BACKGROUND OF THE INVENTION The hull of a ship can be very large and bear complex contour, in both the vertical and horizontal directions. Because large ships traditionally operate on rather large bodies of water, maintenance and repair is often performed on dry docks that are near the water.

In order to maintain the hull, or clean the bacteria from the hull, one traditionally has propelled an abrasive material through a process called"blasting"while the ship is dry docked.

The abrasive blasting of a ship's hull necessarily creates a significant quantity of airborne particulate material, such as dust comprising particles of the abrasive medium as well as the bacteria, old paint, or debris that is removed from the hull. Additionally, the blasting may also remove tiny particles of steel or other metal from the surface of the hull.

While much of the dust may be considered non-hazardous, some may contain hazardous toxins. As concern for the quality of air and water has increased, so has the desire to contain dust from blasting on dry docks.

The inventive device and method may also be used to contain particulate resulting from overspraying when the hull is painted. Most ships operate in a corrosive, salt-water environment; therefore, the most popular marine paints are solvent-based vinyls and epoxies.

Additionally, some marine paints contain metals, such as zinc or copper. The marine-based paints generally contain Volatile Organic Compounds (VOCs) that are released while the paint evaporates, and while the paint cures. Regulatory authorities are becoming increasingly concerned that the VOCs are harmful to the air and environment.

Moreover, when paint is applied, generally by spraying, the overspray becomes airborne, finding its way into the air we breathe, the adjacent body of water, or onto nearby property, such as homes, autos or businesses. Needless to say, the overspray can not only create a nuisance, it can cause also extensive and costly damage.

United States Patent No. 5,211, 125 to Garland et al shows an apparatus and method for performing work on the exterior of the hull of a ship. Garland et al discloses a network of platforms, cantilevered arms, and non-porous shrouds that cooperate to from an enclosure of a selected portion of the hull of a ship. The apparatus allows a portion to be enclosed, enabling a crew to clean or paint the enclosed portion of the hull. When work was completed within the enclosed volume was completed, the apparatus had to be moved in order to enclose another area for cleaning and/or painting. The apparatus and method, therefore, required extensive and costly labor.

United States Patent No. 5,832, 859 to Sawyer et al shows another apparatus and method for performing work on the exterior of a ship. Specifically Sawyer discloses a system of shrouds pulled from a dry dock surface and connected to studs welded to a ship hull. Adjacent shrouds are connected via Velcro connections. However, the apparatus involves a complex system of pulleys and cables to place each of the shrouds in its proper position. Furthermore, such system requires that any ship to be worked upon have a series of studs welded to the hull prior to any cleaning operation. If a ship does not have these studs, the must be applied before any work can be done, another costly procedure. Such system also does not provide an enclosed environment because Sawyer does not contemplate covering the space between the shroud ends and the ship hull, leaving a gap for particles to escape from the environment.

SUMMARY OF THE INVENTION An object of the invention is to provide for a ship enclosure system that overcomes the aforementioned problems with conventional enclosure systems and provide an enclosure capable of withstanding the weather and preventing harmful particles from escaping into the environment.

In a first embodiment of the invention, the ship enclosure system works in conjunction with a dry dock to enclose either all or a small portion of the ship hull. Booms are extended from the edge of the dry dock over the ship. The booms are pivotally mounted to the dry dock via a support column. Between each of the pivoting booms are inflatable panels that extend out from the dry dock upon inflation to form a cover panel between adjacent booms. Many booms in succession provide a paneled wall covering the space between the ship and the dry dock. A deck seal curtain drops from the end of the booms and contacts the ship deck. At each end of the ship, end cover modules slide relative to the ship to cover the end portions of the ship. The combination of each of the components encloses the ship hull providing a contained environment in which work can be performed without any hazardous materials escaping therefrom.

In a second embodiment, the enclosure system has a similar boom assembly and deck seal structure as disclosed in the first embodiment, however, it uses a combination of curtains sealed around the ship hull enclosing only a portion of the ship hull. The boom assembly and deck seal enclose the hull from above. Additionally, bottom curtains pull up into contact with the hull from the bottom of the ship, side curtains pull into contact the hull from the sides of the ship, and end curtains drop from the booms to enclose the space between the booms, the deck seal curtain and the ship deck. When all of the panels are in contact with the ship, the panels provide an enclosure system that prevents debris, over-spray, bacteria, etc. from exiting the enclosure during work done on the ship or section thereof.

