Inventions
with revolutionary engineering design
Sea-Shell
Please
refer to the patent office for all diagrams mentioned in
these descriptive texts
www.patent.gov.uk
The
invention comprises of a two, different, joined, but
separable, chemical compound layers creating a sandwich
structure. These layers are to be applied onto the inner
side of a ship’s hull by spraying. The composite layers are
formed from an initial layer of “liquid nylon 12”, or a
substance with similar properties. This layer is covered by
a secondary latex layer. The coating procedure is to take
place once the cargo compartment’s walling is completed.
This results in individual sealed units that are accessed
via inlet and outlet valves designed for this purpose. The
benefits of this process are primarily twofold. It results
in a middle layer of hull resistant to shattering, scoring
and penetration while leaving an inner layer protecting the
environment from mixing with the cargo. The restricted
access is recommended to limit, totally, access to the cargo
and keeps the inner and outer environments separated.
Technical
field:
The subject
of this invention is a dual coating process to be used in
the construction of ships hulls. This modification to
current ship building practice is brought forward with the
intention to radically improve the safety standard of ships
and their cargo. The result of this new procedure gives one
a vessel that is effectively harder to sink, substantially
easier to salvage and totally minimises the environmental
effects of something as disastrous as an oil spillage at
sea.
The purpose
of this invention is to provide ship owners and insurers
with a near utopic solution. This invention provides a ship
that has a single metal hull with a double skinned inner
lining that is both lightweight by comparison to the double
metallic hull, is totally waterproof and does not shatter.
The ship’s
hull is coated from inside with polyurethane nylon compound
liquidised under comparatively low levels of temperature.
The coatings are directly sprayed onto the inner hull metal
skin. This procedure forms a constant layer of the above
material on the hull inner facia. No forms of anti rust
procedures are required before the primary polyurethane
layer is sprayed on, as the coating must be applied
immediately after the completion of the relevant cargo
compartment.
The
polyurethane nylon compound can be sprayed on the inner
surface of the hull without the need for any preparations or
treatments of the metal. This compound has such properties
that do not allow it to split. It resists scoring in the
event the ship’s hull is fractured, hull splits, or an
impact causes a section of the hull material to implode into
the relevant cargo compartment.
The
polyurethane nylon compound is sprayed in repetitive layers
until the calculated thickness of the compound is reached.
When the primary polyurethane nylon layer is completed and
the material sets, a new coating of a second chemical
material is applied by the same procedure.
The hull is
then sprayed with an oil resistant rubber sealant compound
that is applied to the inner hull structure when melted
under temperature. The rubber compound coating is sprayed in
the same manner using the same tooling and technology
procedure as used with the polyurethane nylon compound
coating. Repetitive layers of this rubber compound finally
create a calculated consistent rubber sealant layer on the
inner hull skin.
The
completion of this new two material inner sandwich structure
provides the following advantages: the outside water
pressure cannot enter the cargo compartment, as it is
blocked by the two layers and the pressure of the liquid
cargo contained within the inner rubber layer that divides
the two liquids. Neither, can it mix or exchange place with
the internally contained liquid cargo.
Whatever
the outer seawater pressure is, any sort of liquid cargo
contained within the hold compartment cannot be
over-pressurised. Those are the basic physical rules. As a
result of this new sealed sandwich compound structure, the
seawater looses its ability to enter the cargo compartment
and flood it due to the exchange of liquids between the
inner and the outer environments.
In an event
of hull penetration the two separated liquids actually press
against each other over a flexible “rubber membrane”, thus
forming an impregnated and totally sealed off cargo
environment. The inner hull maintenance costs are in fact no
longer worth mentioning. No more costs are required for
repetitive painting of the hull from within. The newly
created sandwich structure in addition damps noises that are
created by the creaking of a large hull due to the twisting
and bending forces affecting the structure in rough seas.
The excessive cost of building a double skinned tanker, are
neither essential now, nor sensible.
