to breach a hull where no fitting has been previously built into the hull for the purpose of allowing an airtight breach to be made.
The System can penetrate hull materials and thicknesses of the type found on vessels with a high incidence of capsize.
How the System overcomes the difficulties and deficiencies experienced by Rescuers using existing methods and equipment:
The capability of delivering air to, and venting air from, a targetted air pocket means ~o the stability and buoyancy of the overturned vessel can be better controlled, thus reducing the risk of the vessel rolling towards upright with the consequent loss of the air pocket and the sinking of the vessel.
The survivability of victims will be prolonged, giving rescuers more time to obtain equipment and personnel required for safe extrication. Calmer victims will be easier to rescue, which is especially important if rescue is attempted by divers.
Light will be a "reference point" for rescue divers to find their way to and from the air pocket, indicating which way is "up", as well as marking the location of the air pocket. This light will also assist the rescue divers to avoid hazards (e.g.
entanglement) while operating in the air pocket.
2o Rescuers may obtain information about conditions in the lighted air pocket from conscious victims. This information will assist them to assess the risks involved in the rescue operation and will help them to formulate plans to mitigate these risks.
Non-diver rescuers can take action (i.e. use of the System) to directly assist victims.
This may lessen the danger of others on scene being becoming frustrated because they perceive that professional responders are taking no "action". As a result of this perception, these others on scene sometimes undertake "desperate" measures, such as righting the vessel with the consequent risk of the air pocket being lost and the vessel sinking, or cutting a hole in the overturned hull, which would endanger the trapped persons.
3o The System uses waterproof chemical light sticks or sealed light emitting diode (LED) assemblies. Bottled compressed air is used for power to the fastening tool and for delivering air to the air pocket. Thus the System can be operated without risk of failure due to being doused with water.
How the System overcomes the difficulties and deficiencies experienced by Trapped Persons when rescuers use existing methods and equipment:
Fresh air - uncontaminated by oil particles from surface oil film that is disturbed by air bubbling up as in existing methods - will prolong survival time for trapped persons, especially in contaminated or small air pockets. Added air, when delivered to the appropriate part of the overturned hull, as can be done with the System, will increase the size of the air pocket and cause the overturned vessel to rise up, giving victims more 1o chance of getting up out of the water, thereby reducing risk of hypothermia.
The capability for Rescuers to vent air from the air pocket prevents the boat from becoming unstable due to too much buoyancy and therefor rolling towards upright, losing the air pocket and possibly sinking.
Light will allow victims to take "self rescue" actions - e.g. raise themselves up out of 15 cold water onto ledges or floating items, count heads, pass information to rescuers, and perform first aid for others such as lifting the face of an unconscious person out of water and treating wounds.
Light and air will calm the victims, lessening panic and its harmful results such as hyperventilation, excessive consumption of air and shock. This will further prolong their 20 survival time.
The ability to talk with rescuers will calm victims and provide them with information that will increase their chances for survival, such as first aid instructions and instructions for preparing for extrication.
Zs Brief Description of the Drawings In drawings which illustrate embodiments of the invention:
Figure 1 is a side view in partial section of the device that is the main component of the hull penetration system, along with the air inlet, the drillshaft with its airtight cap, the gasket and a fastening screw.
3o Figure 2 shows top views of the three caps used with the device (solid cap, special purpose tube cap and drillshaft cap) and a side view of the device with a cap installed.
Figure 3 is a side view of the device with the valve handle visualised in two positions and a plan view of the device.
Figures 4(a) and 4(b) are side views of the two special purpose tubes - the light stick tube and the audio-visual equipment tube.
Figure 5 is a schematic representation of the components used for installation of the device.
Figure 6 is a schematic representation of the components of the System with a special purpose tube installed.
to Detailed Description of the Invention With specific reference to the drawings, the preferred embodiment shown in Figure 1 depicts the hull penetration device (10) of the present invention. It consists of an upper chamber (11) and a lower chamber (12). Each chamber has a threaded male end by which each is joined to a ball valve (14). The upper chamber has two passages threaded 15 into it; the air supply passage is threaded to receive an air supply fitting (15), whereas the upper passage is threaded to receive the solid cap (16), the drillshaft cap (17) or the special purpose tube cap (18). The lower chamber is widened internally to provide sufficient space to receive debris produced in the course of drilling through the hull (13), and it is flanged so that its lower end forms a base plate (19) by which the device is 2o attached to the hull. The base plate is fastened to the hull by six hexagonal head self tapping screws (38) which are installed through holes (46) located near the corners of the hexagonal base plate.
