WO2002068261A9 - Site de revetement ferme a l'environnement destine a des navires - Google Patents

Site de revetement ferme a l'environnement destine a des navires

Info

Publication number
WO2002068261A9
WO2002068261A9 PCT/US2002/005531 US0205531W WO02068261A9 WO 2002068261 A9 WO2002068261 A9 WO 2002068261A9 US 0205531 W US0205531 W US 0205531W WO 02068261 A9 WO02068261 A9 WO 02068261A9
Authority
WO
WIPO (PCT)
Prior art keywords
module
ship
translating
depot
translating module
Prior art date
Application number
PCT/US2002/005531
Other languages
English (en)
Other versions
WO2002068261A1 (fr
Inventor
Richard A Goldbach
Original Assignee
Metro Machine Corp
Richard A Goldbach
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Metro Machine Corp, Richard A Goldbach filed Critical Metro Machine Corp
Publication of WO2002068261A1 publication Critical patent/WO2002068261A1/fr
Publication of WO2002068261A9 publication Critical patent/WO2002068261A9/fr

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B17/00—Vessels parts, details, or accessories, not otherwise provided for
    • B63B17/02—Awnings, including rigid weather protection structures, e.g. sunroofs; Tarpaulins; Accessories for awnings or tarpaulins
    • B63B17/023—Hatchway tents, e.g. for weather protection of cargo during loading or unloading
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B59/00—Hull protection specially adapted for vessels; Cleaning devices specially adapted for vessels
    • B63B59/06—Cleaning devices for hulls
    • 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
    • B63C1/00—Dry-docking of vessels or flying-boats
    • B63C1/02—Floating docks
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T70/00—Maritime or waterways transport

Definitions

  • the present invention relates to a ship blasting and coating depot that is environmentally enclosed to prevent escape of blasting and coating materials to the atmosphere, reduce ship out of service time and to reduce costs associated with the blasting and coating.
  • the largest single source of shipyard pollution is that associated with the coating of steel structure.
  • the Applicant's A & MST Shipyard utilizes a blasting and coating system that not only produces an extraordinary finished coating quality, but also captures all blasting residue and releases virtually no volatile organic compounds (VOCs).
  • VOCs volatile organic compounds
  • CAPE® Compliant All-Position Enclosure
  • the CAPE® system increases shipyard productivity by allowing blasting and painting regardless of the weather.
  • both the atmospheric conditions and the condition the hull's surface must be within the paint manufacturers' specifications.
  • These coating application specifications include the air temperature and the temperature of the hull's surface, relative humidity of air, condition of the steel, and the surface profile of the steel.
  • the CAPE® system eliminates temperature and moisture related paint failures, increasing the life of the coating.
  • Use of the CAPE® system greatly decreases the amount of waste, expediting the ship hull coating process, and therefore reducing shipyard costs, protecting worker safety, complying with environmental regulations and providing the customer with a quality product.
  • CAPE® encloses a portion of the perimeter of the ship's hull with a series of 10 to 15 rigid, portable towers that follow contours of the ship's hull to make up the enclosure framework. Through a series of inflatable seals and fitted curtains, the tower system maintains a tight seal against the ship hull providing a completely controlled blasting and painting environment.
  • Open painting and blasting using either mineral or steel abrasive material, can be done an each movable platform.
  • Workers manipulate platforms through the use of simple controls to bring theme into working proximity of the ship's hull.
  • Each platform has fifty-two (52) feet (16 meters) of vertical motion and ten (10) feet (3 meters) of horizontal motion and can tilt about the horizontal access to follow the contour of the ship's hull.
  • a platform extension is available for blasting and painting areas inaccessible from the normal tower platforms, for ship hull and side areas that cannot be reached within the 10 foot horizontal extension. Blasting can be performed manually, or by use of a semi automatic shot blasting device capable of being mounted to the tower platforms.
  • the installed equipment provides all necessary CAPE® support services for a totally self-sufficient operation.
  • the support equipment includes equipment to circulate, filter, dehumidify, and heat the air, insuring optimum blasting and painting conditions.
  • Two blowers combine draw 60,000 cubic feet per minute (cfm) or 1,700 cubic meters per minute (cmm) of air from the ship painting capsule to the support equipment.
  • the air passes through a dust collector that filters out almost 100% of air-borne particles that are larger than 5 microns. From there, 11,000 cfm (285 cmm) of air vents to the atmosphere.
  • the vented air first passes through the VOC oxidizer.
  • This oxidizer heats the VOC latent air to 1,450°F (760°C), reducing the VOCs to carbon dioxide and water (with a destruction efficiency of 95%) before venting to the atmosphere.
  • the remaining 49,000 cfm (1,415 cmm air) of air passes through the fans and is blown through the dehumidifier, the heating coil, and than back to the enclosure.
  • the ship painting capsule operates at a slight vacuum, effectively containing the waste products caused by blasting and painting.
  • the support equipment also includes air compressors capable of producing 3,900 cfm (110 cmm) of dry air for abrasive pneumatic blasting equipment, paint spraying equipment, tool air, and airline respiration.
  • An emergency diesel generator provides 750 kW of power to the CAPE® equipment and towers when shore power is not used.
  • CAPE® provides enhanced worker safety by providing stable, easy to control work platforms which are much safer than the steerable manlifts currently in use by other shipyards for exterior hull painting. All of the electrical cables to the CAPE® use wiring and connections that meet electrical code requirements. The towers are electrically grounded to the dry dock, eliminating the risk of a static electrical discharge. High-pressure air hose connections on CAPE® are fittings and hoses that are selected for this service.
  • CAPE® combines blasting and painting operations into one smooth, controlled operation and provides year round coating application without weather delays. This results in a considerable cost savings to both Applicants and the ship owner.
  • CAPE® reduces by 99% fugitive dust created by the blasting operation when compared with existing open air operations. CAPE® also reduces the waste associated with the normal painting operation by increasing the amount of paint transferred from the paint gun to ship surface by eliminating the effects associated with wind and rain. Coating over spray to nearby buildings, equipment (ship board and dockside), and motor vehicles is also eliminated.
  • the United States Clean Air Act regulates the emission of VOCs, hazardous air pollutants (HAPs) and particles smaller than 10 microns in diameter (PM - 10s).
  • the United States Clean Water Act regulates storm water runoff and toxic discharges into water.
  • the blasting and painting of ship's hulls afloat and on dry docks generate considerable quantities (measured in tons) of VOCs, (HAPs) and PM 10s from abrasive blasting dust, paint over spray, and the paint curing process.
  • the CAPE® system virtually eliminates the emissions of particular pollutants into the air and water.
  • CAPE® has been reviewed onsite at the Applicant's Norfolk, Virginia shipyard by the U.S. Environmental.
  • the CAPE® system has been continuously used in production since 1995, first during the 1995/1996 dry-docking of the USS Seattle.