In a third embodiment of the invention, an object is to provide a modular enclosure system that allows a portion of a ship or a sectional unit of the ship to be enclosed and worked upon prior to assembly with other components. Such is achieved using protective cover panels that are pulled from the ground surface or from the side wall of a dry dock to a location near the deck of the ship upon which the panels are attached. The panels may extend from a dry dock to enclose an elongated portion of the ship. Alternatively, a group of panels may be pulled up on all sides of a section of a ship hull for painting and other work to be completed prior to assembly of the ship. When not in use, the panels are stored in roll form or are folded into a storage box. When extended in an operational position, the panels are secured between the storage box and the deck area of the ship, providing a stable panel system capable of withstanding substantial winds and precipitation. The panel systems are also provided with gutters to remove run-off from the panels. To fully enclose the area of the ship desired, the panels are securely locked together to prevent debris from escaping between the panels.

While the enclosure systems were designed for applications relating to ships, there are various other possible uses. The enclosure system could also be used on oversize machinery and other large equipment requiring such cleaning, painting or other operations. Further, the enclosure could be used to enclose, for example, a portion of a bridge, whereby the storage boxes are placed on the ground surrounding the bridge and the panels are extended to the walking or driving surface, allowing cleaning, painting, etc. of the underneath and sides of the bridge.

The inventive apparatus and method allows substantially the entire hull of a ship to be enclosed so that cleaning and/or painting work can be performed. Alternatively, a modular enclosure system allows a portion of the ship, a portion of one side of the ship or even a unassembled sectional unit of the ship to be enclosed.

Other objects, advantages and novel features of the present invention will become apparent from the following detailed description of the invention when considered in conjunction with the accompanying drawings.

BRIEF DESCRIPTION OF THE DRAWINGS Figures 1 and 2 show perspective views of the apparatus according to the principles of the invention.

Figures 3 and 3A show comparative views of a boom and support to be incorporated into the apparatus, according to the principles of the invention.

Figures 4 and 5 show comparative views of a pair of adjacent booms, the inflatable panel extending there between, and a sealing curtain depending adjacent the terminus of the booms and panels.

Figure 6 shows an isolated view of a deck seal curtain.

Figures 7A-7E show the inventive method, according to the principles of the invention, at various comparative steps in the method.

Figure 8 is a close-up view of the hinged end module of the apparatus according to the principles of the invention.

Figure 9 shows a close-up view of the hinged end module of figure 8, depicted in a sealed, deployed condition.

Figures 10 and 11 show comparative cross-sectional views at planes substantially normal to the longitudinal axis of the apparatus according tot he principles of the invention.

Figure 12 shows a perspective vew of the apparatus according to a second embodiment of the invention.

Figure 13 shows a perspective view of a cross section of the apparatus of the apparatus of Figure 12.

Figure 14 shows a perspective view of the structure of the booms, the inflatable panels extending there between, the mechanism for operating the booms and the side curtains.

Figures 15A-C show the operation of the booms, the inflatable panels, the deck sealing curtain and the side curtains.

Figures 16A-C shows the inventive method of the modular ship enclosure from the stowed position to the employed condition.

Figure 17 shows an embodiment of the modular ship enclosure with the vertical columns attached to an upper surface of the dry dock.

Figure 18 shows another embodiment of the modular ship enclosure with the ceiling structures attached to an inside surface of the dry dock.

