Safety system for balancing a vessel in emergency conditions

Abstract

The invention relates to a safety system (10) for balancing a vessel (50) in emergency conditions, comprising one or more stern compartments (1) and one or more bow compartments (3), arranged within the hull (20) of the vessel (50), and a transfer system (30), arranged between said stern compartments (1) and said bow compartments (3). In the event of a hull breach at one or more stem compartments (1) or bow compartments (3), the transfer system (30) communicates said compartments with each other so as to achieve a controlled flooding of said compartments and thus balance the weight along the longitudinal direction of the vessel (50), thereby preventing the vessel (50) from capsizing or sinking. The safety system (10) is a passive system whose operation is ensured also in the absence of electric power supply as a result of a failure of the electrical systems of the vessel.

Description

[0001] “Safety system for balancing a vessel in emergency conditions ”

[0002] DESCRIPTION

[0003] Technical Field

[0004] The present invention relates to safety system for balancing a vessel in emergency conditions.

[0005] More particularly, the present invention relates to a safety system that acts on the longitudinal balancing of a vessel, i.e. on the pitching motion of the vessel.

[0006] By way of non-limiting example, the present invention can find application as a safety system for balancing the vessel in case of emergency conditions resulting from the opening of a breach in the hull.

[0007] The present invention further relates to a method of balancing and stabilizing a vessel in emergency conditions, for example, in the event of a breach in the hull. Background Art

[0008] As is known, vessels can be subject to unwanted water ingress due to a breach in the hull.

[0009] Such a breach may be due to a collision, e.g. against a rock or a ship, or to the poor sealing of hatches that are underwater during navigation.

[0010] Water ingress, even in relatively small quantities, can be very dangerous.

[0011] In fact, the water, pouring into a portion of the vessel, i.e. the portion affected by the breach, leads to an asymmetric distribution of weight within the vessel, thereby generating an imbalance that could lead to a dangerous condition for the people on board and for the vessel itself.

[0012] Therefore, when any compartment of the vessel is flooded, the stability of the vessel is greatly compromised, leading to sudden attitude changes, even to a capsizing or sinking condition in the most severe cases.

[0013] This phenomenon is amplified in vessels with a particularly high center of gravity and shallow draft.

[0014] Therefore, in the nautical sector the issue of balancing vessels in the event of unwanted water ingress is of considerable interest.

[0015] This has led to the development of safety systems that, in the event of a hull breach, allow for controlled flooding of the portions of the vessel opposite those affected by the breach with respect to the longitudinal axis of the vessel itself so as to balance the vessel in the transverse direction with respect to said longitudinal axis of the vessel. This controlled flooding, in fact, allows for a symmetrical distribution of weight within the vessel, generating a righting moment that counteracts the capsizing moment caused by the unwanted water ingress.

[0016] In this way it is possible to stabilize the vessel, preventing it from sinking or maintaining a buoyant condition for a sufficient time to save the crew and / or passengers.

[0017] However, the safety systems with controlled flooding currently known and used concern the transverse balancing of the vessel (also known as 'cross-flooding'): in the event of a breach and consequent asymmetrical flooding, they allow certain spaces within the hull to be flooded in turn, in order to reduce or eliminate the weight difference between the starboard and port side of the vessel.

[0018] Thus, such transverse balancing safety systems only prevent the vessel from capsizing sideways, thus acting on the rolling motion.

[0019] For example, document GB1414510 discloses a ship comprising a double-bottom tank and watertight trunk compartments, arranged on the port side and starboard side of the ship, which compartments can be communicated with this double bottom. In the event of a side breach, not only the compartments on the side of the hull affected by the breach but also the double bottom and the compartments on the opposite side of the ship are flooded, to balance the weight and increase stability.

[0020] As far as balancing around the pitch axis (axis oriented in the port / starboard direction of the vessel) is concerned, however, the Applicant found that, surprisingly, the prior art is completely silent as to the exploitation of controlled flooding in the longitudinal direction as well.

[0021] Systems to control the flow of water in the longitudinal direction can be found in ballast systems, which make it possible to manage the navigation attitude in normal operating conditions, i.e. in the absence of a breach.

[0022] These ballast systems comprise a plurality of dedicated ballast tanks, which are suitably arranged within the hull and can be filled with water from the surrounding environment. These systems can be used, for example, to balance a load concentrated in the bow area by loading a certain amount of water into the ballast tanks located in the stern area or vice versa.