  • the Seattle dry-docking demonstrated the CAPE's unique capabilities to enable ship coating in the harshest weather, to enable all other concurrent work to be accomplished without the extensive disruption normal to ship coating, and the CAPE® system's unique capabilities to eliminate 100% of emissions to the air and water. Subsequent dry-dockings also demonstrated these capabilities, plus the ability to reduce noise and elapsed coating time, the ability to reduce coating costs by 2.3% and the ability to use the CAPE® system to uniquely facilitate the application of the U.S. Navy's newest 15 year coating system.
  • the present invention is an environmentally enclosed ship coating depot that can rapidly dry-dock and enclose a ship for blasting and coating, while reducing harmful pollutants to the air and water.
  • the depot includes a fixed module, a translating module and a hinged module.
  • the fixed module is positioned in a fixed mooring abutting the shoreline of the site.
  • the translating module is capable of movement toward the fixed module and away from the fixed module out into the body of water.
  • the translating module is also capable of vertical movement with respect to the surface of the body of water. That is, the translating module can be sunk to receive a ship therein or to lower the ship back into the water by filling internal water ballast tanks or can be raised to raise the ship by pumping the water out of the internal water ballast tanks.
  • the hinged module is pivotally mounted to a mooring positioned at an offshore end of the translating module when the translating module is positioned adjacent the fixed module.
  • the hinged module can be pivoted open to allow the translating module to be moved offshore or can be pivoted closed to attach to the translating module to allow CAPE® modules and supplies to be positioned around an offshore end of the ship contained in the depot and to allow enclosure of the depot from the atmosphere. With the depot, a ship can be enclosed and ready for blasting/coating within 24 hours of the ship first entering the translating module.
  • An alternative embodiment utilizes the fixed, translating and hinged modules as discussed above but does not completely enclose the ship as in the embodiment discussed above. Rather, once the ship is positioned on the ship coating depot, the ship is incrementally enclosed with a plurality of incremental enclosure systems adapted and sized to enclose one side of each of several operating positions for maintenance, blasting and coating operations. Each of the incremental enclosure systems utilizes a rotating roof panel and rotating side panels for enclosing portions of the ship. Mobile bulkheads positioned at the bow and stern of the ship can be used in conjunction with the incremental enclosure systems to enclose the ends of the ship.
  • Fig. 1 is a side elevational view of the environmentally enclosed ship coating depot of the present invention
  • Fig. 2 is a plan view of the depot of Fig. 1;
  • Fig. 3 is a side elevational view of the depot of Fig. 1 with the translating module translated offshore;
  • Fig. 4 is a plan view of the depot shown in Fig. 3;
  • Fig. 5 is a side elevational view of the depot of Fig. 3 with the translating module sunk;
  • Fig. 6 is a plan view of the depot of Fig. 5;
  • Fig. 7 is a plan view of the fixed module of the depot of the present invention;
  • Fig. 8 is a partial side elevational view of the depot of Fig. 1;
  • Fig. 9 is a front elevational view of the translating module of the depot of Fig. 1;
  • Fig. 10 is a plan view of nested sub-modules of the translating module of the present invention.
  • Figs. 11-14 are partial front elevational views of the translating module of the present invention showing details of the rapidly deployable canopy system
  • Fig. 15 is a front elevational view of a panel frame of the canopy system shown in Figs. 11-14
  • Fig. 16 is a side elevational view of the panel frame of Fig. 15;
  • Fig. 17 is a plan view of the panel frame of Fig. 15;
  • Fig. 18 is a plan view of the hinged module of the depot of Fig. 1;
  • Fig. 19 shows the various components of the CAPE® tower
  • Fig. 20 shows a shipyard transporter
  • Figs. 21-23 show CAPE® towers mounted on the shipyard transporters
  • Figs. 24-25 show different positioning of the CAPE® mounted transporter in the translating module
  • Fig. 26 shows a shipyard transporter mounted with a blast/vacuum/recycle unit and electrical generators
  • Figs. 27-32 show CAPE® and blast/vacuum/recycle unit mounted transporters positioned in the translating module;
  • Figs. 33-36 show the air circulation system of the depot
  • Figs 37-41 show different positions and extensions of the translating module canopy system;
  • Figs. 42 and 43 show a ship encapsulated in the enclosed depot;
  • Fig. 44 shows an interior view of the translating module with a ship and equipment mounted transporters positioned therein;
  • Fig. 45 shows a perspective view of a ship docked on the depot
  • Fig. 46 shows nine operating positions on the depot
  • Fig. 47 shows an exploded view of an incremental enclosure of an alternative embodiment of the invention.
  • Fig. 48 is a front perspective view of the incremental enclosure of Fig. 47 in an open position
  • Fig. 49 is a rear perspective view of the incremental enclosure of Fig. 47 in a partially closed position
  • Fig. 50 is a front perspective view of the incremental enclosure of Fig. 47 in a partially closed position
  • Fig. 51 is a front perspective view of the incremental enclosure of Fig. 47 in a stowed position
  • Fig. 52 is a partial perspective view of two incremental enclosures of Fig. 47 enclosing opposing sides of a schematic ship;
  • Fig. 53 is a partial side perspective view of a ship docked on the translating module and fixed module of the depot;
  • Fig. 54 is a top plan view of the depot with two incremental enclosures positioned on each of the fixed and hinged modules;
  • Fig. 55 is a top plan view of the depot shown in Fig. 54 showing paths of movement for each of the incremental enclosures;
  • Fig. 56 is a partial perspective view of the translating module showing a t-rail mounted to a wing wall of the translating module;
  • Fig. 57 is a partial perspective view of the depot showing an incremental enclosure placed in the stowed position on the fixed module;
  • Fig. 58 is a partial perspective view of the depot showing the incremental enclosure in the stowed position moved onto the translating module for protection from heavy weather;
  • Fig. 59 is a partial perspective view of the depot showing two incremental enclosures positioned on the fixed module and enclosing opposing sides of the stern of a ship;
  • Fig. 60 shows two incremental enclosures positioned on the hinged module ready to be moved into position to enclose a portion of the ship;
  • Fig. 61 is a front elevational view showing a mobile bulkhead in an open position
  • Fig. 62 is a front elevational view showing a mobile bulkhead in a closed position
  • Fig. 63 is a side elevational view showing a mobile bulkhead in a closed position
  • Fig. 64 is a bow end perspective view of the depot showing incremental enclosures and a mobile bulkhead in position with respect to a ship;
  • Fig. 65 is a partial stern perspective view of the depot showing incremental enclosures and a mobile bulkhead in position with respect to a ship;
  • Fig. 66 is a partial perspective view of the depot showing a mobile bulkhead moved into position on the translating module;
  • Fig. 67 is a partial perspective view of the fixed module with incremental enclosures, a mobile bulkhead and a plurality of CAPE® towers in position;
  • Fig. 68 is a partial perspective view of a CAPE® tower attached to a ship with a vaculift mechanism.