A protective cover (20) extends from the lower portion of the upper chamber, over the ball valve, ending at the base plate. In the preferred embodiment of this device, the upper 2s and lower chambers and the cover are machined from 316 stainless steel, and the ball valve is cast 316 stainless steel.
The caps (16, 17, and 18) are used to provide an air-tight seal to the upper chamber throughout the course of the operation of the device. In the preferred embodiment, each cap is machined from Delrin~, and the fluted grip and threaded male end (22) are 3o identical for each style of cap. The solid cap (16) seals the device when it is not in use or at a time in the rescue operation when only the input of air into the hull is required. The Io drillshaft cap (17) is used to seal the device when the drillshaft (24) is installed in the device. The drillshaft cap (17) has three grooves (23) machined concentrically to the shaft passage; the upper and lower grooves receive the o-ring seals for the drillshaft, and the middle groove acts as a reservoir for lubricant for the drillshaft (24).
The drillshaft extends through the drillshaft cap, into the interior passages of the device. At the upper end of the drillshaft, three regions (2s) of the drillshaft have been machined flat to receive the fingers of the drill chuck. A stop collar (26) is positioned on the shaft above the drillshaft cap. On the lower end of the drillshaft, a bit has been attached to the drillshaft by means of a bit holder (28). The bit holder fastens to the 1o drillshaft and to the bit by roll pins (29) that are fit in passages cut through the diameter of the drillshaft and the bit shank. In the preferred embodiment, the drillshaft and the bit holder are stainless steel, and the drill bit (27) is a titanium-coated high-speed steel step bit.
The special purpose tube cap (18) is designed similarly to the drillshaft cap, but it has 1s only two interior grooves for the o-ring seals and no middle groove acting as a lubricant reservoir. The special purpose tube cap seals the hull penetration device when either of two tubes is placed in the device.
The special purpose tube for audio-visual equipment (32) provides a means to visually inspect the interior of the air pocket and to establish two-way voice communication with 2o persons trapped inside it. The lower end of this special purpose tube houses a miniature monochrome near-infrared video camera (33), LED light sources (34), speaker (3s), and microphone (36). An alternate special purpose tube (30) provides a means for introducing a high-intensity chemical light stick (31) into the air pocket.
Zs The Preferred Method of ~Jse of the Invention The preferred method of use of the invention by which the hull penetration device is deployed consists of the following steps: First, the hull of the capsized boat is inspected, and a site is chosen for the installation of the hull penetration device. The site is then scraped and cleaned. Next a modified butyl rubber compound gasket (37) is 3o applied to the base plate of the device. Then the device is mechanically attached to the hull (13) by hexagonal headed self drilling screws (38). These screws are driven into the hull with an air drill (39) that operates with a compressed air supply such as provided by compressed air bottles (40) and regulated by a pressure regulator (41). The device is also connected to the compressed air bottles by air hoses and a separate low-pressure regulator (42).
After the device has been fastened to the hull, the device is pressurised and tested for air leaks. After assuring that no leaks are present, the air supply to the device is turned off and the handle (43) to the ball valve of the device is turned to the closed position. Next, the drillshaft (24) is installed in the air drill (39).
Then the solid cap (16) of the device is removed, and the drillshaft cap is threaded 1o into the upper chamber of the device with the drill bit located closely beneath the drillshaft cap. After installing the drillshaft and cap into the device, the ball valve handle (43) is turned to the open position, and the drillshaft is pushed through the passage of the device until it touches the surface of the hull. The air drill is then operated until the drilling process is complete and the hull has been penetrated.