In the
first instance when a collision or an accident occurs, that
pierces the outer metallic hull layer, the new inner
construction of the relevant hold compartment is capable of
resisting seawater and forms an effective seal. This allows
a ship to continue to the nearest harbour for repairs. If
the engines fail to operate, the ship can be easily towed
out to sea or to the harbour, as no spillage is endangering
such a salvage attempt.
As a result
of the newly designed loading valve mechanism and the new
structure of the cargo compartments, in the event of a
salvage situation, whenever desired, the crude oil cargo can
be forced out under pressure from any of the sections of the
ship and replaced with compressed air for additional
buoyancy. This procedure can be performed anywhere at sea or
even underwater. The ship’s salvage action can be completed
absolutely safely without any risk to anyone involved.
In the
event of a major disaster, the rubber compound lining keeps
the cargo contained and seawater uncontaminated until a
salvage team arrives. At this stage, the pressing out of the
liquid cargo and its replacement by compressed air makes a
successful salvage a foregone conclusion.
Even if a
ship was to break up completely into sections, the most
likely outcome would be that one or maximum two large rubber
containers could disengage from the broken ship’s sections
and would appear on the sea surface. Each of these would
contain the crude oil cargo from a section of the hold that
has been broken in two parts. These would still remain
sealed due to the special design of the inlet and outlet
valves that are in fact fixed to the inner rubber compound
lining.
Although,
crude oil and super tankers are used as a primary example in
the description of this invention, as this is a major
concern, the same level of cargo security and safety applies
also to grain, powdered cargo of any sort, and any kind of
liquids. The additional level of security and safety applies
not only to super tanker ships but practically to any vessel
transporting any sort of mentioned cargo.
This new
ship building procedure should appeal firstly to ship
builders due to the ease of use of the materials in the
manufacture process. It should be rather important to ship
owners who will face substantially lower costs of ship
construction and ship maintenance. Yet, the prospects are
most interesting in the case of insurers, who will not, any
more, have to face so many claims and the value of those
that are made will be considerably reduced.
The
environmental groups who are evidently concerned with the
level of prevention and safety measures should appreciate
the effects on environment. At last it is above all the
governments that should appreciate this invention, as no
more will they have to finance, from their budgets, the
“mop-up’s” after super tanker disasters of such an
incredible magnitude, which sadly have proved to be more
than a “one off event”.
Background:
From the
1970’s when super tankers first came into use, the effects
of ships collisions and other disasters at sea have been
magnified by visions of horrifying effects on the
environment. Solutions to date have included many ways to
deal with the spillages, but so far, the best attempts at
prevention have been achieved by the use of a double skinned
hull. Naturally, this solution results in heavier ships that
can carry less and cost more to build. In the event of the
worst possible scenario where the ship breaks apart or even
sinks, the additional weight of the double skinned vessel
brings major complications to any kind of salvage attempts.
The
possible collision and its resultant probabilities had to be
studied from all angles to provide a long-term solution that
would bring financial benefits and thereby increase its
potential popularity. The initial problem, on collision, is
usually a cut in the ship’s metal structure that leaves a
jagged, sharp edged orifice. One needs an internal layer of
a strong material able to bend, that resists scoring, that
will not permit the actual penetration of the hold.
The second
problem is the seawater entering into the hold, which
destabilises the ship and causes the cargo to mix with the
seawater. As a result of this, exchange of the liquids then
takes place. At this stage, one has: - a damaged ship,
contaminated sea water with cargo, manoeuvring problems, the
risk of a most probable total loss of a ship with cargo,
lives at risk, and a major environmental disaster at hand.
If the
incursive structure that damages the outer metal layer of
the hull is forced to slide along the inner layer, any
resulting damage is prevented. If the penetration of the
outer metal skin occurs, the polyurethane nylon compound
layer disengages itself from this impact location inwards
and the inner rubber layer bends inwards with the
polyurethane layer due to its elasticity and flexibility.