  • the ship blasting and coating depot 10 of the present invention includes a fixed module 20, a translating module 30 and a hinged module 40. See Figs. 1-6 which show the three major modules of the depot 10 in relation to one another but which omit details discussed further below.
  • the fixed module is positioned in a fixed mooring abutting the bulkhead 22 that forms the shoreline of the site 24. The mooring permits the fixed module to rise and fall with the tide.
  • the translating module 30 is capable of movement toward the fixed module 20 (see
  • the translating module also rises and falls with the tide and is also capable of vertical movement with respect to the surface of the body of water. That is, the translating module can be sunk to receive a ship 12 therein (shown in phantom in Figs. 1 and 2) or to lower the ship 12 back into the water by filling internal water ballast tanks or can be raised to raise the ship by pumping the water out of the internal water ballast tanks.
  • the hinged module 40 is pivotally mounted to a mooring 42 positioned at an offshore end 34 of the translating module 30 when the translating module 30 is positioned adjacent the fixed module 20. See Figs. 1 and 2.
  • the hinged module 40 can be pivoted open to allow the translating module 30 to be moved offshore (see Figs. 3-6) or can be pivoted closed to attach to the translating module to allow CAPE® modules and supplies to be positioned around an offshore end of the ship contained in the depot 10 and to allow enclosure of the depot from the atmosphere. See Figs. 1 and 2.
  • the hinged module 40 is also capable of rising and falling with the tide through the mounting connection with mooring 42.
  • the fixed module 20 is positionally fixed with respect to the site 24 and moves substantially only vertically to accommodate changes in the level of the tide. It provides the interface between the site 34 and the rest of the depot 10, as well as a foundation for encapsulating the portion of the ship that overhangs the fixed module 20.
  • the fixed module 20 is not intended to bear any substantial portion of the load from the ship. Since the fixed module is not intended to be sunk and raised like the translating module 30, it does not utilize wing walls as does the translating module.
  • an encapsulating frame 26 comprising a plurality of towers 28 is mounted around a perimeter of the fixed module 20, upon which side curtains 50 can be rapidly mounted to quickly enclose the shore end and sides of the fixed module 20 with respect to the ship and translating module 30. See Fig. 7.
  • the encapsulating frame 26 is sized at the offshore end of the fixed module 20 to exactly align with wing walls 60 on the translating module 30 and to have the same sized opening on the offshore end as does the translating module 30 so that sealing between the encapsulating frame 26 and the translating module 30 can be rapidly and easily accomplished.
  • the towers 28 also support a roof 52 (partially shown) to enclose the top of the fixed module 20 with respect to the side curtains 50 and the ship.
  • the height of the towers is vertically adjustable to raise or lower the roof 52 with respect to the ship.
  • the side curtains can also be raised or lowered, as necessary, to accommodate the height of the ship. Gaps between the roof 52 and the ship after the roof 52 is lowered onto the ship can be closed with curtains, sandbags or fire hose, as is conventionally known.
  • Individual towers 28 can be temporarily removed from the fixed module 20 to allow large equipment and supplies to be brought onto the fixed module 20. Smaller equipment and personnel can pass between towers 28 through openable passages provided in the side curtains 50.
  • the remaining deck area of the fixed module 20 not overhung by the ship provides a covered staging and mobilization area 54 for CAPE® towers and supplies. See Fig. 53.
  • all of the necessary blasting/vacuum processing equipment, other rolling stock required for painting plus staging for other work to be performed can be positioned on the staging are 54 of fixed module 20 under the roof 52 prior to the ship entering the depot 10 to speed the encapsulation process once the ship enters the depot 10.
  • the equipment and supplies can be delivered, stationed or removed from the fixed module regardless of what the translating module 30 is doing.
  • the ship is usually brought aboard the depot 10 in a stern first position so that these supplies and equipment need only be brought on to the fixed module 20 adjacent the shoreline.
  • Fixed module 20 also includes an overhanging flange 54 of approximately 6 inches to which a flexible gasket 56 is attached. See Fig. 8.
  • This flange 54 and gasket 56 provide a seal between the fixed module 20 and the translating module 30 when the two are connected together.
  • the seal is affected by moving the translating module 30 toward the fixed module 20 in a slightly lowered (sunk) state until the two are in the desired adjacent position, then raising the translating module 30 by pumping water from the ballast tanks.
  • This also brings the deck 38 of the translating module 30 substantially to the level of the deck 26 of the fixed module 20 to provide a relatively even overall deck surface.
  • the deck surface 38 can also be relieved somewhat where the flange 54 and gasket 56 overlap to provide clearance for these items and to allow a substantially smooth, flat transition between the deck 38 and the deck 26.
  • the two modules can then be held in the desired fixed relationship with one another by known fixing mechanisms, including bolts, screw connectors, etc.
  • the translating module 30 has a cross-sectional shape essentially that of an elongated U. See Fig. 9.
  • the module 30 has a horizontal deck 38 and wing walls 60 on opposing sides. It has internal water ballast tanks that can be filled with water to lower/sink the module 30. The water can be pumped out of the tanks and replaced with air to raise the module, as is known with conventional floating dry docks.
  • the translating module 30 is over 700 feet long in the preferred embodiment so that the depot 10 can accommodate large ships, as discussed further below. It is preferable not to build the translating module 30 in one piece with such a length for several reasons. First, there is no ship currently in existence that could transport a module of such length so the design would have to be made sufficiently seaworthy that it could be towed at significant increase in expense.
  • the module would have to be built on site, also impractical in many instances. Further, the value of the module is significantly decreased should it ever be sold, as there would be extreme costs involved in trying to relocate the module any significant distance over open water. Finally, the module 30 itself will need to be maintained over the years, including blasting and coating of the hull. To do so would require that the module 30 be placed in another dry dock, a situation that would either be impractical or expensive.
  • the translating module 30 is actually built in 6 sub-modules 31 of like shape and size. Each of these sub modules is designed for local control of ballasting and deballasting. These sub-modules 31 are then connected together side-by side in a reversible manner to create the long translating module 30. Since the connection between each adjacent module is reversible, the sub-modules can be individually separated from each other. This provides many advantages. First, the length of each sub-module 31 is designed so that it can nest between the wing walls 60 of the other sub-modules 31.
  • the overall length of the translating module 30 as so disassembled and positioned is approximately 500 feet, in the preferred embodiment. This length is short enough that the translating module 30 can be transported on the deck of either of the two largest transport ships now in existence, the Blue Marlin and the Black Marlin.
  • the translating module 30 can be manufactured off-site and readily transported to the site, or can be readily transported to a new site, as desired or if sold.
  • the translating module 30 itself can be used to dry dock 1 or 2 of the sub- modules 31 at a time for blasting, coating and other maintenance work.
  • two of the sub-modules 31 can be separated from the translating module 30 and then brought aboard the remaining four sub-modules 31 of the translating module 30. See Fig. 10.
