Apparatus with lateral towing arms for naval vessels

Abstract

Apparatus with orientable lateral towing arms for naval vessels, in particular for the safe transit of cruise ships through canals having limited and set width, comprising: at least two fender barges for each side of the hull or floating one¬ directional or two-directional spacers, having respective movable towing arms and intended to be temporarily secured to one side of the hull of a ship; means for the towing connection to the sides of the hull of the ship of the anterior part of the towing arms, oriented at an angle toward the side of the hull of the fender barge with the base directed toward the side of the hull of the ship, wherein said means for the towing connection of the anterior part of the towing arms are formed of structural supports welded in specific recesses of the opposing sides of the hull of the ship.

Description

[0001] Description of the application for a patent for industrial invention titled:

[0002] “Apparatus with lateral towing arms for naval vessels"

[0003] In the name of: SANDRO FOCE

[0004] Description

[0005] This invention relates to an apparatus with lateral towing arms for naval vessels.

[0006] More specifically, this invention relates to an apparatus comprising a fender barge provided with at least two lateral towing arms which are movable with a three-dimensional movement between two naval vessels. The apparatus of this invention is suitable to allow for the safe transit of cruise ships or of special ships with appendages that protrude beyond the contour of the side of the hull through canals having limited and set width; in particular, said apparatus is especially, but not exclusively, intended to allow ships to transit through the Panama Canal, where the declared maximum transit width is equal to 51 .50 meters. The free end of the lateral towing arms on the fender barges is connected to the ship, the sides of the hull of which are provided for this purpose with structural recesses to accommodate and temporarily stabilize the arms themselves.

[0007] It must be considered that the passenger ships built in the last few years have appendages that protrude beyond the contour of the sides of the hull, lifeboats and bridges, in order to increase the capacity of the accommodations for passengers and in order to supply the same with further space for additional bridges to stroll on and for recreation; ships of this kind, with elements protruding beyond the sides of the hull, are not currently permitted to navigate through the Panama Canal, with the consequence that the same, in order to pass from the Atlantic Ocean to the Pacific Ocean, have to circumnavigate South America. The transit protocol of the Canal Authority requires that, in case of emergency, the ship must provide to pull up against the walls of the locks and this maneuver is only possible for ships without protrusions with respect to the vertical line of the maximum width at the sides of the hull.

[0008] In an effort to remedy this limitation, and also allow for the transit through the Canal of ships with elements protruding beyond their outline with respect to the vertical line, various solutions have been devised and proposed over time, such as large floating rubber fenders, docked steel towing fender barges with ropes, additional movable fenders; however, these projects have been discarded by the Canal Authority as they have been deemed unreliable, inadequate to prevent the repeated and extensive damage to the existing protections along the approach and transit routes and in the access locks, both during the ascending and descending phases of ships and in the transit phase.

[0009] The task of this invention is to remedy the inconveniences laid out here above.

[0010] More specifically, the task of this invention is that of providing an apparatus having lateral and orientable towing arms for naval vessels suitable to allow for the transit in the Panama Canal and in other canals of cruise ships and super cruise ships, even if not limited thereto, having structural features that cause problems due to their having elements protruding beyond their outline or beyond the sides of the hull.

[0011] A further task of the invention is that of providing an apparatus capable of protecting the Canal docks, in particular the walls of the locks and the related approaches, in order to prevent possible damage to the fender systems installed and already present along the route.

[0012] A further task of the invention is that of providing an apparatus as defined above capable of being mechanically pulled, resulting, as such, as an integral part of the ships it is associated with.

[0013] A further, but not last, task of the invention is that of providing an apparatus wherein the fender barges carrying the lateral and orientable towing arms do not damage the rubber protections or other kind of protections that exist along the route of the Canal.

[0014] A further task of the invention is that of providing an apparatus wherein the fender barges carrying the lateral and orientable towing arms are capable of supporting, on the external sides of the hull, a high individual crushing load, which could especially occur in the event of wind oriented in a transverse direction to the ship.

[0015] A further task of the invention is that of providing an apparatus capable of appreciably reducing resistance to the forward motion of the vessel, therefore the stress applied on the orientable lateral towing arms, and of guaranteeing stability to the fender barges carrying the arms themselves in order to more effectively limit the movements during navigation.