15 With the drilling completed, the air flow to the device may be immediately restored to provide breathable air to trapped persons inside the air pocket (44) and to optimise the buoyancy of the vessel. After the initial introduction of air into the hull is complete, the air supply (40) may be turned off, the drillshaft retracted until the drill bit reaches the lower end of the drillshaft cap, and the device valve (14) is then closed. At 2o this point, the drillshaft cap and drillshaft may be removed from the device, and either of the two special purpose tubes (30, 32) with their caps (18) may be installed in the device.
The diameter of the hole bored in the hull is slightly larger than either the drillshaft diameter or the diameter of the special purpose tubes, which allows air to be added into the air pocket through the device even when the drillshaft or a special purpose 25 tube is protruding through this hole. Similarly, air may be vented from the air pocket when any of these components is protruding through the hole in the hull. Air is vented by carefully loosening whichever air tight cap is in place on the device. The capability of venting air from the air pocket is important, as it gives the rescuer control over the buoyancy of the capsized vessel. Venting becomes necessary if there is so much air in 3o the air pocket that the vessel becomes unstable, rolls towards upright and loses the air in the air pocket, allowing the vessel to sink.
If only a light source is required, then the light stick tube (30) and cap are installed. A high intensity chemical light stick is placed by friction fit into the end (47) of the special purpose tube, that will protrude into the air pocket, providing light for trapped persons and rescue divers. This light stick may be removed by persons in the air pocket for portable use there, and more light sticks can be delivered to the air pocket by removing, reloading and reinstalling the special purpose tube as required. A
light stick may also be placed by friction fit into the opposite, upper end of the special purpose tube that protrudes above the special purpose tube cap, thus providing illumination for operators of the device on the surface. An airtight plug (21 ) in special purpose tube 1o prevents air from flowing through the tube from the air pocket to the atmosphere. The special purpose tube for light sticks is constructed of clear polycarbonate tubing. During daylight operations, the special purpose tube conducts a significant amount of ambient light down into the air pocket, in addition to that light provided by the light stick.
If audio-visual inspection of the air pocket is required, then the audio-visual tube is (32) and cap are installed. In either case, the installation proceeds by moving the cap to the lower end of either tube, threading the cap into the upper chamber of the device, opening the ball valve of the device, and pushing the tube through the device passage and the hole in the hull (45) into the air pocket (44) of the vessel. At this point the air supply to the device may be restored to provide additional air for the trapped persons and for 20 optimising the buoyancy of the vessel.
In order that a special purpose tube is not inadvertently pushed out from the air pocket once installed in the device (e.g. by persons trapped there, or by reason of higher air pressure in the air pocket) a lanyard (not shown in drawings) is attached permanently near the upper end of each tube. The lanyard's free end has a quick clip on it. In the 25 installation method for a special purpose tube, the operator attaches this quick clip to an eye (not shown in drawings) on the side of the upper chamber (11) just above the air inlet fitting (15). The length of the lanyard is such that this connection may be made only after the lower end of the tube has been inserted into the upper chamber. The connection of the lanyard is made after the special purpose tube cap (18) has been screwed into place in 3o the upper chamber but before the valve ( 14) has been opened. The reverse sequence is used when removing the special purpose tube.
Other Ways the Invention May be Put Into Operation 1. The System may have application in its present embodiment, or with some s modifications, to assist persons trapped in other craft or structures that are submerged or at risk of sinking, such as aircraft, automobiles, busses, military amphibious personnel carriers and trains.
2. The System may have application when it is desirable to breach the containment wall of a compartment (room, tank, etc.) and visually inspect the interior, or to take 1o samples of the atmosphere or liquid contents of the compartment or vent substances from within or pump liquids into or out from the space in a controlled manner.