[0023] These ballast systems require that the loading and unloading of ballast water is managed with specific timing and modalities requested by the master of the vessel. For this reason, the management of ballast tanks provides that the loading and unloading of water in and from the ballast tanks takes place, at least partially, by means of one or more pumps, generally controlled by an electronic control unit which, either automatically or following commands given by the vessel's personnel, manages the distribution of water in the ballast tanks.

[0024] Therefore, these ballast systems are exclusively designed to balance the vessel in normal operating conditions.

[0025] On the other hand, in the event of a breach in the hull of the vessel or in other emergency conditions, such a ballast system would be unusable, as the proper functioning of the electrical systems of the vessels, including the electronic control unit of that ballast system, could not be guaranteed. Indeed, in emergency conditions, the electrical systems of the vessel would likely be the first to stop working.

[0026] In respect of the bow and stern portions of the hull, the prior art relating to solutions aimed at keeping the vessel afloat in the event of a breach shows a tendency to compartmentalize the hull of the vessel as much as possible into watertight, noncommunicating compartments, for example through the use of watertight bulkheads as in the case of EP3205570.

[0027] However, although compartmentalization is an excellent means of restricting water ingress, it does not counteract possible capsizing moments in order to stabilize the vessel.

[0028] The object of the present invention is therefore to overcome the drawbacks of prior art by providing a safety system for longitudinal balancing of the vessel which, in the event of emergency conditions such as the opening of a breach in the hull, provides controlled flooding in order to balance the weight between the stem and bow compartments.

[0029] A further object of the present invention is to provide a safety system for longitudinal balancing that makes it possible to increase the safety of the vessel in the event of a breach in the hull without the need to reinforce the hull structure and without the need for a high degree of hull compartmentalization, avoiding unnecessary weight and cost increases due to the installation of additional hull structures.

[0030] A still further object of the present invention is to provide a safety system for longitudinal balancing that does not require pumps nor an electronic control unit to manage controlled flooding of the vessel, so that it can function also in the event of failure of the electrical systems of the vessel.

[0031] Finally, an object of the present invention is to provide a safety system for longitudinal balancing that is easy to implement and adaptable to different types of vessels. These and other objects are achieved with the safety system for balancing a vessel and a related method as claimed in the appended claims.

[0032] Summary of Invention

[0033] The invention relates to a safety system for balancing a vessel that makes it possible, in emergency conditions such as the opening of a breach in the hull at the compartments located at the stern of the vessel, to counteract the effect of uncontrolled water ingress so as to stabilize the vessel longitudinally, preventing it from sinking.

[0034] The safety system according to the invention generally comprises:

[0035] - one or more compartments arranged within the hull, near or at the stern of the vessel (referred to, for brevity, as stem compartments);

[0036] - one or more compartments arranged within the hull, near or at the bow of the vessel (referred to, for brevity, as bow compartments);

[0037] - an automatic transfer system, arranged between said one or more stern compartments and said one or more bow compartments, which transfer system, in the event of a hull breach at one or more of said stern or bow compartments, communicates said one or more stern compartments with said one or more bow compartments.

[0038] Said one or more stem compartments and said one or more bow compartments are floodable compartments which have no water in them during normal operation of the vessel, so that during normal navigation they can perform the functions for which they are intended.

[0039] In addition, said one or more stern compartments and said one or more bow compartments are watertight compartments. In the event that, as a result of fortuitous events, a breach opens in the hull at one or more of said stern compartments or at one or more of said bow compartments, such breach is known to result in an uncontrolled water ingress into said stem or bow compartments, respectively.

[0040] This water ingress generates, in a known manner, a capsizing moment around the pitching axis of the vessel, which capsizing moment tends to lift the bow or stern of the vessel, respectively.

[0041] If this capsizing moment persisted, the vessel could capsize or even sink.

[0042] To prevent this from happening, when there is a breach in the hull at one or more of said stem compartments, the safety system according to the invention allows communicating, in an automatic manner, said one or more stem compartments with said one or more bow compartments. The safety system according to the invention is therefore of the passive or 'self-acting' type. In other words, said safety system, as it does not require any pumps nor a corresponding electronic control unit to manage the flow of water into the stern compartments or the bow compartments, is independent of the presence or absence of electric power supply within the vessel.

[0043] This aspect distinguishes the safety system according to the invention from known ballast systems used to improve navigation attitude during normal operation of the vessel, which known ballast systems require an electric power supply in order to function.