[0016] These and other tasks are achieved by the apparatus comprising the lateral and orientable towing arms for naval vessels of this invention according to the principal claim. The construction and functional features of the apparatus of this invention can be better understood from the following description, where reference is made to the attached drawings which represent a preferred and non limiting embodiment and wherein:

[0017] Fig. 1 shows a schematic representation of an axonometric projection of the external side of the hull of the fender barge which forms a part of the apparatus of this invention;

[0018] Fig. 2 shows a schematic representation of an axonometric projection from above of the same fender barge, highlighting a lateral towing arm in operating position;

[0019] Fig. 3 shows a schematic representation of the apparatus of the invention connected to the left side of a ship;

[0020] Fig. 4 shows a schematic representation of the apparatus of the invention connected to the right side of a ship;

[0021] Fig. 5 shows a schematic representation of a view from the stern of the apparatus of this invention, connected on one flank to the left side of a ship and with the opposing flank facing toward a canal wall;

[0022] Fig. 6 shows a schematic representation of a view from the bow of the same apparatus, connected on one flank to the right side or starboard side of a ship and with the left flank facing toward a canal wall;

[0023] Fig. 7 shows a schematic representation of an external view of the fender barge from the side of the hull in the locks, which forms a part of the apparatus of this invention, wherein the lateral towing arms are in resting position;

[0024] Fig. 8 shows a schematic representation of a view from the lower front or bottom of the same apparatus;

[0025] Fig. 9 shows a schematic representation of a further view from the stern of the apparatus of the invention, when floating freely;

[0026] Fig. 10 shows a schematic representation of a view from above of one of the lateral towing arms of the apparatus of the invention, connected to the towing supports positioned in specific recesses made along the sides of the hull of a ship;

[0027] Fig. 11 shows a schematic representation of an axonometric projection from above of the same lateral towing arm, connected to the towing supports positioned in specific recesses made along the sides of the hull of a ship; Fig. 12 shows a schematic representation of an exploded view of one of the lateral towing arms, topped by a non-slip platform, and of the related supports positioned in the recesses of the sides of the hull of the ship, to which the arm itself is connected;

[0028] Fig. 13 shows a schematic representation of a view from above of the fender barge forming part of the apparatus of this invention, according to an alternative embodiment that provides for two-directionality.

[0029] Fig. 14 shows a schematic representation of an additional view from above of the same fender barge, with lateral towing arms in resting position.

[0030] With initial reference to Fig. 1 and Fig. 2, the apparatus of this invention comprises at least one fender barge or non-motorized floating spacer 10, provided with at least two lateral and orientable towing arms 12, intended to be temporarily secured to one side of the hull or emerged part of the flank of the hull of a ship, partially shown with the number 14 in Fig. 9. Fig. 1 shows the fender barge 10 on a side of which two distanced lateral towing arms 12 are placed in resting position, which is to say they are not protruding from the fender barge itself, whereas in Fig. 2 said lateral towing arms are rotated by 90° toward the outside of the fender barge 10 and protrude from it to be connected to the sides of the hull of the ship 14 according to the modalities specified below. The lateral towing arms 12 are positioned perpendicularly to the sides of the hull of the ship in order to compensate for the three main three-dimensional movements of the fender barges 10, which is to say pitch (movement of the fender barge along the longitudinal axis with respect to the center of the underwater hull), roll (movement of the fender barge along the transversal axis with respect to the center of the underwater hull) and heave (vertical movement) of the ship. The fender barges are automatically ballasting by means of openings on the bottom, which confers particular stability, reducing the movements during navigation. According to an advantageous embodiment, one of the lateral towing arms 12 is positioned on the deck of the fender barge 10 in proximity of the bow, the other in proximity of the stem, as shown in Fig. 2. The apparatus of the invention also comprises means for anchoring the lateral towing arms 12 to the ship 14, formed by structural supports that are preventively arranged along the opposing sides of the hull, vertical travel axis in the arm supports of the ship itself. Each of the lateral towing arms 12, shown in detail in Fig. 10, Fig. 11 and Fig. 12, has a substantially triangular form, with the base 16 facing toward the sides of the hull of the ship and with the vertex 18 hinged to the fender barge 10 on a pivoting axis 20 (Fig. 11 ); said pivoting axis is fitted on a ball joint of a plate 22, which plate is fixed to the fender barge 10 and forming the structural support of the lateral towing arm 12, and is free to rotate on an orthogonal plane including to compensate for the heave (vertical movement) of the deck of the fender barge 10. The lateral towing arms 12 are capable of rotating by 90° from the resting position to the towing position, as well as able to raise and lower themselves by approximately 1200 mm from the horizontal position by means of a hydraulic piston 24 (Fig. 10). The vertex 18 (Fig. 12) of the lateral towing arms 12 is hinged to the fender barge 10 by means of a pivoting axis, fitted on a ball joint with a rotating bearing, in order to compensate for the three-dimensional pitch and roll movement, whereas the heave of the fender barge 10 is compensated by the motion of the towing arm 12 by means of the structural supports 26 positioned in the recesses of the sides of the hull 28 of the ship 14.