  • the translating module 30 can then be connected with the fixed module 20 and hinged module and sealed together to form the operating depot 10, whereupon the two nested sub-modules 31 can be blasted, coated and maintained.
  • they can be refloated and reconnected to the translating module 30.
  • the remaining sub- modules can also be put through the same process in pairs until the entire translating module 30 has been blasted, coated, maintained and reconnected. This provides substantial savings in not having to dry dock the translating module at another dry dock for maintenance.
  • the fixed module 20 and hinged module 40 can also be dry docked for maintenance by the translating module 30, again saving having to dry dock these modules at another dry dock.
  • the sub-modules 31 can be connected together with different types of known joints such as bolting, but the presently preferred embodiment is to use sacrificial metal splice plates welded between adjacent sub-modules 31 to connect them together such that the completed one piece module qualifies for U.S. Navy certification under MIL.S.1625. Upon separation of the sub-modules 31, these sacrificial metal plate connectors can be cut away from the sub-modules 31 and replaced with new plates upon reassembly of the sub-modules.
  • the translating module 30 includes a rapid employment canopy system 70 for rapidly enclosing the translating module 30 with respect to the deck of the ship. See Figs. 11-17, 28, 30, 31 and 37-44.
  • the canopy system 70 includes a plurality of extending frames 72 mounted to the wing walls 60 of the translating module 30. Each extending frame 72 includes a hinge connector 74 that connects to a hinge mount 94 on a canopy panel frame 76. The hinge connection between the extending frame 72 and the panel frame 76 allows the panel frame to pivot about the hinge connector 74.
  • Each panel frame 76 can be constructed as a single unit. However, in the preferred embodiment, the panel frame 76 is constructed of a main frame 86 to which a plurality of frame extensions 88 can be attached to increase the overall length of the panel frame 76. See Figs. 15-17. In the preferred embodiment, the main frame is 60 feet long and up to three frame extensions 88 of 10 feet each can be connected to the main frame to give an overall panel frame 76 length ranging from 60 to 90 feet. Thus, the length of the panel frame 76 can be adjusted to best accommodate the size and height of the ship 12 docked in the depot 10.
  • the frame extensions 88 can be connected to the main frame 86 and each other by use of bolts, threaded connectors or other fasteners.
  • each frame 86 and frame extensions 88 are not solid but rather are skeleton frames into which a replaceable panel can be inserted to make the frames relatively air-tight. This type of construction provides a lighter weight construction than if the frames were solid.
  • each frame includes a channel 90 into which a stiffened cloth panel 92 can be inserted to make the frame relatively air tight. See Fig. 17.
  • the stiffened cloth panel 92 measures 60 feet high by 40 feet long and includes a hook 94 to which a hoist or winch can be attached to raise and lower the panel 92 in the frame 76 between a fully extended position and a fully retracted position. For instance, Fig.
  • FIG. 11 shows the panel 92 in a fully extended position in the panel frame 76 and having a maximum pivoting arc 78.
  • Such an extension allows the panel 92 to be placed in contact with the deck of the larger and taller ships that can be accommodated in the depot 10, such as the Panamax dimensioned ship 14.
  • the panel 92 can also be retracted in the panel frame 76 to a minimum pivoting extension shown in Fig. 12 to provide a minimum pivoting arc 80 shown in Fig. 11.
  • Figs. 37 and 38 which show the canopy system 70 without frame extensions 88 with Figs. 30, 31 and 39-44, which show the canopy system 70 with frame extensions 88 in place.
  • the panel 92 can be retracted to any position in the panel frame 76 between the fully extended position and the minimum pivoting extension to best accommodate ships of different sizes and heights, such as the ship 16 shown in phantom in Fig. 11. Suitable screw or other type fasteners can then be actuated to lock the panel 92 in the desired height position in the panel frame 76. If a shorter or smaller ship is being docked such that the maximum height of the panel frame 76 is not needed, the frame extensions 88 can be removed individually as appropriate. While the stiffened cloth panel is preferred for weight, cost and durability reasons, other types of panels can also be used, including fiberglass, plastic and metal, as well as composite or covered frame structures.
  • the canopy system 70 also includes a fixed stowage track 82 mounted to an outside surface of the wing wall. This stowage track is not used when the panel 92 is positioned between the fully extended position and the minimum pivoting extension. However, should the panel 92 be retracted any further below the minimum pivoting extension, the panel frame will enter the stowage track 82 and be prevented from pivoting.
  • Fig. 13 shows the panel 92 in a normal stowage position, where the bottom portion of the panel 92 is held in a non-pivoting position by the stowage track 82.
  • the panel 92 when the panel 92 is placed in the stowage position to engage the stowage track, it prevents the panel frame 76 from pivoting, thereby preventing unwanted pivoting that could cause damage or injury.
  • the panel 92 Once the panel 92 is positioned in the stowage position, it can be locked in place by locking mechanism 84 to prevent any unwanted vertical movement thereof.
  • the panel 92 In the normal stowage position shown in Fig. 13, the panel 92 continues to extend above the extending frame 72, thereby acting as a cantilever arm when encountering wind. In the preferred embodiment, the panel 92 extends above the extending frame 72 approximately 10 feet in the normal stowage position. Under normal weather conditions, the cantilever arm effect is not sufficiently high to cause damage to the canopy system.
  • the cantilever effect can be great enough to cause damage to the canopy system. Therefore, the panel 92 can be further retracted to a severe weather stowage position as shown in Fig. 14, whereupon the panel frame does not extend substantially above the extending frame 72 and the cantilever effect is kept to an acceptable level, even when exposed to high wind.
  • the pivoting panel frame can be adjusted to an appropriate length prior to docking the ship and the pivoting panels can be quickly moved into the sealing position against the ship once the ship has been brought aboard the translating module 30. Remaining gaps between the panel frames and the ship can be closed as discussed above with respect to the fixed module 20.
  • This system is quicker, more reliable and more durable than current methods of encapsulating a ship.
  • the translating module also includes automated ship handling systems and equipment and automated ballasting systems and equipment to minimize production labor and time required for the period between initial entry of the ship into the module and final positioning of the ship for commencement of blasting/painting.
  • Worker access to all vertical areas of the ship's hull requiring abrasive blasting and painting is provided by mobile CAPE® towers mounted on heavy capacity shipyard transporters. These transporters have the capability to rapidly move the CAPE® towers in any direction on the pontoon decks of each of the modules and into mobilization positions on the fixed and hinged modules when the translating module is translating.
  • Flat tires and refueling, the largest sources of manlift operation disruption, are therefore eliminated together with the hazards and inefficiencies of very high reach manlifts and the hazards of excessive manlift operation on the pontoon deck amid manpower congestion.
  • the translating module includes pontoon deck drains and a transfer system to prevent all water from ship overboard discharges and scuppers from reaching the deck 38 where it would destroy spent steel abrasive and to deliver that water to a point discharge from which it can be collected and/or treated, as necessary.