[0044] A further aspect that differentiates the safety system from ballast systems is that said safety system provides for flooding compartments that during normal operation do not contain water and are suitable for performing other functions, whereas ballast systems only affect the ballast tanks used for this purpose.

[0045] Therefore, thanks to the safety system according to the invention, water can not only enter the stern or bow compartments affected by the breach, but also pour - passing through the transfer system - into the bow compartments or stern compartments, respectively, obtaining a controlled and automatically implemented flooding.

[0046] The flooding of the compartments not affected by the breach makes it possible to balance the weight along the longitudinal direction of the vessel, equalizing the asymmetrical flooding caused by the breach.

[0047] Accordingly, the controlled flooding of the compartments not affected by the breach results in a righting moment being generated that counteracts the capsizing moment caused by the uncontrolled water ingress.

[0048] Therefore, said bow and stern compartments are suitably dimensioned and arranged along the longitudinal axis of the vessel so that, in the event of an incident, they can fill with water entering through the breach and stabilize the vessel on a new waterline (with an evidently larger draft).

[0049] Therefore, the present invention makes it possible to increase the safety of the vessel in the event of a breach in the stern or bow portion, preventing loss of control, capsizing and sinking of the vessel.

[0050] Each of said stern compartments can be connected, through the transfer system, to one or more of said bow compartments. The bow compartments (in the event of a breach in a stern compartment) or the stern compartments (in the event of a breach in the bow compartment) can be partially or completely flooded, in an automatic manner, depending on the entity of the breach. According to a first embodiment of the invention, said transfer system can be implemented by means of one or more ducts extending inside the hull and connecting said one or more stern compartments to said one or more bow compartments. According to a second embodiment of the invention, said transfer system can by implemented by using the inner space of the 'skeg' of the vessel, i.e., the vertical portion extending from the bottom of the vessel.

[0051] In both embodiments set forth above, said transfer system comprises one or more opening / closing means to communicate said one or more stern compartments with said one or more bow compartments so as to allow water to flow towards the bow compartments.

[0052] Said opening / closing means can be made as valves.

[0053] Said opening / closing means, in the event of a hull breach affecting compartments other than said stern and bow compartments, can close automatically to ensure watertightness not only of the stem and bow compartments, but also of all the other vessel compartments through which the transfer system runs.

[0054] Alternatively, said opening / closing means can be closed remotely by means of a remote controller.

[0055] According to a preferred embodiment of the present invention, said transfer system may comprise one or more blocking means that allow the passage of water in the direction from the stern compartments to the bow compartments, but not in the opposite direction, or that allow the passage of water in the direction from the bow compartments to the stem compartments, but not in the opposite direction.

[0056] Preferably, said blocking means can be made as check (or one-way) valves.

[0057] Finally, according to a preferred embodiment of the present invention, said safety system for longitudinal balancing can be combined with transverse balancing systems (the so-called 'cross-flooding' for balancing the imbalance caused by the uncontrolled water ingress.

[0058] In this case, the vessel will comprise at least two stem compartments, one arranged on the port side and one on the starboard side and said compartments will be communicatable with each other. The vessel will further comprise at least two bow compartments, one arranged on the port side and one on the starboard side and said bow compartments will be communicatable with each other. In addition, each stem compartment will also be communicatable with a corresponding bow compartment.

[0059] Brief Description of Drawings Further advantages and features of the present invention will be evident from the ensuing detailed description of a preferred embodiment of the invention, provided by way of non-limiting example with reference to the annexed drawings, in which:

[0060] Fig. l shows a side view of a vessel comprising a safety system according to a first embodiment of the invention;

[0061] Fig.2 shows a top view of the vessel and safety system of Figure 1;

[0062] Fig.3 shows a side view of a vessel comprising the safety system according to a second embodiment of the invention;

[0063] Fig.4 shows a top view of the vessel and safety system of Figure 3;

[0064] Fig.5 shows a side view of a vessel comprising the safety system according to a third embodiment of the invention;

[0065] Fig.6 shows a top view of the vessel and safety system of Figure 5;

[0066] Fig.7 shows a side view of a vessel comprising the safety system according to a fourth embodiment of the invention;

[0067] Fig.8 shows a top view of the vessel and safety system of Figure 7.

[0068] Description of Embodiments

[0069] In the following description of a preferred embodiment of a safety system for balancing a vessel in emergency conditions, reference will be made to an application to a medium to large-sized vessel.

[0070] However, this application should not be interpreted in a limiting manner and the safety system according to the invention could also be used for small or large vessels intended for different uses.

