US20080260467A1

US20080260467A1 - Maritime Port and Anti-Terrorist Data Gateway With Ingress and Egress Control

Info

Publication number: US20080260467A1
Application number: US11/737,951
Authority: US
Inventors: Stephan V. Kroecker; George H. Kroecker
Original assignee: Individual
Current assignee: Individual
Priority date: 2007-04-20
Filing date: 2007-04-20
Publication date: 2008-10-23

Abstract

A marine port monitoring system including a plurality of inspection apparatus, either fixed, mobile, wired or wireless for intercepting data on and of vessels entering or leaving a port or canal. The system includes sensors placed in a shipping channel for examination of a hull of a passing vessel to detect externally mounted weapons, explosives or contraband and, the recording of the vessels acoustical signature for purpose of identification and mechanical validation and verification. The inspection apparatus includes devices for the removing of cargo containers from vessels, non-intrusive inspection of containers and isolating containers having suspect cargo. The apparatus includes explosive containment including a separable containment system for protecting the apparatus. The system includes a remote buoy reporting the arrival and departures of vessels at a predetermined distance from said apparatus for maritime domain awareness and protection of said apparatus.

Description

BACKGROUND OF THE INVENTION

The present invention relates to homeland security and, more particularly, to a method and apparatus for protecting marine ports from clandestine attacks utilizing weapons hidden on incoming maritime vessels.
It is recognized that terrorist activities could be directed to marine ports for the purposes of disabling marine transportation of goods. In order to provide such protection, there needs to be provided some structure that has the assets to conduct surveillance, be capable of defending itself and be able to escort military and commercial vessels into an associated port. The present invention is directed to a structure that provides these capabilities.
The present invention contemplates one or more structures that would be placed just outside an entrance to a port or other marine access route for the purposes of monitoring and inspecting incoming and outgoing traffic. In an exemplary embodiment, for example, a pair of structures could be located on opposite sides of a shipping channel entering into the port or other waterway with sensors positioned laterally across the waterway so that the sensors could monitor traffic passing in the waterway from each of the structures. The sensors could include video and electromagnetic sensors positioned for the purposes of examining the hulls of vessels passing between the structures so as to be able to detect externally mounted devices that may be used to damage the port or waterway to prevent its use. Each structure would also include sufficient crews and equipment to enable rapid inspection of any suspect vessels and sufficient weaponry to assure compliance with any orders to stop such vessels.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 illustrates one exemplary form of a structure in accordance with the present invention;

FIG. 2 is a top plan view of a pontoon ballast system used in the structure of FIG. 1;

FIG. 3 is one embodiment of an arrangement of a pair of the structures of FIG. 1 used to guard a shipping channel;

FIG. 4 is a cross-sectional view of the buoyancy system of FIG. 1;

FIG. 5 illustrates a configuration of connecting tanks for the buoyancy tanks of FIG. 4;

FIG. 6 illustrates a variable height floor arrangement for the buoyancy tanks of FIG. 5;

FIG. 7 illustrates one form of cabling connection system supporting the columns and support mechanism for the buoyancy system of FIG. 4;

FIGS. 8, 9, 10 and 11 illustrate various different layout configurations for the decks of the structure of FIG. 1;

FIGS. 12A-12F illustrate the anchors and associated augers for maintaining the structure of FIG. 1 in a fixed location;

FIG. 13 is a top plan view and FIG. 13A is an elevation view of one embodiment of the top level of the structure of FIG. 1;

FIG. 14 illustrates a joining process for deck sections for the structure of FIG. 1;

FIG. 15 illustrates formation of the deck sections of FIG. 14 in equal 90 degree segments;

FIG. 16A and 16B illustrate detailed views of the center column supporting the structure of FIG. 1;

FIG. 17 is an expanded view of the center column of FIG. 16A;

FIG. 18 illustrates one form of attachment of columns to cross-sections for the structure of FIG. 1;

FIG. 19 illustrates another form of attachment of a column support base to the ballast system of FIG. 5;

FIG. 20 shows one illustration of a maritime crane added to the top deck of the structure of FIG. 1;

FIG. 21 illustrates a mobile embodiment of the structure of FIG. 1;

FIG. 22 is a side view of the structure of FIG. 21;

FIG. 23 is an end view of the structure of FIG. 21; and

FIG. 24 illustrates the innovative grapplers utilized to connect the structure of FIG. 21 to a container vessel.