  • rainwater which reaches the deck of the ship is collected by hoses connected to deck edge scuppers and passed through the hoses to a deck storm drain connected to sewer piping installed in the translating module.
  • the translating module also includes a deck level wing wall storm water drain collecting and transfer system to convey storm water which reaches the deck 38 when the canopy is open to a point discharge from which it can be collected and/or treated, as necessary.
  • the translating module has been designed and constructed to eliminate all inaccessible areas where steel abrasive could pocket, avoid reclamation and eventually corrode.
  • the hinged module 40 can pivot about mooring 42 and rise and lower with the tide but otherwise will usually only move for maintenance upon itself.
  • the hinged module 40 includes an open hinge 41 that can be opened to accept a pivot rod 43 attached to the mooring 42. See Fig. 18. The hinge 41 can then be closed around the pivot rod 43 to create the hinged joint between the hinged module 40 and the mooring 42.
  • the deck surface of the hinged module 40 is never intended to be below the water level. Further, the hinged module 40 does not support any substantial weight of the docked ship. Rather, it is intended that only the overhang of the ship extend over the hinged module 40.
  • the hinged module 40 includes ample deck area 48 that can be used for staging and mobilizing supplies and equipment prior to the ship being docked in the translating module. This material can be loaded on the hinged module utilizing remote controlled tower cranes installed adjacent the depot and transported into the capsule using rolling stock stationed on the hinged module.
  • a curtain frame can also be utilized on the hinged module 40 as is used on the fixed module 20
  • a plurality of CAPE® towers are positioned on the hinged module 40 and are used for encapsulating the portion of the ship extending over the hinged module 40.
  • the plurality of CAPE® towers 100 can be staged in an appropriate configuration to accommodate the specific ship 12 being docked prior to docking of the ship.
  • a roof system similar to that used on the fixed module can be used to seal the top of these CAPE® modules with respect to the ship 12.
  • the final encapsulation process on the hinged module 40 can begin between the CAPE® towers, the ship and the translating module 30 as soon as the translating hinged module 40 has been pivoted to the closed position, the translating module 30 raised and the final connection between the hinged module 40 and the translating module 30 is complete.
  • Connecting and sealing between the hinged module 40 and the translating module 30 is the same as with the connecting and sealing between the fixed module 20 and the translating module 30.
  • partial sealing bulkheads 102 with roll-up doors 103 can be mounted on the hinged module 40 prior to docking of the ship to further speed up the encapsulating process between the CAPE® towers 100 and the wing walls 60 of the translating module 30. See Fig. 30.
  • Rolling stock stationed on the hinged module 40 can enter the translating module through the quick acting roll-up doors. See Figs. 42 and 43, which show the depot 10 completely assembled with a ship 12 sealed therein, ready for blasting and coating.
  • the hinged module 40 can also be used in a configuration where it is not hinged to the mooring 42. Rather, in this embodiment, the hinged module 40 is moored in a desired position until ready to be moved into position to be attached to the translating module 30. For instance, the hinged module 40 can be moored adjacent the fixed module 20 for ease of supplying the hinged module 40 and then moved into position to be attached to the translating module 30 when the ship 12 is docked.
  • a floating capsule service module 110 is positioned adjacent the fixed module 20.
  • the capsule service module contains a ventilation system, including fans, a dehumidifier and a boiler to provide the depot with a high volume of warm dry air. It also contains a dust collection system to remove blasting dust and paint overspray from contaminated air exhausted from capsule, as well as equipment to remove volatile organic compounds (VOCs) from contaminated air exhausted from the depot and to incinerate those VOCs prior to emitting them to the atmosphere. Finally, it contains air compressors to supply compressed air for the blasting and coating operations being conducted in the depot.
  • a ventilation system including fans, a dehumidifier and a boiler to provide the depot with a high volume of warm dry air. It also contains a dust collection system to remove blasting dust and paint overspray from contaminated air exhausted from capsule, as well as equipment to remove volatile organic compounds (VOCs) from contaminated air exhausted from the depot and to incinerate those VOCs prior to emitting them to the atmosphere. Finally, it contains air compressors to supply compressed air for the blasting and coating operations being conducted in the depot.
  • Fig. 33 shows a basic schematic for the circulation of the air from the capsule service module 110 to the translating module 30 and then back to the capsule service module 110.
  • warm dry air is supplied from the capsule service module 110 to a supply plenum 310 mounted on a fixed trestle, then through supply vent ducts 312 connected to the supply plenum 310 and installed at ends of each sub-module of the translating module 30.
  • Fig. 34 which shows a more detailed schematic view of the air circulation system and Figs. 35 and 36, which show the air circulation system installed on the translating module 30.
  • This supply air flows across the translating module 30 and around the ship hull 12 and through the ship support blocks 320, picking up blast debris, paint over-spray and other contaminants in the process.
  • the contaminated air is exhausted through exhaust vent ducts 314 installed at the opposite side of the translating module 30 at ends of each sub-module, then through an exhaust plenum 316 connected to the exhaust vent ducts 314 and mounted on a fixed trestle.
  • the contaminated air then flows through an exhaust plenum 318 installed under the deck of the translating module 30 and finally to the capsule service module 110 where the contaminated air is treated and recirculated.
  • connections between the fixed trestle-supported supply and exhaust plenums 310 and 316 and the supply and exhaust ducts 312 and 314 of the translating module 30 are made through flexible connections which compensate for tidal movements of the translating module 30 with quick connect/disconnect capability for times when the translating module 30 is horizontally transferred into and out of its vertical translating position.
  • This use of the capsule service module 110, quickly connected and disconnected fixed supply and exhaust plenums 310 and 316 and translating module 30 substantially reduces the time previously required to set up and interconnect such systems prior to blasting/coating.
  • This air circulation through the translating module 30 can be sufficient to also supply and exhaust air in the fixed and hinged modules without further need for forced air circulation there. However, if desired, additional forced air circulation can be specifically provided between the capsule service module 110 and one or both of the fixed and hinged modules.
  • Each of the fixed and hinged modules can be provided water runoff storage tanks for peak storm water runoff from decks of modules, decks of ships, impervious land work area at shoreline plus ship overboard discharges while awaiting testing and possible treatment of this water runoff. This can reduce the peak flow of runoff water and allow treatment of the runoff water by a smaller and less expensive wastewater treatment facility.
  • the water runoff storage tanks can accommodate approximately one million gallons of runoff water until such water can be treated by the wastewater treatment facility.
  • the total waste stream from the depot is miniscule compared to normal shipyard operations.
  • CAPE® staging towers can be mounted on four 50 ton capacity shipyard transporters of existing design with propane powered electrical generators to enhance mobility. See Fig. 19, which shows the conventional CAPE® system components and Fig 20, which shows a shipyard transporter 300.