The liquid
cargo remains enclosed in its interior rubber compound
container. The risk of any subsequent damage is reduced to
an absolute minimum. If the cargo can then be unloaded in
its normal condition and the vessel can be safely manoeuvred
to harbour, then the financial losses caused by such an
event are completely minimised.
Essential
technical features:
The
invention comprises of the following features:
Polyurethane nylon compound layer
Oil
resistant rubber sealant compound
Inlet valve
Outlet
valve
The
enabling feature of the invention is the rubber layer
functioning together with the polyurethane layer placed
beneath it.
Component
details:
The
polyurethane nylon compound layer; the chemical mixture of
this polyurethane layer is such that it has a slightly oily
feel, allowing this layer to copy the shapes of the interior
of the hull skin, but still provide the required separation
of the two materials under impact. The material is highly
flexible, easy to bend and very hard to break or split. The
most important issue is the ability of this material to
withstand scoring that occurs when the ship’s hull is for
instance penetrated by coral or hard and sharp edged
bedrock. This chemical compound is best known for its
ability to slip over rough and sharp surfaces without much
damage to its structure.
The oil
resistant rubber sealant compound; the chemical compound of
this material is such that it provides maximum amount of
elasticity. The compound is also commonly used in enclosed
oil environments, such as in aircraft engines, motor vehicle
engines, heavy vehicle engines, and ship’s engines, where it
is used as a sealant. It is best known for its oil
resistance, water resistance, and capability to hold its
properties for considerable time.
The inlet
valve; this valve is a completely new concept of a universal
two way valve able to transfer and seal liquids, dry cargo,
many other kinds of cargo, such as grain, into and out of
the cargo compartment under pressure. When the loading
pressure drops to a certain level, the valve automatically
closes its both ends off. The inlet and outlet valves are in
fact two identical valves positioned at the top section of
the cargo compartment in opposite corners. The inlet valve
is fixed in a very short pipe that ends just below the inner
edge of the compartment.
This valve
provides an additional function, when unloading the cargo,
or in the event of ship salvage. The cargo compartment is
pressurised by compressed air through the inlet valve
causing the outlet valve to open and allow the cargo to exit
the cargo compartment. When all cargo has been removed, the
pressure exerted through the inlet valve is terminated and
both the inlet and the outlet valves automatically close
practically at the same time. This seals off completely the
cargo compartment from the outer environment until loading
with new cargo. The exact technical specifications,
materials, manufacturing process, and construction of this
valve are the subject of a new patent to be filed by the
inventor in the near future.
The outlet
valve; this valve is a completely new concept of a universal
two way valve able to transfer and seal liquids, dry cargo,
many other kinds of cargo, such as grain, into and out of
the cargo compartment under pressure. When the loading
pressure drops to a pre set level, the outlet valve
automatically closes its both ends off. The outlet valve is
of an identical construction as the inlet valve. It is
positioned at the top section of the cargo compartment in an
opposite corner to the inlet valve. The outlet valve is
fixed in a pipe that ends just over the lowest positioned
point on the cargo compartment floor.
This valve
provides an additional function, when loading the cargo, or
in the event of ship salvage. It functions in tandem with
the inlet valve enabling the cargo to be loaded or unloaded
with the assistance of pressurised air that is led through
the inlet valve. When all cargo has been either, loaded or
unloaded, the pressure exerted through the inlet valve is
terminated, and both the outlet and inlet valves
automatically close practically at the same time. This seals
off the cargo compartment when it is fully loaded, or
unloaded, until the next loading with new cargo. The precise
technical specifications, materials used, manufacturing
process, and construction of this valve are the subject of a
new patent to be filed by the inventor in the near future.
The
individual features of the invention interact in the
following manner:
The
polyurethane nylon compound layer interacts with the ship
metallic hull structure. It is sprayed on in coatings and
then hardens to form an integral layer that totally seals
the cargo compartment walling. The structure of the polymer
is such that it detaches from the metal under stress and
impact forces. It is this that allows the polymer to remain
intact and thereby benefit from its own properties. These
include above all a high level of resistance to breakage and
scoring.