3. The System may be used to salvage overturned or even sunken boats (as it may be operated under water), by increasing and controlling buoyancy and stability of the vessel by adding air into or venting air from its various compartments.
is List of Reference Characters: Hull Penetration System NUMBER ITEM FIGURE
1. Hull Penetration A aratus, ial section 2. Hull Penetration A aratus elevation; Ca s, to views 3. Hull Penetration A aratus, elevation and to view
is List of Reference Characters: Hull Penetration System NUMBER ITEM FIGURE
1. Hull Penetration A aratus, ial section 2. Hull Penetration A aratus elevation; Ca s, to views 3. Hull Penetration A aratus, elevation and to view
4. 4.a Special Purpose Tube, Light Stick Delivery 4.b S cial se Tube, Audio Video E ui ment
5. Hull Penetration S stem, eneral arran ement rior to netratin hull
6. Hull Penetration System, general arrangement with Special Purpose Tube in lace
7. Not used
8. Not used
9. Not used
10. Hull Penetration A aratus 1,5
11. U r Chamber 1
12. Lower Chamber 1
13. Vessel Hull 1,5
14. Ball Valve 1
15. Air Su 1 Fittin 1
16. Solid Ca 2
17. Drillshaft Ca 1,2,3,5
18. S ial ose Tube Ca 2,4,6
19. Base Plate 1,2,3
20. Protective Cover 1,2,3
21. Air Ti t Plu in S ecial ose Tube for Li htsticks6
22. Threaded Male End of Ca 1
23. Groove for "O" Rin s and Lubricant Reservoir1
24. Drillshaft 1,5
25. Flats on Drillshaft to receive Drill Chuck 1 Fin ers
26. Sto Collar 1,5
27. Drill Bit 1,5
28. Bit Holder 1
29. Roll Pins 1
30. S ecial P ose Tube for Chemical Li t 4~6
31. Chemical Li ht Stick
32. S ial ose Tube for Audio Video E ui ment 4
33. Miniature Near-Infrared MonochromeVideo camera4
34. Li ht Emittin Diodes (LEDs) Li t Source 4
35. S aker 4
36. Micro hone 4
37. Modified But 1 Rubber Com ound Gasket 1,5
38. Hexa onal Head Self Drillin Screw 1,5
39. Air Drill g
40. Com ressed Air Bottles g
41. Re lators for Air Su 1 to Drill g
42. Re lators for Air Su 1 to Hull Penetration 5 A tus
43. Handle for Ball Valve 1,3,5
44. Air Pocket in Ca sized Vessel 1,5
45. Hole Bored throu Hull 1
46. Hole for Self Ta in Hex Head Screw 3
47. S ecial se Tube, end rotrudin into Air Pocket6
Claims (19)
1. A hull penetration device which is for use on the hull of a capsized vessel: the purpose of the said device being to introduce air into said vessel in a controlled manner from a source of compressed air communicating with the said device, which is comprised of two chambers joined by a valve, such that one chamber, hereafter called the upper chamber, is fitted with a port for admitting said compressed air and an end of said upper chamber opposite to said valve is sealed with a solid threaded cap, whereas an end of the other chamber, hereafter called the lower chamber, that is opposite to said valve, is formed to a flanged surface such that said hull penetration device may be mounted by said flanged surface onto said hull in an airtight manner.
2. A method for assisting persons trapped within the hull of a capsized vessel, that employs said hull penetration device of claim 1, by which said hull is penetrated without allowing the uncontrolled escape of air from said hull, said method consisting of the following steps:
- Selecting the site at which the hull is to be penetrated;
- Scraping and wiping clean said site;
- Affixing a gasket to the flanged surface of said hull penetration device that will effect an air-tight seal of said hull penetration device to said hull;
- Attaching one end of an air hose to the port on the said upper chamber of said hull penetration device and attaching the other end of said air hose to a source of pressurized air on which a shut-off valve and pressure regulator has been installed;
- Positioning said hull penetration device at said penetration site such that said gasket is in contact with the surface of said hull;
- Fastening said hull penetration device to said hull using fasteners capable of penetrating said hull and sealing the passages created by said fasteners;
- Closing the valve of said hull penetration device;
- Removing said solid threaded cap from the upper chamber of said hull penetration device;
- Installing into the upper chamber of said hull penetration device a threaded cap that has the same design as said solid threaded cap but into which a passage has been machined and a drillshaft inserted into said passage, with said passage being sealed by a mechanical seal that allows the drillshaft both to rotate and move back and forth in said passage of said threaded cap without allowing pressurized air to escape from said hull penetration device;
- Opening the valve in said hail penetration device and advancing toward said hull surface said drillshaft which on the end contained in said hull penetration device, there is attached a drill bit that is capable of penetrating said hull surface;
- Attaching to the end of said drillshaft that is protruding from said hull penetration device a drill motor with sufficient power to enable said drill bit to cut through said hull surface;
Drilling through said hull surface;
- Opening the valve and adjusting the pressure regulator of said source of pressurized air to allow said pressurized air to flow through said hull penetration device and into said hull;
- Closing the valve on said air supply tank when sufficient air has been admitted to said hull cavity;
- Retracting said drillshaft from said hull until the drill bit on said shaft is positioned within the upper chamber of said hull penetration device;
- Closing the valve of said hull penetration device and removing the cap containing said drillshaft;
- Installing in the upper clamber of said hull penetration device a cap whose design and function is similar to said drillshaft cap but into which a special purpose tube has been inserted that contains one or more of the following devices;
- a source of visible light - a miniaturized video camera - a microphone and miniaturized speaker Opening the valve of said hull penetration device and advancing said special purpose tube into the cavity of said hull;
- Inspecting the interior of said hull cavity for trapped persons and establishing communication with them.