Figure 19 shows perspective views of the apparatus according to a first embodiment of the invention; Figure 20 shows a structural view of the major components of the apparatus shown in Figure 1; Figures 21A and 21B show the deployment sequence of the apparatus according to the first embodiment of the invention; Figure 22 shows structural views of the panels and their relation to the storage boxes; Figures 23A and 23B show the method of connecting the panels to the ship deck or the hand rails; Figure 24 shows an alternative method of connecting the panels to the ship using a ship side anchor bar; Figure 25 shows an isolated view of a panel to panel attachment device; Figures 26A and 26B show an isolated view of the storage box and the panel fitting therein; Figures 27A and 27B show alternative methods of holding, arranging and transporting the storage boxes; Figure 28 shows an isolated view of the drainage trough; Figure 29 shows an isolated view of the deck seal curtain; Figure 30 shows a perspective view of an apparatus according to a second embodiment of the invention; Figure 31 shows a structural view of the major components of the apparatus shown in Figure 30; Figures 32A, 32B and 32C shows the sequence of deployment of the enclosure apparatus according to the second embodiment of the invention; Figure 33 shows an isolated view of a panel used in the second embodiment; Figure 34 shows views of the structures connecting the panels to the hand rails and the storage box; Figures 35A, 35B, 36A, 36B and 37 show alternative methods to attach adjacent panels together in the second embodiment; and Figure 38 shows an isolated view of the door panel and storage box.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS The first embodiment is shown in Figures 1-11. As shown in Figure 1, the apparatus 10 includes a plurality of booms 18. The booms 18 are arranged along pair of spaced-apart parallel rows that extend longitudinally substantially along the entire length of a ship, enabling a ship to be dry-docked between the rows of booms 18.

A fixed end module 14 having a cover 15 is positioned adjacent a first end of the rows of booms 18, and a hinged end module 16 having a cover 17 is positioned at an opposite end of the rows of booms 18. Each of the modules is formed to have a closable ends opposite one another. A first closable end is proximate the rows of booms 18, and a second closable end is distal the rows of beams. Each of the closable ends may be sealed by a curtain, discussed hereinafter.

In the embodiment shown in Figures 1 and 2, each of the end modules 14,16 comprises posts 19 linked together a respective shroud-like cover 15, 17 that extends between each pair of adjacent posts 19. Thus, each end module 14,16 is extensible by sliding the posts along a rail 23 in order to extend the respective modules 14,16 inward toward the rows of booms 18.

Additionally, the end modules 14,16 should be configured to be taller than the booms 18 so that each end module 14 can extend over the booms 18 when the respective end module 14,16 is moved to an extended position, as shown.

In an alternate embodiment (not shown) each of the end modules 14,16 is rigid and non- extensible. Instead, the module may be slidably positioned, along rails, to a proper, selected position adjacent the booms, enabling the enclosure of the bow or stern of the ship.

Referring to Figures 3 and 3A, each boom 18 is a sturdy girder-like welded steel truss structure that extends approximately 60 feet in length. Each boom 18 is pivotally mounted to the dry dock 13 by a support column 20. However, the boom may be attached to other structures, vertical columns, the edge of a channel, etc. Preferably, each support column 20 is approximately ten feet high. This distance decreases the risk that the booms may strike people by putting the heavy, moving booms overhead. In a preferred embodiment, each boom 18 is not only rotatable, it is also equipped for translational movement along its longitudinal axis. A drainage trough 27 is provided on the underside of boom 18 to redirect runoff from the enclosure.

In a preferred embodiment, translational movement may be accomplished by pivotally mounting a trunnion box 22 to the support column 20. In this embodiment, the trunnion box 22 slidably supports the boom 18 near the first end of the boom 18. A winch system 24 adjacent the trunnion box 22 cooperates with a cable 25 in order to urge the boom 18 to move along its longitudinal axis.

A rotator 26 urges rotation of the beam. In the embodiment shown in Figure 3, the rotator 26 is a hydraulic piston having a first end mounted to the support column 20 and a second end mounted to the trunnion box 22 at a location distal the axis of rotation. Of course, other types of rotators may be used, such as a pneumatic or electrical rotator.

The design load for each boom 18 is preferably calculated using a high wind condition of 70 knots. Each beam should be analyzed as a cantilever boom subject to full wind loading of a thirty-six foot wide inflatable panel. The booms are designed in accordance with American Institute of Steel Construction allowable loads. The base of each column support 20 must be designed to withstand shearing of at least 37 kips, and bending moment of at least 1470 ft-kips.

The beams should also be designed to have a maximum deflection under full environmental loading of less than seven inches, preferably 6.5".