This layer
further interacts with the oil resistant rubber membrane by
separating and protecting it from the impact and potential
damage that can be caused by jagged metal edges.
It also
interacts with the pipes of both the inlet and outlet
valves.
The oil
resistant rubber sealant compound interacts with the
polyurethane nylon compound layer onto which it is sprayed.
When it sets, it forms a layer that is adhered to the
polyurethane layer, but is capable of separation under the
forces of stress or impact. This layer is in direct contact
with any form of cargo.
It also
interacts with the pipes of both the inlet and outlet
valves.
The inlet
valve interacts with the inner oil resistant sealant
compound layer to which it is adjoined within the inlet
pipes.
The outlet
valve interacts with the inner oil resistant sealant
compound layer to which it is adjoined within the outlet
pipes.
Alternatives & substitutions:
The
polyurethane nylon compound layer is an essential feature of
the invention. It cannot be replaced effectively with any
other material that would allow the invention to function
better. Thus, it can be substituted only by such materials
that possess reasonably equivalent properties. Such
substitutions are considered irrelevant as only the best
functioning chemical compound will be used.
The oil
resistant rubber sealant compound is an essential feature of
the invention. It cannot be replaced effectively with any
other material that would enhance the invention with better
capabilities. Thus, it can be substituted only by such
materials that have reasonably equivalent properties. Such
substitutions are considered irrelevant as only the best
functioning elastic compound will be used.
The inlet
valve is not an essential part of the invention. It can be
left out of the invention design completely. It can be
replaced effectively with other valves that would provide a
similar result or function. The choice of materials that can
be used for the manufacture of the valves is practically
endless. It is felt that substitutions of this sort are in
fact irrelevant, as only the best functioning final design
and materials will be used.
The ship’s
cargo compartments can alternatively be fitted with the new
sandwich structure of the hull, without the application of
the valves. Even such partial solution of the problem would
be a considerable improvement to the current state of
affairs. In this situation, access would continue to be from
the hold hatches on the top deck. Nevertheless, any of the
possible alternatives would not improve the invention.
The outlet
valve is not an essential part of the invention. It can be
left out of the invention design completely. It can be
replaced effectively with other valve systems that would
provide a similar result or function. The choice of
materials and designs that can be used for the manufacture
of the valves is practically endless. It is felt that
substitutions of this sort are irrelevant, as only the best
functioning final design and material solutions will be
used.
The ship’s
cargo compartments can alternatively be fitted with the new
sandwich structure of the hull, without the application of
the valves. Even such partial solution of the problem would
be a considerable improvement to the current state of
affairs. In this situation, access would continue to be from
the hold hatches on the top deck. Nevertheless, any of the
possible alternatives would not improve the invention.
Technical
requirements & limitations:
The
polyurethane nylon compound layer; the chemical compound
mixture chosen for the procedure must have the highest level
of durability against scoring. It must be able to withstand
substantial impact forces without splitting or breaking of
the layer. Such tests must be undertaken in test
laboratories and also at sea. The finally chosen precise
mixture must also posses an amount of oiliness to be able to
divide itself on impact from the outer metal skin of the
hull as well as from the inner rubber layer. The inventor
has chosen a chemical compound named “liquid nylon 12” from
“EMS Chemie” of Switzerland. Alternative compounds may be
used providing they have the similar properties. No other
special technical requirements or limitations need to be
specified for this feature of the invention.
The oil
resistant rubber sealant compound; the chemical compound
mixture chosen for the procedure must have the highest level
of elasticity. It must be able to withstand substantial
impact forces without tearing of the layer. Such tests must
be undertaken in test laboratories and also at sea. The
finally chosen precise chemical compound must also posses a
substantial amount of oil resistance, so that it will not be
affected by the constant contact with the crude oil cargo.
No other extra ordinary technical requirements or
limitations need to be specified for this feature of the
invention.