- Selecting the site at which the hull is to be penetrated;
- Scraping and wiping clean said site;
- Affixing a gasket to the flanged surface of said hull penetration device that will effect an air-tight seal of said hull penetration device to said hull;
- Attaching one end of an air hose to the port on the said upper chamber of said hull penetration device and attaching the other end of said air hose to a source of pressurized air on which a shut-off valve and pressure regulator has been installed;
- Positioning said hull penetration device at said penetration site such that said gasket is in contact with the surface of said hull;
- Fastening said hull penetration device to said hull using fasteners capable of penetrating said hull and sealing the passages created by said fasteners;
- Closing the valve of said hull penetration device;
- Removing said solid threaded cap from the upper chamber of said hull penetration device;
- Installing into the upper chamber of said hull penetration device a threaded cap that has the same design as said solid threaded cap but into which a passage has been machined and a drillshaft inserted into said passage, with said passage being sealed by a mechanical seal that allows the drillshaft both to rotate and move back and forth in said passage of said threaded cap without allowing pressurized air to escape from said hull penetration device;
- Opening the valve in said hail penetration device and advancing toward said hull surface said drillshaft which on the end contained in said hull penetration device, there is attached a drill bit that is capable of penetrating said hull surface;
- Attaching to the end of said drillshaft that is protruding from said hull penetration device a drill motor with sufficient power to enable said drill bit to cut through said hull surface;
Drilling through said hull surface;
- Opening the valve and adjusting the pressure regulator of said source of pressurized air to allow said pressurized air to flow through said hull penetration device and into said hull;
- Closing the valve on said air supply tank when sufficient air has been admitted to said hull cavity;
- Retracting said drillshaft from said hull until the drill bit on said shaft is positioned within the upper chamber of said hull penetration device;
- Closing the valve of said hull penetration device and removing the cap containing said drillshaft;
- Installing in the upper clamber of said hull penetration device a cap whose design and function is similar to said drillshaft cap but into which a special purpose tube has been inserted that contains one or more of the following devices;
- a source of visible light - a miniaturized video camera - a microphone and miniaturized speaker Opening the valve of said hull penetration device and advancing said special purpose tube into the cavity of said hull;
- Inspecting the interior of said hull cavity for trapped persons and establishing communication with them.
3. The method for assisting persons trapped within the hull of a capsized vessel according to claim 2, in which said gasket is composed of a modified butyl rubber compound.
4. The method for assisting persons trapped within the hull of a capsized vessel according to claim 2, in which said fasteners of said hull penetration device are hexagonal headed self drilling screws each with a steel washer and neophrene washer that are bonded together.
5. The method for assisting persons trapped within the hull of a capsized vessel according to claim 2, in which said drill bit is a titanium-coated high speed steel step bit.
6. The method for assisting persons trapped within the hull of a capsized vessel according to claim 5, in which said titanium-coated high speed steel step bit is attached to a stainless steel drillshaft by means of a stainless steel bit holder that is fastened to both said drillshaft and said titanium-coated high speed steel step bit by means of stainless steel roll pins.