As shown in Figure 4, an inflatable panel 34 extends between each pair of adjacent booms 18. When the apparatus 10 is not in use, the panels are deflated and stowed near the trunnion box 22. As shown in Figure 4, each panel 34 may comprise a plurality of linked tubular arch-like bladders 35. Preferably, each tubular bladder 35 has a diameter of approximately one yard. As each panel 34 is inflated, the panel 34 will grow until it extends substantially the length of the booms 18. In a preferred embodiment, adjacent booms 18 are separated by about twelve yards. The distance between adjacent booms 18, of course, may vary, and need not be constant throughout the apparatus 10. For example, one pair of adjacent beams may be twelve yards apart, while another pair may be fourteen yards apart. Moreover, while the number of booms 18 may vary, it has been found that twenty-one booms 18 separated by a distance of twelve yards each will be sufficient to accommodate and enclose most ships entirely.

In the event the apparatus comprises twenty-one booms 18 in each row, then the apparatus 10 will require twenty inflatable panels 34 on each of the two rows, for a total of forty altogether.

It is important that the panels 34 be constructed of a material sufficient to withstand the environment in which it will exist. It has been found that any material able to hold fluid and withstand loads of approximately 70 knot winds will be sufficient. When the panel 34 is fully inflated to cover substantially the length of the boom 18, the inflated panel 34 will generally have an arch with a height of about six feet. Materials coated with silicone or urethane, or other UV chemical inhibitors, extend the life of the panels 34. Teflon-based coatings are also possible.

Whatever material or coating is selected, however, heat salable construction is generally preferred.

In one embodiment, each panel 34 is preferably inflated by an independent blower system positioned near the trunnion box 22. Alternatively, a manifold blower system may be used; the manifold may incorporate a plurality of blowers configured to inflate the panels 34.

Each blowing system may include a large capacity (approx 4500 cfm) low-pressure blower, and two parallel high pressure blowers (0-50 iwg) on a common header that traverses the length of the trunnion box 22. In yet another embodiment, a large capacity, high-pressure, high flow blower may also be used to inflate the panels 34.

As the panels 34 are inflated, they expand to substantially the length of the boom 18. In order to accommodate this expansion, the ends of the panels 34 are slidably mounted on end caps with trolleys that allow for translation along the boom 34. When fully inflated, the internal (gage) pressure of the panels 34 will be approximately 0.2 psi, and the internal gage pressure for a high wind condition will be approximately 2.00 psi. Within these operating parameters, it has been found that each panel will take approximately fifteen minutes to fully inflate.

As shown in Figures 5 & 6, each panel 34 terminates with a deck seal curtain 36. The deck seal curtain 36 generally comprises a shroud-like material that depends from the panel 34 at a first end, then engages the deck (or other horizontal surface) of the ship at a second end. The second end 38 of the curtain 36 is preferably weighted with a bladder of sand, water, or other material that will ensure that the second end of the curtain remains in engagement with the ship.

Specifically referring to figure 6, the deck seal curtain may include a shock-absorbing device, such as a z-fold, in order to absorb wind energy induced from the wind and/or motion of the booms or panels. This shock-absorber helps to prevent the upsetting of the deck seal.

The various steps of the method are depicted in Figures 7A-7E. The inventive method according to the invention comprises the steps of dry-docking a ship, and providing a plurality of support columns aligned in a pair of spaced-apart support rows. The rows must be spaced a sufficient distance to accommodate the width of a large ship, and the rows should be long enough to accommodate the length of the ship. The method further includes the steps of providing a fixed end module adjacent one end of the spaced-apart rows, and a hinged end module adjacent the opposite end of the spaced apart rows.

Figures 8 and 9 show close-up views the end modules. The end modules 14,16 each have a cover that is upwardly extensible by slidably displacing linked columns 42 along a rail system 42. The columns 40 may be telescoping in order to adjust the height of the end module 14,16.

The method further includes the step of forming the end modules so that the end modules can slide over the booms when the end modules are displaced.

As mentioned above, one end of each end module may pass over the booms.