The inlet
valve; this valve is to be manufactured from high quality
steel. The precision in the manufacture process is a key
issue. The inner spring loaded mechanism must have a
pressure calibrated spring that is calibrated for pressures
just below the standard amount of pressure required for
loading and unloading of the crude oil cargo from its
compartment. The two conical heads that are linked together,
one with a shaft and the other with a tubular section, must
be of precisely the same weight.
Both of the
conical steel surfaces that under the loading pressure,
create the ideal flow of cargo, are to be chromed and highly
polished. The inner silicone compound seals must posses
similar properties as the rubber layer applied inside the
cargo compartment. No other extra ordinary technical
requirements or limitations need to be specified for the
above feature of the invention.
The outlet
valve; this valve is to be manufactured from high quality
steel. The precision in the manufacture process is a key
issue. The inner spring loaded mechanism must have a
pressure calibrated spring that is calibrated for pressures
just below the standard amount of pressure required for
loading and unloading of the crude oil cargo from its
compartment. The two conical heads that are linked together,
one with a shaft and the other with a tubular section, must
be of precisely the same weight.
Both of the
conical steel surfaces that under the loading pressure,
create the ideal flow of cargo, are to be chromed and highly
polished. The inner silicone compound seals must posses
similar properties as the rubber layer applied inside the
cargo compartment. No other extra ordinary technical
requirements or limitations need to be specified for the
above feature of the invention.
Claims:
-
A claim is made in
respect of a double layer coating procedure to be used
on a ship’s hull, where the first layer provides
protection against damage to the cargo compartment, the
ship, and the rubber interior layer and where the second
layer is constructed in such a manner as to protect the
cargo, substantially as described herein.
-
A claim is made in
respect of a double layer coating procedure, as claimed
in claim 1, that is used on ship’s hull and on the walls
and the floor of each cargo compartment to form sealed
units.
-
A claim is made in
respect of a coating procedure, as claimed in claim 2,
that is used with the existing structure of cargo ships
that allow access from hatches situated on the ship’s
top decks.
-
A claim is made in
respect of a coating procedure, as claimed in claim 2
that restricts access to the hold compartments to that
allowed by an inlet and an outlet valve.
-
A claim is made in
respect of a coating procedure, as described in claim 2,
that is used with the existing structure of cargo ships
that allow access from hatches situated on the ship’s
top deck and also permits access to the hold
compartments via an inlet and an outlet valve system.
-
A claim is made in
respect of a double layer coating procedure, as claimed
in claim 1, that is used on a ship’s hull and on the
walls, floor and ceiling of each cargo compartment to
form sealed units.
-
A claim is made in
respect of a coating procedure, as claimed in claim 6,
that is used with the existing structure of cargo ships
that allow access from hatches situated on the ship’s
top decks.
-
A claim is made in
respect of a coating procedure, as claimed in claim 6
that restricts access to the hold compartments to that
allowed by an inlet and an outlet valve system.
-
A claim is made in
respect of a coating procedure, as claimed in claim 6,
that is used with the existing structure of cargo ships
that allow access from hatches situated on the ship’s
top decks and allow access via inlet and outlet valves.
-
A claim is made for a
coating procedure, as claimed in claim 6, that restricts
access to the hold compartments to that allowed by the
inlet and the outlet valves that were designed by the
inventor to be used in conjunction with this coating
procedure.
-
A claim is made in
respect of a double layer coating procedure to be used
on a ship’s hull, substantially as described herein.
-
A claim is made in
respect of a double layer coating procedure to be used
on a ship’s hull, substantially as described herein,
that is to be used in conjunction with a loading
procedure via an inlet valve, supported by an outlet
valve, and/or hatch access.
-
A claim is made in
respect of a double layer coating procedure to be used
on a ship’s hull, substantially as described herein,
that is to be used in conjunction with a restricted
access valve cargo loading system designed specifically
for this purpose.
Please
refer to the patent office for all diagrams mentioned in
these descriptive texts
www.patent.gov.uk
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