DETAILED DESCRIPTION OF THE INVENTION

Turning now to FIG. 1, there is shown one example of an embodiment of a structure that may be used to implement the functions described above. In the embodiment of FIG. 1, the structure has some similarity to a conventional offshore well drilling platform in that there is a significant underwater component used as a ballast and a multi-level structural portion above the water surface. In the example of FIG. 1, the structure is held in position by two or more anchors 12 which are anchored to the sea bed indicated generally at 14 by means of power driven augers 16. The anchors 12 serve to hold the structure indicated generally at 10 in position to prevent drifting away from a desired anchor point. The structure 10 includes a pontoon ballast system 18. The pontoon ballast system 18 is coupled to the anchors 12 by means of cable anchors and current damping systems 20. Each of the damping systems 20 includes a damping function for compensating for ocean currents and swells that tend to cause motion or movement of the structure 10.
The upper part of the structure 10 is supported on the ballast system 18 by means of a plurality of columns 22. In an exemplary embodiment, the columns 22 are arranged at four corners of a rectangle with a center column at the midpoint so that there is a total of five vertical columns. However, the center column may not extend fully through all levels of the structure in order to provide, as will be seen in later cross-sectional views, more open space with the various levels. As shown in FIG. 1, the columns 22 extend at least from the ballast system 18 up to a primary level 24. The level 24 is fixed to the columns 22 and therefore maintains a fixed distance between that level and ballast system 18. Below primary level 24 is a floating level 26 whose vertical position with respect to ballast system 18 can be adjusted so as to maintain level 26 at about the nominal height of the ocean's swells indicated by 28. This adjustable height level 26 would typically be used as a storage area and a floating landing dock for unloading supplies for the structure. By having the level 26 adjustable, any marine vessel such as personal watercraft or pontoon-type boats could be allowed at the dock at the level and be brought onto the level for storage without the necessity of having onboard davits for raising the craft out of the water. Additionally, there may be provided a small boat ramp 30 to facilitate the movement of the smaller marine craft onto the level 26.
Above the primary level 24 there are three additional levels shown in this exemplary embodiment. The additional levels include levels 32, 34 and 36. The top most level 36 may provide a landing surface for helicopters and a support surface for weaponry to be mounted on the structure. A guardrail 38 extends around the level 36. Each of the levels 24, 26, 32, 34 and 36 are accessible by means of external ladders 40 and some internal ladders 42. Lower level ladders 42 attached to deck 26 also provide access from the sea onto the lower deck 26 for persons entering from the water or smaller marine vessels that may be docking at the level 26.
The levels 24, 32 and 34 each include closed cabin structures formed into facilities for an onboard crew and for housing the main electronic equipment utilized for monitoring of vessels entering into an adjacent harbor or marine passageway. As illustrated in the view of FIG. 1, each of these sections are typical structural cabins 46, 48 and 50 each having large viewing windows 52 to enable observation of vessels passing near the structure. Each of the decks 24, 26, 32, 34 and 36 are structured with the guardrails 38 to minimize the likelihood of persons falling off the deck. In addition, various storage compartments are located below the primary deck 24 as indicated by utilities compartments 54. In addition, a retractable floating boat dock and ramp may be attached underside of deck 24 so that it is deployable to assist in loading supplies or personnel onto the structure 10. Still further, it is contemplated that additional storage space may be located within the pontoon ballast system 18 as will be described hereinafter.
Turning now to FIG. 2, there is shown a top plan view of the pontoon ballast system 18. The ballast system comprises a pair of tanks 60 coupled together by a plurality of cross connection tanks 62. The columns 22 are shown mounted onto the tanks 60 and 62. Water storage tanks 64 and 66 may be mounted within the outer pontoon tanks 60. In one form, the water storage tank 64 may be designed for fresh water storage simply for buoyancy.
Turning now to FIG. 3, there is shown one conception of a pair of the structures 10 utilized to guard a shipping channel. As is shown, the structures are placed on opposite sides of a channel 70 so that when a vessel such as vessel 72 passes into the channel, the vessel can be monitored from the structures and from underneath using hull detection including video recording and lighting system 73. The hull detection may comprise communication devices placed on the bottom of the channel and connected to each of the structures 10 for receiving data showing the hidden portions of the hull of the vessel 72. The video recording devices may comprise commercially available devices including low light level video sensors or cameras. Each of the structures 10 includes other surveillance systems including radar as indicted by antennas 74 mounted on the structures. The structures preferably also include satellite communication equipment and may include weaponry such as indicated by block 78.
Turning now to FIG. 4, there is shown a cross-sectional view of the buoyancy system 18 taken transverse to the view of FIG. 1. As shown in this figure, the buoyancy tank 60 is essentially circular in cross-sectional configuration. As will be seen in FIG. 5, the connecting tanks 62 may also have a circular configuration. Each of the connecting tanks 62 are fitted with watertight doors at each end that allow access into the buoyancy tanks 60. Each of the tanks 60 and 62 have access doors that allow access into the tanks. FIG. 6 is similar to FIG. 5 but also illustrates the variable height floor 26 and a portion of the adjusting cable connections which allow vertical movement of the floor 26 with respect to the buoyancy system 18. Considering FIG. 6 in conjunction with FIG. 7, it can be seen that the floor cabling connecting system indicated at 80 comprises tension wires extending from the base of each of the outer columns 22 to a support mechanism on center column 22. It should be noted that the deck 26 as well as all other decks of the system are preferably constructed in a circular configuration rather than rectangular. The deck 26 has openings for passing 27 each of the columns 22 so that the deck can be moved vertically with respect to the columns.