  • Figs. 21 and 22 show how one or two CAPE® towers 100 can be mounted on the shipyard transporter 300, respectively, to create a CAPE® tower transporter 304, as well as how the shipyard transporter 300 is designed with multiple sets of steerable wheels to provide full directional steering and mobility.
  • Fig. 23 shows a fully assembled pair of CAPE® towers 100 on the transporter 300.
  • These mobile CAPE® towers can be utilized in the enclosed areas of the translating and fixed modules with two such transporters assigned to each side of the ship. Therefore, they do not need exterior sealing sheathing that the standard CAPE® towers require. This exterior sheathing can result in tipping forces applied to the towers due to wind, which forces must be counteracted by anchoring of the towers to the deck or rails.
  • the sealed modules provide more flexibility in the use of mobilized CAPE® towers. See Figs. 24 and 25 which demonstrate the mobility of the transporter mounted CAPE® towers on the deck of the translating module Further, these mobilized CAPE® towers can forgo the base unit of the existing CAPE® towers because they mount to the shipyard transporters.
  • the CAPE® staging tower platforms can also be provided with semi-automated air blast nozzles developed by Applicant.
  • up to eight blasters or coaters can be mounted on each CAPE® equipped transporter.
  • Each CAPE® tower transporter can also be teamed with one commercially available steel abrasive blast/vacuum/recycle unit 302 mounted on a commercially available shipyard transporter 300 capable of logistically supporting four blasters with a continuous flow of recycled steel abrasive by staying at all times within its operating range of 150 feet. See Fig. 26, which shows the steel blast/vacuum/recycle unit 302 mounted on the transporter 300 along with generators for electrical generation, to create a blast/vacuum/recycle transporter 306. Figs.
  • FIGS. 27-32 show how two of the CAPE® tower transporter 304 and blast/vacuum/recycle transporter 306 teams can be positioned on each side of the translating module 30 for blasting and coating the respective sides of the ship, whether the canopy system is up or down.
  • Figs. 32 and 44 show how there is sufficient clearance between the hull of a Panamax ship 14 and the wing walls 60 of the translating module 30 to allow the transporters 304 and 306 to move effectively along the hull of the ship 14.
  • the CAPE® tower transporters and steel abrasive blasting trailers are mobilized on the deck of the fixed module ready to commence operations as soon as the depot enclosure is intact.
  • Blasters or coaters can be mounted on roving carts 322 employed on the deck of the depot for blasting or coating the bottom of the hull structure (see Figs. 31 and 32). Additional blasters or coaters can also be mounted on manlifts positioned on the wing walls for blasting or coating the portion of the hull projecting above the wing walls.
  • the required dry-dock crane service can be provided by installing four remote controlled tower cranes 112 instead of wing wall mounted whirly cranes to 1) facilitate installation of rapidly deployable encapsulation devices on the wing walls, 2) remotely locate crane mechanical and electrical equipment from particulates from surface preparation and painting which cause excessive crane maintenance, and 3) save crane operator walking man- hours associated with wing wall whirly cranes not susceptible to remote control.
  • Salliports can be installed on the depot to provide worker access to ships undergoing coating without transiting the weather deck where they would be exposed to harmful particulates inherent in the ship coating processes.
  • Steel abrasive air blast/vacuum recovery/recycling plants, as well as a backup unit, can be mounted on 75 ton capacity self propelled shipyard transporters optionally equipped with one or more manlifts to achieve maximum benefit from the use of recyclable steel grit.
  • Large capacity diesel generators can be installed in the translating module in a manner which provides full primary and back up power to both the translating module and the encapsulated ship being coated. It is desirable to substitute propane for gasoline and diesel fuel for all rolling stock inside the depot 10 to eliminate fire hazards and water pollution caused by spills normal to refueling.
  • the depot 10 is designed to enable the ship exterior hull to be fully encapsulated in a weather and airtight enclosure within twenty- four hours of the ship first entering the translating module 30.
  • the three modules are also designed to have all equipment and material required to support full scale ship coating staged and mobilized to commence coating immediately upon exterior hull encapsulation at an unprecedented rate.
  • This ability to rapidly begin blasting and coating operations is especially important with respect to merchant ships as compared to Navy ships.
  • Merchant ships traditionally place considerably less emphasis on surface preparation prior to coating and usually require much less concurrent work than do Navy ships.
  • the coating process to pace the progress of the project, which is rarely the case for Navy ships. Therefore, the ability to begin the blasting process very shortly after the ship enters the translating module is especially advantageous with respect to merchant ships but also speeds up the process with respect to Navy ships.
  • the depot 10 is designed to accommodate one military or merchant ship with dimensions up to 900 feet long, 107 feet beam, 110 feet depth and 35 feet draft at MLW. This size will accommodate all U.S. Navy ships in service or planned except nuclear aircraft carriers and virtually all merchant ships designed to transit the Panama Canal. To do so, the fixed and hinged modules are each sized at 120 feet long by 160 feet wide and the translating module is sized at 750 feet long and 160 feet wide.
  • VOCs volatile organic compounds
  • This substitution very significantly reduces the cost of acquiring, handling and disposing of abrasive and very significantly reduces the dust generated during abrasive blasting that disrupts and imperils workers, contaminates surfaces to be painted and which must be collected prior to contaminating air and water.
  • the Black Marlin or the Blue Marlin by nesting two parted sub modules in the remaining four intact sub modules.
  • This capability significantly reduces the cost of placing the depot in service by significantly reducing the hazards, insurance cost and transit time for transporting the translating module from its construction site to the site in Norfolk, VA.
  • the translating module has greater residual value than it would if it were not transportable in such a safe, fast and economical manner.
  • Fig. 45 shows a perspective view of a ship 12 docked on the depot 10 (with the fixed module 20 and hinged module 40 being partially shown).
  • Fig. 46 shows how the depot 10 can be divided into nine separate operation positions for maintenance, blasting and coating. One such position is on each of the fixed module 20 and the hinged module 40 and seven positions are on the translating module 30. Each individual position is approximately 108 feet long.
  • Fig. 47 shows an exploded view of an incremental enclosure system 400 adapted and sized to enclose one side of each of the operating positions shown in Fig. 46.
  • a generally vertical fixed panel 410 is fixedly mounted between two vertical truss posts 420.
  • a hinge 430 is mounted to an upper side of the fixed panel 410 to pivotally connect a rotating roof panel 440 to the fixed panel 410.
  • a plurality of rotating side panels 450 are independently pivotally connected to opposing sides of either the fixed panel 410 or directly to the respective truss posts 420.
  • the roof panel 440 is constructed of a rigid truss-like framework 441 over which a rigid panel 443 is attached to act as a windbreak.
  • the fixed panel 410 and rotating side panels 450 can be constructed similarly.
  • the rotating roof panel 440 is rotatable by means of the hinge 430 from a vertical position (Fig. 48) to a deployed position (Figs. 49 and 50, rear and front perspective views, respectively) to a stowed position where the rotating roof panel 440 is rotated to a down position adjacent the fixed panel 410 (Fig. 51).