Alternatively, each end of each end module may have a sealing curtain. The end of the module 14,16 that is arranged distal the rows of booms includes a sealing curtain 44 that depends from the respective cover 15, 17 and engages the dry dock 12 adjacent a terminal end. The end of the module that is proximate the rows of beams 18 may also bear a sealing curtain 46 configured to substantially seal around the edges of the booms 18. This may be accomplished by first lowering the curtain, then moving the respective end module until the curtain 46 is in contact with the outermost pair of booms 18.

Figures 10 and 11 show cross-sectional, comparative views of how the booms may be pivoted and/or translated to accommodate differing sizes of ships. As shown, the method also includes the steps of pivotally rotating each boom until a portion of the boom displaced from the end of the boom 18 contacts the ship (as shown in Figure 10), or alternatively, nearly contacts the ship, as shown in Figure 11.

Each pair of adjacent booms is linked together by an inflatable panel positioned near the pivoting axis of the boom. The method may further include the step of moving one or more booms translationally along its longitudinal axis in order to select the desired boom length.

Preferably, each of the booms in each respective row should be rotated to a uniform angle, and each of the booms should be translated to a substantially uniform length.

When the booms 18 adjacent the have been pivoted so that their terminal ends are positioned lower than the height of the covers of the end modules, the end modules are moved toward the booms, and possibly even over the ends of the booms 18. If necessary, the telescoping columns 42 may be extended in order to accommodate the differing heights of the booms 18, as they can be rotated and/or extended to varying heights. Additionally, the panels 34 are then inflated until they extend substantially the entire length of each boom.

Once each panel is fully inflated, a respective deck sealing curtain 30 is dropped so that it depends from the panel 34 at a first end and engages a horizontal surface at its second end, thereby creating a relatively sealed chamber around the hull so that airborne material can be contained during a painting or a blasting of the hull.

For the most part, the particular order of the method steps is not vital; rather, the inventive steps may be done in any order without disturbing the spirit of the invention.

The second embodiment of the invention is disclosed in Figures 12-18. Rather than enclosing the entire or substantially the entire ship, this embodiment encloses a segment of the ship using a modular enclosure. Such design allows work to be done on one section at a time.

The ship is sealed at all sides and bottom using a group of panels and from above using a deck sealing curtain. As shown in Figure 12, ship outline 100 placed in dry dock 120 is enclosed from below using a pair of bottom curtains 160 sealing the lower portion of the hull, from the sides using side curtains 150 sealing the sides of the ship, from above using inflatable panels 170 and deck sealing curtains 190, from the ends using end curtains 140 covering the gap between side curtains 150 and inflatable panes 170 and fixed walls 200 on each side of the enclosures. Once all of the curtains and the booms are in their enclosing positions, a segment of the hull of the ship can be worked upon while containing the airborne material.

The second embodiment differs from the first embodiment by sectioning off a portion of the ship hull. As shown in Figure 13, three extra curtain arrangements are used to enclose a segment, namely side curtains 150, bottom curtainsl60 and end curtains 140. Side curtains 150 and bottom curtains 140 are extended toward the hull of the ship and are of a flexible material to allow them to take on the contours of the hull, providing a seal.

The major components of the modular ship enclosure are shown in Figure 14. The structure of inflatable panels 170 are of similar structure as described in the first embodiment and discussion of them will not be repeated. Inflatable panels 170 are connected between ceiling booms 100 to form a ceiling structure 300 of the enclosure. Ceiling structure 300 is pivotally connected via a pivot section 310 to a plurality of vertical columns 130. The number of columns required depends on the length of the desired module. Connected to the distal end of the ceiling structure from pivot section 310 is the deck sealing curtain 190, which encloses the gap between the ceiling structure and the deck of the ship. Such curtain operates in generally the same manner as disclosed in the first embodiment.

The structure used to raise and lower ceiling structure 300 according to the second embodiment differs from the first embodiment by using cables to pull ceiling structure 300 up and lower it down. Vertical columns 130 have a height above pivot section 310 corresponding to the length of ceiling structure 300. A winch (not shown) winds and unwinds cables 180, which extend from the end of vertical columns 130 to points on ceiling booms 110. When the winch winds up cables 180, ceiling booms 100 are pivoted in a vertical orientation and when winch unwinds cables 180, ceiling booms are pivoted to a relatively horizontal orientation. Such pivotal movement allows ceiling structure 300 to be raised out of the way of a ship to be placed into the dry dock or to accommodate differing sized ships. Such accommodation described above with reference to Figures 10 and 11 and will not be repeated herein.