FIGS. 8, 9, 10 and 11 illustrate various layout configurations for decks such as decks 24, 32 and 34 of the structure 10. FIG. 8 illustrates one example of a living area that could be used for a crew stationed on the structure 10. The living area could include a table and chairs indicated generally at 81, a restroom indicated at 82, a cooking area indicated at 84, and elevated sleeping areas indicated at 86. FIG. 9 indicates an arrangement that may be used for sleeping quarters indicated generally at 88 and with associated bathrooms indicated at 90. FIG. 10 illustrates an alternative arrangement for sleeping areas in which the area is defined by a large circular cabin divided up into four quadrants, each quadrant being substantially identical and including a sleeping area and restroom facilities. FIG. 11 shows one form of work area in which the various consoles providing displays and indicators for external surveillance are positioned in a pair of arcs about the walls of the circular cabin with the crew's chairs positioned to face the various consoles. The work area may also include a restroom indicated at 92.
Turning now to FIGS. 12A-12F, there are shown each of the individual anchors 12 with their associated augers 16. Referring particularly to FIG. 12A, it may be seen that the anchors are substantially rectangular in shape with four augers extending from opposite sides of each anchor. On top of the anchor there is provided an auger motor and worm gear assembly 93 that is coupled to each of the anchors 16 to enable the anchors to be rotated so as to be driven into the underlying bottom material of the port or channel. FIG. 12E illustrates the initial position of the anchor 12 with the augers and their raised or pre-anchoring positions. In FIG. 12F, the anchors have been driven downward so as to fully anchor the anchor 12 to the underlying surface of the port or channel. Various motors and gear drive arrangements are available to concurrently drive multiple devices such as this and the particular arrangement of such devices is not considered to be within the scope of the present invention. What is unique to the present invention is the general concept of utilizing a device such as 12, which can be anchored by remotely actuating an auger motor and worm gear assembly to drive the associated auger 16 downward to thereby firmly anchor the device 12 to an underlying substance.
FIG. 13 is a top plan view and FIG. 13A is an elevation view of one embodiment of the top level 36 of the structure 10. In this embodiment, the level 36 includes a helicopter pad 94, a watertight radar or satellite locker 96 and a water tank communications locker 98. As described previously, level 26 may also include a mounting platform for appropriate weaponry to be maintained on the structure 10 such as the phalanx weapon system. FIG. 13A merely shows that the watertight cabinets extend upward above a surface of the level 36.
Considering now FIGS. 14 and 15, one of the concepts of the present invention is to create each of the decks 26, 32, 34 and 36 in pie-shaped sections. Each of the pie-shaped sections could be lifted and fitted together in order to create a completely round, circular deck. The advantage of this structure is that individual quadrants can be constructed on shore and then lifted into place so as to build the structure in situ. Accordingly, the initial structure 10 is built in a framework having an X-shaped configuration extending from the outer columns through the center column. The individual floors forming each of the quadrants can be fitted into the pie-shaped areas defined between the cross pieces 95 of the frame 97. FIG. 14 illustrates one form of joining the edges of the floors and also provides a cross-sectional view of one embodiment of a floor structure. In this form as shown in FIG. 14, the floors include a stainless steel plate on upper and lower surfaces indicated at 100 with the space between the plates filled with an epoxy modified concrete. The concrete filler includes reinforcing bars also preferably of stainless steel indicated at 102. The edges of the pie-shaped segments can be joined together using an overlapping joint as is illustrated in FIG. 14 with the epoxy modified internal portions of the deck being connected together by pliable waterproof epoxy indicated at 104. Thereafter, the steel splice plates 105 can be welded in place along the overlapping joint to provide the additional support needed for the decks.
Turning now to FIGS. 16A and 16B, there is shown a more detailed view of the center column 22. In FIG. 16A, it can be seen that the center column 22 has a reinforced concrete center 110 to which is attached a circular stainless steel flange plate at each of the decks to provide connection between the column and the decks. Each of the columns 22 are constructed in the same fashion with the flanges on 12 attached to the columns by means of stainless steel pins 114 positioned in corresponding holes in a collar 116 forming part of the flange 112. For the lower deck 26, there is provided a tensioning spool and cable indicated generally at 118. As can be seen, in the particular embodiment, the collar 116 is tensioned using the tensioning spools and cables which are attached from the collar 116 to each of the outer posts 22. FIG. 17 illustrates a somewhat larger view of the center column 22 showing the connection of the cross beams for support of the various decks. The cross beams 120 are preferably ten inch I-beams including weight reduction holes 122. The I-beams are attached to the collar and flange 116, 112 to form the basic support for each of the decks. FIG. 18 is a slightly different view of the structure of FIG. 17, showing the column anchor holes for attaching collar 116 of flange 112 to the outer columns 22.