[0071] For example, such a safety system could be applied for recreational, commercial or military vessels, with either motor or sail propulsion.

[0072] Referring to Figures 1 and 2, in the illustrated embodiment, the safety system 10 is used on a vessel 50.

[0073] Said safety system 10 comprises:

[0074] - a stem compartment 1, arranged within the hull 20 of the vessel 50, near or at the stern of the vessel 50;

[0075] - a bow compartment 3, arranged within the hull 20 of the vessel 50, near or at the bow of the vessel 50;

[0076] - a transfer system 30, arranged between said stern compartment 1 and said bow compartment 3. Said stern compartment 1 and bow compartment 3 are floodable compartments which, during normal operation of the vessel 50, in the absence of a hull breach, do not contain water, so that during normal navigation they can perform the functions for which they are intended.

[0077] Said stem compartment 1 and bow compartment 3 are also watertight compartments, communicating with each other through the transfer system 30.

[0078] As visible in Figure 2, said transfer system 30 is implemented by means of two ducts 5 and 7.

[0079] Each of said ducts extends inside the hull 20 along the longitudinal direction of the vessel 50.

[0080] In particular, the duct 5 has a first end connected to the stern compartment 1 and a second end connected to the bow compartment 3.

[0081] Likewise, the duct 7 has a first end connected to the stern compartment 1 and a second end connected to the bow compartment 3.

[0082] It is evident that, in an alternative embodiment, the safety system 10 may comprise one or more stem compartments and / or one or more bow compartments and the transfer system 30 may consist of a single duct or three or more ducts depending on the size and structure of the vessel 50.

[0083] The two ducts 5 and 7 therefore hydraulically communicate the stem compartment 1 and the bow compartment 3.

[0084] Three valves 5a, 5b and 5c are optionally provided along the duct 5: the valve 5a is located between the stern compartment 1 and the first end of the duct 5, the valve 5c is located between the second end of the duct 5 and the stern compartment 3, the valve 5b is located between the valves 5a and 5c.

[0085] Likewise, along the duct 7 there are optionally provided three valves 7a, 7b and 7c, the position of which corresponds to the position of the valves 5a, 5b and 5c f the duct 5.

[0086] Said valves 5a, 5b, 5c and 7a, 7b, 7c arranged along the ducts 5 and 7 are normally open. Accordingly, in the event that, as a result of collisions, a breach in the hull 20 opens at the stern compartment 1 or the bow compartment 3, said valves would allow the water from the breach to freely flow through the transfer system 30, allowing automatic transfer of said water from a compartment to the other one without the aid of pumps and, therefore, without the need for an electronic control unit to drive such pumps.

[0087] Therefore, said safety system does not require any electric power supply to ensure transfer of said water.

[0088] Said valves are also configured to close (for example, automatically or by means of a remote controller) if breaches affecting compartments other than the stern compartment 1 and the bow compartment 3 are present in the hull 50, in order to ensure watertightness not only of the stem compartment 1 and bow compartment 3, but also of all the other hull 50 compartments through which said ducts run.

[0089] Obviously, each duct may comprise a different number of valves, which may be arranged in a different manner along the ducts, depending on the internal structure of the vessel.

[0090] Therefore, in the event that, as a result of collisions, a breach in the hull 20 opened at the stern compartment 1 or the bow compartment 3, an uncontrolled water ingress into said stern compartment 1 or bow compartment 3, respectively, would occur. To prevent such water ingress from generating a capsizing moment around the pitching axis B of the vessel 50, the transfer system 3 allows automatically communicating said stem compartment 1 and said bow compartment 3. The safety system 10 according to the invention is therefore of the passive or 'self-acting' type.

[0091] In the event that the breach affects the stern compartment 1, the transfer system 30, through the ducts 5 and 7, allows water to pour also into the bow compartment 3, thereby obtaining controlled flooding of the bow compartment 3 (besides flooding of the bow compartment 1 affected by the breach). Similarly, in the event that the breach affects the bow compartment 3, the transfer system 30, through the ducts 5 and 7, allows water to pour also into the stem compartment 1, thereby obtaining controlled flooding of the stem compartment 1 (besides flooding of the stern compartment 3 affected by the breach).

[0092] Advantageously, said bow compartment 3 (in the event of a breach in the stern compartment) or said stern compartment 1 (in the event of a breach in the bow compartment 3) can be partially or completely flooded depending on the entity of the breach, so as to constitute a water ballast that makes it possible to balance weight along the longitudinal direction of the vessel 50, equalizing the asymmetrical flooding caused by the breach. The safety system 10 according to the present embodiment is therefore a two-way safety system, allowing water to flow both from the stern compartment 1 towards the bow compartment 3 and vice versa.