[0031] The lateral towing arms 12, at their anterior part or base 16 facing toward the sides of the hull of the ship 14, have matching towing pins 12’ which are attached to the lateral towing arms and are intended to engage with the structural supports 26 integrated along the opposing sides of the hull of the ship 14; said structural supports, which are an integral part of the apparatus of this invention, are shown in the figures from Fig. 9 to Fig. 12 and are each formed of a recess or compartment 28 in which are created concave seats 32 with a semicircular contour. The concave seats 32 accommodate the towing pins 12’ borne by the lateral towing arms 12 and placed in the seats themselves by means of the movement of the hydraulic piston 24 in the moment when the fender barge 10 is pulled up against the sides of the hull of the ship 14 and wherefore the temporary and stable connection between the two vessels is required. Once the towing pins 12’ are positioned in the concave seats 32 of the compartment 28, the stabilization of the pins themselves is carried out, with complementary clamps 32’ placed on top them which are tightened with bolts 38 and coupled with anti-rotation stops for safety during transit.

[0032] According to a further advantageous feature of the apparatus of the invention, a non-slip platform 34 is positioned on top of each lateral towing arm 12, which non-slip platform has removable handrails 36 (Fig. 12) for the purpose of allowing the assigned operator to safely carry out the operations of coupling and release of said arms of the fender barge 10 to / from the seats 32; the operator will work on the same platform while kneeling and having a tool such as a pneumatic screwdriver to tighten the bolts 38, shown in Fig. 12, of the clamps 32’ on the towing pins 12’. According to a further advantageous feature of the apparatus of the invention, the fender barges 10, made of naval steel, have a catamaran-shaped underwater hull (Fig. 1 and Fig. 2), formed of two hulls 40, in order to reduce the towing resistance; said fender barges 10 configured in this manner reduce the resistance to the forward motion, therefore the reduction of the stress on the lateral towing arms. The same fender barges 10 are designed to navigate on lakes at an average speed of 10 knots and to resist under static conditions to lateral compression of 50 tons, which is relieved on the two towing arms 12, which corresponds to a lateral wind of 30 knots on the ship 14. A longitudinal continuous structure 42 forms the bridge-like connection joining the two hulls 40. A discontinuous bridge 44, which surmounts the continuous structure 42, is fitted to support the piling on of a second fender barge 10 during the dry location standby period at the dock. Two structural stabilizers 46 comprising a rubber fender are positioned in line with the two lateral towing arms 12, on the ship-side internal side of the hull 14 of the fender barges 10, the structural stabilizers are used to transfer and uniformly distribute the counter-reacting thrust - together with the lateral towing arms 12 - upon contact of the sides of the hull of the fender barge 10 with the floating fender in the locks or against the other fenders upon approach or exit of the convoy from the locks, or in the event there is strong wind in the locks.

[0033] The fender barges 10 are designed to be connected and towed by the cruise ships 14 during the entire transit through the Panama Canal or, possibly, through other canals; wherein the lateral towing arms 12 connect the ship 14 to the fender barges 10, which together approach the ascending locks in the Panama Canal and enter them with the help of conventional tractors, they then navigate across the lake until reaching the descending locks. The compressed air that is necessary for the operations for the connection and removal of the fender barges 10 to and from the ship 14 is supplied by conventional tractors which navigate under autonomous power. During these connection and removal or disconnection operations the arms are raised and lowered in order to be coupled to the structural supports 26 positioned in the recesses 28 formed along the opposing sides of the hull of the ship 14. Each tractor tows a plurality of fender barges 10 and aligns them in position along one of the two sides of the ship 14; each of the towing pins 12’ of the lateral towing arms 12 is therefore positioned, with the help of the sailors that rotate it by 90° from the resting position to the axis of the arm in towing position and lower the arm itself with the assistance of the hydraulic piston 24 until it is positioned in the concave seat 32 on the aforementioned towing supports. This is a delicate operation, to be carried out with precision on the part of the specialized mooring personnel, by means of the ropes present in the fender barge and under the control of the captain of the tractor who will control the positioning. This is followed by the intervention to stabilize the towing pins 12’ by means of the clamps 32’ that the assigned operator positions on top of said pins, securing them by means of the bolts 38 with a pneumatic screwdriver or other suitable tool; during this operation, the assigned operator is on the non-slip platform 34 with handrails 36, therefore in adequately safe conditions.

[0034] Fig. 13 and Fig. 14 refer to an alternative embodiment of the apparatus of the invention. In this embodiment, in which like numerical references of the preceding version are used for like parts, the stern and bow of the fender barge 10 are configured in an identical way, therefore allowing it to be usable in a two-directional manner.