FIG. 19 illustrates one form of attachment of the column support base 124 to the ballast system 18. In essence, the attachment utilizes a structure similar to the flange and collar arrangements for attaching the decks to the column but in an inverted configuration. At the base, the collar faces upward while the flange 126 faces downward so that the flange can be attached to each of the buoyancy tanks 60 by either welding or bolting. Tensioning cables 128 are then used to create tension between the outer base of the columns 22 and the center column 22. The tensioning maintains the alignment between the base of the column and the center of the structure.
FIG. 20 shows one additional feature that may be added to the top deck 36 of the structure. In this embodiment, the deck is provided with a track indicated at 130 on which rides a conventional maritime crane or davit 132. The use of this structure allows for objects to be loaded from the water level at deck 26 and brought up to the top deck 36.
Many of the functions described above as being performed by a stationary structure located adjacent a shipping channel could also be performed by a mobile structure. Referring now to FIG. 21, there is shown one proposed design for a mobile structure that could be used to achieve the desired results of vessel inspection and analysis for detecting undesirable cargo. The structure of FIG. 21 is designed as a tri-hull vessel which could be in the area of 220 feet in length by 100 feet wide and 65 feet high. Vessel 140 of FIG. 21 utilizes three pontoons 142 which support three separate vertical walls 144, 146 and 148 which lead to a pair of upper decks 150, 152. The pontoons 142 are connected by a sea level deck 154. The deck 154 has the capability to be awash and provides easy access for boarding of the vessel 140.
The intermediate deck 150 may be a container operations deck and support container transport rails with appropriately positioned turn tables and isolation cart transport systems for container movement on board. The containers, indicated at 154 on the upper deck 152, move through an onboard linear accelerator with back scatter capabilities so that they can be x-rayed in all dimensions.
The upper deck 152 operates as a main deck to support control towers and a retractable container cargo crane system. The control towers are indicated at 156 and the crane system is indicated at 158. The control towers 156 may be mirrored so as to allow control of the vessel from either a port or starboard location. In addition, there may be provided a helicopter flight deck between the control towers at 160.
The port and starboard pontoons 142 are each provided with a pair of propulsion motors 162 to enable movement of the vessel. The engine pods 162 may each be on swivels to allow the vessel to be easily maneuvered in order to approach a suspect vessel in a shipping channel. The vessel 140 is capable of removing suspect containers from a container ship at a location removed from a marine port in order to assure safety measures for the port. In one form, the vessel 140 includes grapplers that are pneumatically operated to attach the vessel 140 to any container ship.
FIG. 22 is a side elevation view of the vessel 140 of FIG. 21. The various features described with regard to FIG. 21 are shown in profile in FIG. 22. The blast containment dome 164 at the rear of the vessel 140 is clearly visible in FIG. 22. The dome 164 is designed to be sufficiently large to accommodate a conventional cargo container so that a suspect container can be placed within the dome to contain any blast that might be generated by conventional explosives.
Referring now to FIG. 23, there is shown an elevation view of vessel 140. Of significance in FIG. 23 are the grapplers 166 located on each side of the vessel. Each of theses grapplers are designed to be pneumatically actuated so as to be capable of attaching to a container ship. FIG. 24 illustrates one design of the grapplers 166. As shown, each of the grapplers terminates in a pair of large cup-shaped fittings having openings for pneumatic or vacuum attachment of the cup-shape fittings 168 to a container vessel. The vacuum is created at the suction ends 168 by an on board pneumatic pump drawing air through each of the tubular conduits 170.
In the event that an explosive is identified in any cargo containers, the container can be moved into the blast containment dome 164. Referring to FIG. 22, one design of the vessel 140 is to provide a vessel separation section 172 which separates at about the line 174 from the main vessel and thereby protect the main vessel so that the blast containment dome can be pushed aft of the main vessel and thereby protect the main vessel from damage if the containment dome 164 fails. In one form, it is anticipated that the containment dome could be moved up to 125 feet from the primary vessel and thereby protect the primary vessel 140 from damage upon failure of the dome 164. Alternatively, the containment dome 164 can be arranged to not only be pushed aft of the vessel 140 but also be provided with means for submerging or sinking the separated section to further restrain explosive damage. Sinking may be achieved by using valves and/or shaped charges to admit water into the containment dome and the separate section.
It will be recognized that all of the features described previously for use on the fixed structure of FIG. 1 can be incorporated into the movable structure of FIG. 21. Further, while it is contemplated that either the structure of FIG. 1 or the structure of FIG. 21 would actually comprise manned structures, it is possible to provide remote control of either structure and thereby eliminate the risk to personnel on the structures in the event that an explosive is placed on a cargo container.
While the invention has been described in what is presently considered to be a preferred embodiment, various modifications and improvements will become apparent to those of ordinary skill in the art. It is therefore intended that the invention not be limited to this specific disclosed embodiment but be interpreted within the scope of the underlying concept.