[0093] Said safety system allows increasing the safety of the vessel in the event of breaches in the stern compartments 1 or bow compartments 3, without the need to reinforce the hull structure and without the need for a high degree of hull compartmentalization.

[0094] Referring to Figures 3 and 4, a safety system 110 according to a second embodiment is substantially similar to the safety system of the first embodiment, the difference therefrom being that the duct 5 and the duct 7 of the transfer system 130 comprise a check valve 5d and 7d, respectively.

[0095] Said check valve 5d, in the shown embodiment, is located at the second end of the duct 5, downstream of the valve 5c (where present) and within the bow compartment 3.

[0096] Said check valve 7d, in the shown embodiment, is located at the second end of the duct 7, downstream of the valve 7c (where present) and within the bow compartment 3.

[0097] Said check valves 5d and 7d make it possible, in the event of a breach in the stem compartment 1, to have a one-way water flow from the stern compartment 1 to the bow compartment 3.

[0098] According to a further embodiment, not shown, the check valves along the ducts 5 and 7 are located at the first ends of the ducts. In this case, said check valves make it possible, in the event of a breach in the bow compartment 3, to have a one-way water flow from the bow compartment 3 to the stern compartment 1.

[0099] Turning to Figures 5 and 6, according to a third embodiment of the invention, the safety system 210 comprises a transfer system 230 implemented by using the inner space 9 of the 'skeg' 40 of the vessel, i.e. by exploiting the portion extending from the bottom of the vessel 50.

[0100] Said inner space 9 extends along the longitudinal direction of the vessel 50 and has a first end located under the stem compartment 1 and a second end located under the bow compartment 3.

[0101] According to this third embodiment, the first end of the inner space 9 has three connection openings 9a, 9b and 9c communicating the stem compartment 1 and the inner space 9. In addition, the second end of the inner space 9 has a connection opening 9e communicating the bow compartment 3 and the inner space 9.

[0102] Similarly to the first embodiment, the connection openings 9a, 9b and 9c are optionally equipped with respective normally open valves (not shown), so as to ensure that the water coming from a breach that may have occurred is automatically transferred, through the transfer system 30, i.e. through the inner space 9, said valves being configured to close (for example, automatically of by means of a remote controller) if breaches affecting compartments other that the stem compartment 1 and the bow compartment 3 are present in the vessel 50, in order to ensure watertightness not only of the stem compartment 1 and bow compartment 3, but also of all the other vessel 50 compartments through which said ducts run.

[0103] Preferably, as visible in Figure 6, at the bow compartment 3 the second end of the inner space 9 is connected to a tubular portion 11, located inside the bow compartment 3.

[0104] In the event of a breach in the hull 20 at the stem compartment 1, the transfer system 230, through the inner space 9 and the connection openings 9a, 9b, 9c and 9e, allows the water entering the stem compartment 1 to pour also into the bow compartment 3, thereby allowing, as in the first embodiment, to balance the weight of the vessel 50 along the longitudinal axis thereof. Likewise, in the event of a breach in the hull 20 at the bow compartment 3, the transfer system 230 allows the water entering the bow compartment 3 to pour also into the stern compartment 1, thereby allowing, as in the first embodiment, to balance the weight of the vessel 50 along the longitudinal axis thereof.

[0105] The safety system 210 according to the present embodiment is therefore a two-way safety system, allowing water to flow both from the stem compartment 1 towards the bow compartment 3 and vice versa.

[0106] Referring to Figures 7 and 8, a safety system 310 according to a fourth embodiment is substantially similar to the safety system of the third embodiment set forth above, differing from the latter in that, at the bow compartment 3, the second end of the inner space 9 is connected to a tubular portion 11 and said tubular portion 11, located in the bow compartment 3, optionally comprises a check valve 9d. The function of the check valve 9d, similar to the one of the check valves 5d and 7d described above with reference to the second embodiment, is to have a one-way water flow from the stem compartment 1 to the bow compartment 3.

[0107] According to a further embodiment, not shown, check valves are arranged at the openings 9a, 9b and 9c. In this case, said check valves allow, in the event of a breach in the bow compartment 3, to have a one-way water flow from the bow compartment 3 to the stem compartment 1.