It should be noted, however, the invention should not be limited to the use of vertical columns to support the ceiling structure above the pivot section. Such columns are used by way of an example. Rather than using long vertical column sections attached at the bottom of the dry dock as is shown in Figures 12-16, vertical columns 130 may be attached directly to the upper surface of the dry dock as shown in Figure 17. Pivot section 310, the pivotal location where ceiling structure 300 is attached to vertical columns 130, is located above an upper surface 700 of dry dock 120. Such design allows full use of the full width of dry dock 120. The pivot section could also attach to the dry dock along trolley tracks or rails or other suitable locations providing adequate support to the ceiling structure. The cables attached to the ceiling structure would then be incorporated into the enclosure to perform the function of raising and lowering the ceiling structure with respect to the vertical columns in a manner similar to that disclosed herein.

Pivot section 310 could also be attached to other types of tower structures or movable towers, or the vertical columns could be dispensed with by attaching the pivot section directly to the side walls of a graving dock or the wing walls of a dry dock as shown in Figure 18. Pivot section 310 is attached onto an inside surface 800 of dry dock 120. Cables 180 extend from a cable section 810 located on upper surface 700 of dry dock 120. Winches (not shown) then wind and unwind cables 180 to raise and lower the ceiling structure over the ship.

It should also be noted that the location of the pivot section may be above or below the surface of the deck of the ship. As shown in Figures 10,11 and 18, the pivoting section of the boom structure is located below the surface of the ship, while in Figures 12,13 and 17, the pivoting section is located above the surface the deck of the ship. The vertical location of the pivot section is dependent on the size of the available dry dock, the design of the vertical columns and the location of the attachment of the pivot section, all in conjunction with the size of the ship.

The operation of the ceiling structure is shown in Figures 15A-C. In Figure 15A, the ceiling structure is in a stowed position. The ceiling structure is in a vertical orientation, the inflatable panels are not inflated and are translated so they are collapsed near the pivot section.

In Figure 15B, cable 180 is unwound allowing the ceiling structure move to its enclosing position. The side curtains have moved into the enclosing position. In Figure 15C, the ceiling structure is in its fully deployed position. The inflatable panels are fully translated and inflated and the deck sealing curtain is fully deployed for connection to the ship's deck.

The inventive method according to the second embodiment of this invention is shown in Figures 16A-C, which show the modular ship enclosure from the stowed position to the fully deployed condition. The process starts with moving the ship into position into dry dock 120.

Once the ship is in place, bottom curtain 160 is pulled up and side curtains 150 are pulled over into contact with the ship hull to form a seal, as shown in Figure 16A.

Next, the ceiling structure is operative to enclose the ship hull from above as shown in Figure 16B. The winches are operated to unwind cables 180, which in effect lowers booms 110 towards a more horizontal position above the deck of the ship. As the boom moves, inflatable panels 170 are extended from their collapsed position outward to cover the length of booms 110 and are simultaneously inflated. Such creates a ceiling over the ship deck, but allows space for movement on the deck.

Finally, deck sealing curtain 190 is lowered from the end of booms 110 and inflatable curtains 170 and is connected to the deck to form a seal, as shown in Figure 16C. Additionally, end curtains 140 are lowered to cover the gap between inflatable panels 170, deck sealing curtains 190 and side curtains 150. In the combination of these components, a portion of the hull of the ship is environmentally enclosed so that airborne material can be contained during procedures, such as painting or blasting of the hull. Although such a method is described in a particular order, no particular order is required as long as the components achieve their locations and relationships described above.

A third embodiment of the ship enclosure is shown in Figure 19. A ship 100 is placed into a dry dock 120 for painting, cleaning, etc. The dry dock has an enclosure system according to the invention where a series of panels 1000 extend from dry dock 120 to the deck of the ship.

Panels 1000 are attached securely to the ship deck and form an enclosure keeping precipitation from entering the enclosure and from preventing debris from exiting. Panels 1000 attach to the railing or deck along the length of the ship to substantially cover the side of the ship.