Claims

1-9. (canceled)

10. A maritime port inspection system, known as the Sea Sentinel System and hereby referred to as “the system” that is an integrated, multi-component, prior to port system whose primary function is the prevention of terrorist attack by use of container ship or bulk carrier comprising of:

(a) two or more semi-submersible or jack-up platforms strategically placed outside a port or canal's entrance creating a prior to port, ingress and egress, interdiction and mitigation zone comprising of:

(i) a plurality of above water and below water sensors, including diver interdiction, underwater sonar imaging of ships hulls, acoustic monitoring devices to establish ships acoustic signature, and antenna arrays to receive and transmit data from Container Security Devices or CSD's; sensors will gather information such as the unauthorized opening of a container, unauthorized hull mounted activities, commercial data including Automatic Information System or AIS, ships manifest, and container contents, also devices for disruption of maritime traffic, and also environment evidence contrary to clean waterways; platforms are designed to be capable of integrating new technologies as they become available.

(ii) a pontoon ballast system with damping system for compensating against ocean currents and swells including areas for working and laboratories attached to said platform for controlling a floating height of said platform in the waterway.

(iii) a positioning system to the sea floor.

(iv) the semi-submersible platforms are a multilevel structure.

(v) the semi-submersible platforms will be placed approximately 1,320 feet apart from each other at a distance from the port that could be up to 15 nautical miles, but within the jurisdiction of the governing body of the port establishing the aforementioned, prior to port, interdiction and mitigation zone.

(b) one special purpose lift boat that is designed to rapidly hoist and remove suspect containers identified as a risk by the system as a potential threat of terrorism from a container vessel at sea, within the aforementioned interdiction and mitigation zone, which allows for removal of said suspect container without interruption to commerce and is comprised of:

(i) a deck house for crew interrogation.

(ii) on board inspection equipment for container inspection.

(iii) on board inspection equipment to diffuse explosive devices.

(iv) a blast containment module capable of submergence if an explosive device cannot be diffused.

(c) one or more deep water buoys designed to be placed at sea in known shipping lanes for the purpose of total maritime domain awareness, vessel tracking and the collection of AIS information for the prevention of terrorism.

(d) an advanced visual software system with a plurality of capabilities, including global vessel tracking, container tracking via CSD, container manifest tracking, crew monitoring, weather reporting, and ships AIS data gathering.

11. The system of claim 10 and establishing a prior to port interdiction and mitigation zone that provides the lead federal agency a significant timeline to assess potential terrorist threats and mitigate them before they arrive into the port of embarkation.

12. The system of claim 11 and providing an advanced warning by screening outgoing vessels and allows for early warnings to be posted via the system network.

13. The system of claim 12 and that the system will offer underwater marine, oceanographic and environmental laboratories for Universities and the scientific community.

14. The system of claim 13 and establishing a data acquisition gateway by forming a virtual at sea entrance to ports and harbors which comprises a commercially marketable asset for sales to subscribers.

15. The system of claim 14 and that the system's secondary function is the collection of maritime data as it pertains to vessel global position, hull integrity, manifest, and AIS information.