[0108] It will be evident to the person skilled in the art that the embodiments described in detail above are in no way to be understood in a limiting sense, and that numerous variations and modifications are possible without departing from the scope of the invention as defined by the appended claims.

Claims

CLAIMS1. Safety system (10; 110; 210; 310) for balancing a vessel (50) in emergency conditions, said vessel comprising a hull (20) in which a bow and a stern are defined, characterized in that it comprises:- one or more stem compartments (1), arranged within said hull (20) of said vessel (50), near or at said stern of said vessel (50);- one or more bow compartments (3), arranged within said hull (20) of said vessel (50), near or at said bow of said vessel (50);- a transfer system (30; 130; 230; 330), arranged between said one or more stem compartments (1) and said one or more bow compartments (3) and suitable to communicate said one or more stem compartments (1) with said one or more bow compartments (3) to allow transfer of water entering said one or more stem compartments (1) or said one or more bow compartments (3) towards said one or more bow compartments (3) or said one or more stern compartments (1), respectively; wherein said safety system (10; 110; 210; 310) communicates, automatically and without any electric power supply, said one or more stem compartments (1) with said one or more bow compartments (3) through said transfer system (30; 130; 230; 330).

2. Safety system (10; 110; 210; 310) according to claim 1, wherein said stem compartments (1) and said bow compartments (3) are floodable and have no water in them in normal operating conditions of said vessel (50).

3. Safety system (10; 110) according to claim 1 or 2, wherein said transfer system (30) is implemented by means of one or more ducts (5, 7) extending between said one or more stern compartments (1) and said one or more bow compartments (3).

4. Safety system (210; 310) according to claim 1 or 2, wherein said transfer system (230) is implemented by exploiting the inner space (9) of the skeg (40) of the vessel (50), and wherein one or more openings (9a, 9b, 9c) are provided in the bottom of said one or more stern compartments (1) to communicate it / them with said inner space (9) of said skeg (40).

5. Safety system (10; 110; 210; 310) according to any one of the preceding claims, wherein said transfer system (30; 130; 230; 330) is equipped with one or more valves (5a, 5b, 5c, 7a, 7b, 7c).

6. Safety system (10; 110; 210; 310) according to claim 5, wherein said valves (5a, 5b, 5c, 7a, 7b, 7c) are normally open and are configured to close in the presence of breachesaffecting compartments of the vessel (50) other than said one or more stem compartments (1) and said one or more bow compartments (3).

7. Safety system (110; 310) according to any one of claims 1 - 6, wherein said transfer system (130; 330) comprises one or more blocking means (5d, 7d; 9d) allowing passage of water in the direction from said one or more stern compartments (1) to said one or more bow compartments (3), but not in the opposite direction.

8. Safety system according to any one of claims 1 - 6, wherein said transfer system comprises one or more blocking means allowing passage of water in the direction from said one or more bow compartments (3) to said one or more stern compartments (1), but not in the opposite direction.

9. Safety system (110; 310) according to claims 7 or 8, wherein said blocking means (5d, 7d; 9d) are made as check valves.

10. Vessel (50) comprising a safety system (10; 110; 210; 310) according to any one of claims 1 - 9.

11. Method for balancing a vessel in emergency conditions, said vessel comprising a safety system (10; 110; 210; 310) comprising:- one or more stem compartments (1), arranged within said hull (20) of said vessel (50), near or at said stem of said vessel (50), said stern compartments having no water in them in normal operating conditions of the vessel;- one or more bow compartments (3), arranged within said hull (20) of said vessel (50), near or at said bow of said vessel (50), said bow compartments having no water in them in normal operating conditions of the vessel;- a transfer system (30; 130; 230; 330), arranged between said one or more stem compartments (1) and said one or more bow compartments (3), said method being characterized in that in the event that a breach opens in the hull of said vessel at said one or more stern compartments (1) or at said one or more bow compartments (3), respectively, said one or more stern compartments (1) are communicated with said one or more bow compartments (3) through said transfer system (30; 130; 230; 330), automatically and without any electric power supply, to allow the water entering, through said breach, said one or more stem compartments (1) or said one or more bow compartments (3), respectively, to be transferred towards said one or more bow compartments (3) or said one or more stern compartments (1), respectively.

12. Method according to claim 11, wherein said method provides for a one-way transferfrom said one or more stern compartments (1) towards said one or more bow compartments (3), but not in the opposite direction.

13. Method according to claim 11, wherein said method provides for a one-way transfer from said one or more bow compartments (3) towards said one or more stern compartments (1), but not in the opposite direction.

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