  • the incremental enclosure system 400 can be moved to a different one of the nine operating positions.
  • the roof panel 440 In the deployed position, the roof panel 440 is used to seal off the respective operating position with respect to the ship 12.
  • the roof panel 440 can be placed in the stowed position to reduce the level of destructive forces acting on the enclosure 400. See also Fig. 58. In Figs.
  • the rotating side panels 450 are rotated toward a closed position adjacent the fixed panel 410 and in Figs. 49 and 50, the rotating side panels 450 are rotated to an open position for sealing against the ship 12, as will be discussed below. Since each of the rotating side panels 450 can be rotated independently pf the other side panels 450, the plurality of side panels 450 can be rotated into positions that better conform to the curvature of a ship hull as compared to use of a single rotating panel having the same overall height as the plurality of panels on each side of the enclosure 400. In the embodiment shown, four rotating side panels 450 are positioned on each side of the enclosure 400 with the bottom side panel 450 being of lesser height than the other side panels to better seal under the ship hull. The number and height of the side panels can be altered as desired.
  • Fig. 52 shows a pair of the enclosures 400 enclosing opposing sides of an operating position on ship 12.
  • the roof panels 440 are rotated down to seal against an upper portion of the ship 12 and the side panels 450 are rotated in to seal against the side of the ship 12.
  • the sealing of the roof panels 440 and side panels 450 against the ship can be augmented by shrouds, air pillows, sand bags, etc.
  • inflatable fabric rafts 460 such as manufactured by ILC Dover, are mounted on the rotating panels and truss posts and inflated once the panels are rotated into position to provide a seal between the panels and the ship 12.
  • the ends of the roof panels 440 are secured to the ship 12 and truss posts 420 by a plurality of chains 442 to prevent the roof panels 440 from being caught by the wind and moving in an undesirable and unsafe fashion.
  • the chains 442 securing the roof panels 440 to the truss posts 420 can also be adjusted to a desired length that brings the roof panels 440 into proximity to the ship 12 but prevents the roof panels from actually contacting the ship 12. This can allow access to railings and other structure of the ship 12 near the roof panels 440 as well as prevent damage to such railings and other structure by the roof panels 440. When such a configuration is used, the gaps between the roof panels 440 and the ship 12 can be sealed as discussed above.
  • transverse bulkheads 470 mounted on the translating module 30. See Fig. 52.
  • these transverse bulkheads 470 are generally the same height as the ship support blocks 320 and are approximately 5 feet high by 107 feet long. They may be permanently or temporarily fixed to the translating module 30 and may be made of metal or other materials. Gaps between the transverse bulkheads 470 and the ship 12 or other enclosure components can be sealed in the same manner as discussed above.
  • a pair of tracks 490 is positioned on each side of the depot 10, running generally the length of the depot 10 adjacent an interior side of the wing walls 60. See Fig. 54 and Figs 57 and 58.
  • the tracks 490 can be cut at the joints between the fixed module 20, the translating module 30 and the hinged module 40 to allow movement between the respective modules and connectors can be used between the cut portions of the tracks 490 when the respective modules are joined together, if desired.
  • Each enclosure 400 is then mounted on one or more wheeled dollies 480 adapted for movement along the tracks 490 such that the enclosures 400 can be rolled to any desired position along the length of the depot 10, between the ship 12 and the wing walls 60. See Fig. 55.
  • one or more t-rails 492 or similar mechanisms are mounted to an upper portion of each wing wall 60, running the length of the wing wall 60. See Fig. 56.
  • Each t-rail 492 is adapted to engage roller mechanisms 494 attached to the truss posts 420. In this manner, the enclosures 400 are movably attached at an elevated portion to the wing walls 60 to prevent tipping of the enclosures 400 while allowing easy mobility of the enclosures 400 along the depot 10.
  • a side frame 500 can be mounted on each side of the fixed module 20 and the hinged module 30.
  • Each side frame 500 can be temporarily or permanently mounted to the respective module by bolting, welding or other attachment mechanism.
  • Extensions of the t-rails 492 can be mounted on the side frames 500 to maintain engagement with the enclosures 400 and stabilize the enclosures 400 as they are moved on to and off of the fixed module 20 and hinged module 40.
  • the t-rails 492 can be cut at the joints between the respective modules to allow movement between the modules.
  • the side frames can be enclosed, in the preferred embodiment, they have an open framework that allows air and light to pas through.
  • the sides of the fixed module 20 and hinged module 40 can be sealed with respect to the ship 12 by rolling the enclosures 400 into position on the fixed module 20 or hinged module 40 and moving the respective panels of the enclosures 400 into sealing position.
  • Fig. 59 which shows two enclosures 400 in position on opposite sides of the fixed module 20 with the roof panels 440 in sealing position against a stem of the ship 12.
  • Fig. 60 which shows two enclosures 400 in position on opposite sides of the hinged module 40, ready to be placed into sealing positions against a bow of the ship 12 or to be moved to other operating positions along the depot 10.
  • the ends of the stem and bow of the ship 12 can be sealed by a pair of mobile bulkheads 510. See Figs. 61-67.
  • Fig. 61 shows the mobile bulkhead 510 in an open position.
  • the mobile bulkhead includes a generally rectangular open frame structure 512, preferably mounted on at least one pair of dollies 514 to allow movement of the mobile bulkhead 510 along a pair of tracks.
  • the mobile bulkhead 510 also includes at least one roller shade 516, preferably mounted on a roller 518 at a bottom portion of the frame structure 512. In the open position, the roller shade 516 is rolled up and can be generally enclosed in a housing for protection.
  • roller shade 516 When it is desired to seal an end of the ship 12, the roller shade 516 can be unrolled and raised to a desired height to close the open frame structure of the mobile bulkhead 510. See Figs. 62 and 63. When it is not necessary to seal the ends of the ship 12, the roller shade 516 is rolled up and kept in the lowered position for safety.
  • the frame structure 512 can be provided with a pair of vertical channels on opposing sides of the roller shade 516 such that the edges of the roller shade 516 can be positioned in the channels to fasten and seal the roller shade 516 with respect to the frame structure 512.
  • the roller shade 516 can be provided with a plurality of grommeted holes along the length of its edges for lashing to the frame structure 512.
  • the roller shade 516 can be provided with a top bar 519 for fastening to the frame structure 512 in the desired extended position. The top bar can be fastened to the frame structure 512 by mounting on spaced hooks or by bolting or other known mechanisms.
  • the mobile bulkhead 510 can be provided with a winch for raising and lowering the roller shade 516 and the roller 518 can be spring loaded for automatically rolling up the roller shade 516 upon lowering.
  • the mobile bulkheads 510 are mounted on a pair of additional tracks 496 positioned on opposite sides of the depot 10, similar to the fracks 490, for movement along the length of the depot 10.
  • the mobile bulkheads 510 are provided with sufficient ground clearance to clear the transverse bulkheads 470 and ship support blocks 320.