7. The method for assisting persons trapped within the hull of a capsized vessel according to claim 6, in which said stainless steel drillshaft has three flat surfaces machined into the end of said drillshaft opposite to the bit holder such that said surfaces will be aligned with the fingers of the chuck of said drill motor.
8. The method for assisting persons trapped within the hull of a capsized vessel according to claim 2, in which said drillshaft cap is composed of Delrin~ into which a passage slightly larger than said drillshaft has been machined and into which three grooves that surround the drillshaft passage have been cut such that two of said grooves are sufficient to contain O-ring seals and the third groove which is located between the other said grooves, acts as a reservoir for lubricant.
9. The method for assisting persons trapped within the hull of a capsized vessel according to claim 2, in which said special purpose tube cap is composed of Delrin ®into which a passage slightly larger than said special purpose tube has been machined and into which two grooves that surround the drillshaft passage have been cut such that said grooves are sufficient to contain O-ring seals.
10. The method for assisting persons trapped within the hull of a capsized vessel according to claim 2, in which a special purpose tube is composed of polycarbonate and functions as a holder for a chemical light stick.
11. The method for assisting persons trapped within the hull of a capsized vessel according to claim 2, in which a special purpose tube is composed of stainless steel and functions as a housing for a miniaturized monochrome video camera, a light emitting diode (LED) light source and a miniaturized microphone and loudspeaker.
12. The method for assisting persons trapped within the hull of a capsized vessel according to claims 2 or 7, in which said drill motor is a reversible drive air drill that is powered by pressurized air supplied by said source of pressurized air.
13. The method for assisting persons trapped within the hull of a capsized vessel according to claim 2, in which the source of pressurized air is either a SCUBA
tank or a portable fire fighter's air bottle, or some other source of pressurized air.
tank or a portable fire fighter's air bottle, or some other source of pressurized air.
14. The hull penetration device according to claim 1, in which the chambers are machined from stainless steel.
15. The hull penetration device according to claim 1, in which the lower chamber forms a reservoir for debris created as said titanium-coated high speed steel step bit of claim 5 cuts through said hull surface.
16. The hull penetration device according to claim 1, in which the flanged surface of the lower chamber is a hexagonal plate of stainless steel into which passages have been drilled near the vertices of the plate that will allow said hexagonal headed self drilling screws of claim 4 to pass through them.
17. The hull penetration device according to claim 1, in which the valve is a stainless steel ball valve.
18.The hull penetration device according to claim 1, in which the solid cap is composed of Delrin~.
19. The hull penetration device according to claim 1, in which said valve and chamber assembly is contained within a protective stainless steel housing.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA002278111A CA2278111C (en) | 1999-07-21 | 1999-07-21 | Hull penetration system |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA002278111A CA2278111C (en) | 1999-07-21 | 1999-07-21 | Hull penetration system |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CA2278111A1 CA2278111A1 (en) | 2001-01-21 |
| CA2278111C true CA2278111C (en) | 2003-06-03 |
Family
ID=4163808
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA002278111A Expired - Lifetime CA2278111C (en) | 1999-07-21 | 1999-07-21 | Hull penetration system |
Country Status (1)
| Country | Link |
|---|---|
| CA (1) | CA2278111C (en) |
Families Citing this family (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US11427286B2 (en) | 2019-05-17 | 2022-08-30 | Cm Technologies, Inc. | Hull penetration assembly, components thereof and methods related thereto |
| CN111717385A (en) * | 2020-05-28 | 2020-09-29 | 河北柒壹壹玖工业自动化技术有限公司 | Unmanned aerial vehicle flame injection device for removing wire rubbish |
| CN112484576A (en) * | 2020-12-07 | 2021-03-12 | 湖南翰坤实业有限公司 | Fighting equipment |
-
1999
- 1999-07-21 CA CA002278111A patent/CA2278111C/en not_active Expired - Lifetime
Also Published As
| Publication number | Publication date |
|---|---|
| CA2278111A1 (en) | 2001-01-21 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| EEER | Examination request | ||
| MKEX | Expiry |
Effective date: 20190722 |