[0035] As can be taken from the description above, the advantages obtained by this invention are evident. The apparatus with the lateral towing arm(s) 12 for naval vessels allows for the transit in the Panama Canal or in other canals of cruise ships and super cruise ships, even if not limited thereto, having structural features that cause problems due to their having elements protruding beyond their outline or beyond the sides of the hull.

[0036] Said apparatus is capable of protecting the Canal docks, in particular the walls of the locks and the related approaches, in order to prevent possible contact with sensitive appendages or protrusions, indicated by transit warnings along the mentioned Canal, as well as with the floating fenders provided in the locks.

[0037] The same apparatus, moreover, can also be mechanically pulled resulting, as such, as an integral part of the ships it is associated with. A particularly advantageous fact is that, in the apparatus of the invention, the fender barges 10 carrying the lateral towing arms 12 do not interfere with the rubber protections or other kind of protections that exist along the route of the Canal(s), in particular with the floating fenders already positioned on every side of the related locks. Furthermore, the fender barges carrying the lateral and orientable towing arms are able to sustain an elevated individual compression load on the outer sides of the hull, which especially occurs in the presence of wind oriented transversally with respect to the ship, as well as, thanks to the hydrodynamic catamaran shape, of appreciably reducing resistance to forward motion of the vessel, which is to say the stress applied on the orientable lateral towing arms, ensuring stability to the fender barges carrying the arms themselves in order to limit the movements during navigation more effectively.

[0038] Even though the invention has been described above with particular reference to one of its preferred embodiments, provided by way of example and with non-limiting purposes, numerous modifications and variations will be evident to a person skilled in the art in light of the description here above. This invention, therefore, intends to encompass all the modifications and variations that fall within the protective scope of the following claims.

Claims

Claims1) Apparatus with lateral and orientable towing arms for naval vessels for the safe transit of ships through canals having limited and set width, characterized in that it comprises:- at least two fender barges (10) or floating one-directional or two-directional spacers, having respective lateral and orientable towing arms (12) and intended to be temporarily secured to one side of the hull of a ship (14);- means for anchoring to the sides of the hull of the ship (14) of the anterior part of the lateral towing arms (12), oriented at an angle toward the outside of the fender barge (10) from the side facing toward the side of the hull of the ship (14), wherein said means for anchoring of the anterior part of the lateral towing arms are formed of structural supports (26) configured to be integrated along the opposing sides of the hull of the ship (14).2) Apparatus with movable towing arm according to claim 1 , characterized in that each lateral towing arm (12) has a triangular form, with the base (16) facing toward the sides of the hull of the ship and with the vertex (18) hinged to the fender barge (10) on a pivoting axis (20) fitted on a ball joint with a rotating bearing of a plate (22) fixed to said fender barge (10) and forming the structural support of the lateral towing arm (12), wherein said lateral towing arm is free to lower itself on towing pins (12’).3) Apparatus with lateral towing arms according to claim 2, characterized in that the anterior part or base (16) of the lateral towing arms (12) facing toward the side of the hull of the ship (14) has said towing pins (12’) to engage with the structural supports (26) positioned along the opposing sides of the hull of the ship (14).4) Apparatus with lateral towing arms according to claim 3, characterized in that said structural supports (26) are structurally integrated along the opposing sides of the hull of the ship (14) in recesses or compartments (28) in which concave seats (32) are created with a semicircular contour suitable to accommodate the towing pins (12’) borne by the lateral towing arms (12) and stabilized by complementary clamps (32’) tightened with bolts (38).5) Apparatus with lateral towing arms according to claim 1 , characterized in that a non-slip platform (34) having removable handrails (36) is positioned on top of each lateral towing arm (12) allowing the assigned operator to safely carry out the operations of coupling and release of said lateral towing arms (12) of the fender barge (10) in the concave seats (32) created in the recesses or compartments (28) structurally integrated along the opposing sides of the hull of the ship (14).6) Apparatus with lateral towing arms according to claim 1 , characterized in that the fender barges (10) form a catamaran-shaped underwater hull, formed of two hulls (40) which reduce the resistance to the forward motion and the consequent stress on the lateral towing arms (12).7) Apparatus with lateral towing arms according to claim 6, characterized in that it comprises a longitudinal continuous structure (42) to join the two hulls (40), surmounted by a discontinuous bridge (44) for the piling on of the fender barges (10), during the dry location stand-by period at the dock.8) Apparatus with lateral towing arms according to claim 1 , characterized in that in line with the lateral towing arms (12) each fender barge (10) is provided, above the waterline, with two structural stabilizers (46) comprising a rubber fender suitable to transfer and uniformly distribute the counter-reacting thrust upon contact of the sides of the hull of the fender barge (10) against the floating fender of the walls of the locks or against the other fenders, upon approach or exit of the convoy from the locks, or in the event there is strong wind in the locks.

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