  • a mobile bulkhead 510 is preferably stationed on each of the fixed module 20 and the hinged module 40 prior to docking of the ship, ready to be deployed adjacent the stem and bow of the ship 12 once the ship 12 is docked. See Fig.
  • Fig. 64 which shows a mobile bulkhead 510 positioned on the hinged module 40 adjacent the bow of the ship 12 in an open position (with the roller shade 516 lowered) while enclosures 400 are positioned further aft for sealing against the ship 12 with aid of inflatable air rafts 460.
  • Fig. 65 which shows a mobile bulkhead 510 positioned on the fixed module adjacent the stem of the ship 12 in a closed position (with the roller shade 516 raised) to seal off the stem of the ship 12 with enclosures 400 also positioned on the fixed module 20.
  • Fig. 66 shows how the mobile bulkhead 510 can be rolled onto the translating module 30 through use of the tracks 496 to seal against shorter ships 12. Gaps between the mobile bulkheads 510 and the ship 12 or enclosures 400 can be sealed in the same manner as discussed above.
  • the mobile bulkhead is generally 107 feet wide and 90 feet high.
  • the enclosures 400 can be moved to the fixed module 20 or the hinged module 40 so that the roof panel 440 and side panels 450 can be rotated to the stowed configuration.
  • Fig. 58 which shows an enclosure 400 positioned on the fixed module 58 in the stowed configuration with the roof panel 440 rotated down and the side panels 450 rotated in.
  • the enclosure 400 can then be rolled onto the translating module 30 in the stowed configuration so that it is protected from high winds by the wing walls 60 of the translating module 30. See Fig. 57. This will prevent damage to the enclosure 400, depot 10 and ship 12 or injury to personnel under heavy weather conditions.
  • the hinges 430 can be configured to allow the roof panels to rotate backward to a down position and/or be configured to allow easy removal of the roof panels 440 from the enclosures 400 by crane or other means for stowage separate from the enclosures 400. With the roof panels 440 removed, the enclosures 400 can then be rolled onto the translating module 30 for protection from the heavy weather.
  • two enclosures 400 are positioned on each of the fixed module 20 and hinged module 40 prior to docking of the ship 12 on the translating module 30 so that the enclosures 400 are ready to be positioned and deployed as soon as the ship 12 is docked and the depot 10 is assembled.
  • the four enclosures 400 can then be positioned at any operating position for sealing that operating position with respect to the ship and allowing maintenance, blasting or coating activities to commence.
  • Fig. 67 shows how four CAPE® tower transporters 304, along with two enclosures 400 and the mobile bulkhead 510 are positioned on the fixed module 20 ready for deployment once the ship 12 has been docked and the depot 10 assembled.
  • Each CAPE® tower transporter 304 in this Figure is 40 feet long, has a 40 ton capacity and is fitted with two CAPE® towers and a painting cartridge including the necessary equipment for painting/coating the ship 12 after blasting.
  • the CAPE® towers in this embodiment have a 90 foot height, and include vaculift mechanisms 520 of known construction at an upper portion to secure the CAPE® towers to the ship 12 for safety. See Fig. 68.
  • vaculift mechanisms 520 of known construction at an upper portion to secure the CAPE® towers to the ship 12 for safety.
  • Fig. 68 There are several potential advantages of the embodiment of Figs. 45-68. It is often the case that workers will only be working on a portion of the ship with respect to blasting, coating, maintenance, etc. This portion of the ship will usually be less than 20-25% of the ship at any one time.
  • the entire ship does not need to be enclosed. This can substantially reduce costs associated for enclosing the ship in several ways. For instance, fewer enclosure models are needed if only up to 20-25%) of the ship is to be enclosed at any one time. This reduces the initial capital outlay for the necessary enclosures. Additionally, since a smaller portion of the ship is enclosed, the capacity of the ventilation, air treatment and heating equipment can be reduced, again reducing initial capital outlay and the operating costs for the ventilation, air treatment and heating equipment will be reduced to roughly the proportion of the ship being enclosed as compared to enclosing the entire ship.
  • the equipment can be moved to the fixed module and the hinged module during docking of a ship. This allows the translating module to retain its full lifting capacity and not lose lifting capacity to the weight of the enclosure equipment that would other wise have to be left on the translating module if the enclosure equipment could not be moved off of the enclosure module. There will also be reduced maintenance costs associated with the smaller amount of equipment and maintenance, as well as reduced maintenance costs due to exposure to water since the enclosure equipment will not be immersed in water whenever a ship is docked or launched, as can be the case when the enclosure equipment is mounted on the translating module.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Application Of Or Painting With Fluid Materials (AREA)

Abstract

La présente invention concerne un site de revêtement fermé à l'environnement destiné à des navires qui peut rapidement passer en cale sèche et enfermer un navire pour effectuer des opérations de décapage et de revêtement, ce site comprenant un module fixe, un module coulissant et un module articulé. Le module fixe est amarré adjacent à la rive du site. Le module coulissant peut se déplacer pour se rapprocher du module fixe et pour s'éloigner de ce dernier et se trouver dans le plan d'eau. Le module coulissant peut être plongé dans l'eau pour recevoir/faire descendre un navire lorsque les caissons de ballast sont remplis d'eau ou peut être remonté pour relever le navire lorsque l'eau des caissons est évacuée par pompage. Le module articulé est amarré à une extrémité côté littoral du module coulissant. Le module articulé peut pivoter et s'ouvrir pour permettre au module coulissant de se déplacer sur le littoral ou peut pivoter et se fermer pour fixer le module coulissant afin de permettre de positionner le matériel autour d'une extrémité côté littoral du navire enfermé dans le site et de fermer le site au milieu atmosphérique environnant.
PCT/US2002/005531 2001-02-26 2002-02-26 Site de revetement ferme a l'environnement destine a des navires WO2002068261A1 (fr)

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US27087701P 2001-02-26 2001-02-26
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US35223502P 2002-01-29 2002-01-29
US60/352,235 2002-01-29

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN102079362A (zh) * 2011-03-07 2011-06-01 江门市蓝海环境资源有限公司 船舶提升移位环保拆解系统

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Publication number Priority date Publication date Assignee Title
FR921999A (fr) * 1945-03-24 1947-05-23 Dock flottant
BE730402A (fr) * 1969-03-25 1969-09-01
US5398632A (en) * 1993-03-08 1995-03-21 Mmc Compliance Engineering, Inc. Apparatus and method for performing external surface work on ship hulls
US5927222A (en) * 1996-10-28 1999-07-27 Eakin; Frank W. Drydock pollution control system and process
US5823291A (en) * 1997-02-19 1998-10-20 Metro Machine Corporation Self-contained device for cleaning and coating hold surfaces in a bulk carrier

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN102079362A (zh) * 2011-03-07 2011-06-01 江门市蓝海环境资源有限公司 船舶提升移位环保拆解系统

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