The system components are listed in Figure 20. Panels 1000 are used in conjunction with tie points 2200 and a deck seal curtain 2000. In a stowed position, these components fit into a storage box 3000 which is attached to dry dock 120. In the extended position, panels 1000 are pulled from storage box 3000 and attached to the ship deck 1110. Once attached, deck seal curtain 2000 is laid over the railing of ship deck and contacts ship deck 1110 forming a seal. In use, the enclosure system may comprise a single set of these components or may comprise a series of such components arranged adjacent to each other along the side of a ship.

Between each panel system 1000 is a drainage trough 4000. Drainage trough 4000 funnels water run off from the deck of the ship and the surface of the panel systems without allowing such precipitation inside the enclosure. Such drainage troughs allow for work to be done inside the enclosure, even during inclement weather.

The sequence of the deployment of the enclosure system is shown in Figures 21A and 21 B, from step A to F. In step A, beginning in Figure 21 A, ship 100 is placed into dry dock 120 to have the appropriate work done. Attached to the side walls of dry dock 120 is one or more storage boxes 3000. They may be secured to each other in any manner sufficient to secure the panels between the ship and the dry dock.

A set of guide cables 3100 are first pulled from storage boxes 3000 and attached to the ship, shown in step B. In step C, trough 4000 is deployed to along the cables. Panels 1000 are then pulled from storage boxes 3000 and moved into a deployed position where they cover a large portion of the space between ship 100 and the dry dock 120, shown in step D of Figure 21B. Once panels 1000 are fully deployed, they are pulled taught using tie points 2200 from the surface of panels 1000 to storage box 3000 which is shown in step E. Finally, in step F, deck sealing curtain 200 is deployed to where it attaches to an upper end 1055 of panels 1000 and is laid over the railing of ship 100 and seals with deck 1110.

Following completion of the deployment sequence, the interaction of deck sealing curtain 2000, panels 1000, storage box 3000 and troughs 4000 prevents material from entering or exiting an enclosed space H, the location where work is to be completed on the ship.

The structure and connection of panels 1000 and tie points 2200 to storage box 3000 is shown in Figure 22. A single panel 100 is extended from storage box 3000 to the ship (not shown). Such panel are generally constructed of a high strength vinyl coated fabric, but any other similar material having similar properties could be used. Once panel 1000 is fully extended, a series of tie backs 2250 are connected to panel 1000 in a pattern sufficient to provide adequate tension to the panel. The tie backs are constructed of a material that is flexible but not capable of being stretched. Each tie back 2250 is connected to at least one tie point 2200 (three shown in drawing), which is connected to storage box 3000. Each tie point has a rachet or equivalent mechanism for pulling panel 1000 via tie back 2250 towards storage box 3000 for increasing the tension of panel 1000 between the ship and the dry dock.

The structure and connection of panel 100 to the ship deck is shown in Figures 23A and 23B. Each panel 1000 has a load bar 1070 attached along upper end 1055 comprising a plurality of connection holes 1090 along its length. During deployment of panel 1000, rail cables 1080 are attached to load bar 1070, wrapped around the ships hand rail 1120 and again attached to load bar 1070. A single rail cable could be used of a plurality could be used. As shown in Figure 23B, three cables are used. These rail cables 1080 in conjunction with load bar 1070 provide an even tension to panel 1000 during deployment of the enclosure system. Rail cables 1080 may also have ratchet mechanisms attached to or incorporated in them to provide additional tension to panel 1000 during deployment.

In the event that hand rails on the ship deck are unavailable for attachment of the enclosure system, use may be made of a ship anchoring bar such as that shown in Figure 24. The anchor bar 6000 is attached to the ship via anchor cables 6100 or any other means providing adequate attachment. Along the length of anchor bar 6000, there are a number of hooks lines 6200 which are attached to anchor bar 6000 and hook into a corresponding connection hole 1090 in load bar 1070 of a panel (shown in Figure 23), which provide a comparable attachment as that of the hand rail attachment.

Between each panel 100 in the ship enclosure system having a series of panels adjacent to each other (series of panels shown in Figure 19), there is a connector cable 7000 holding the panels together and preventing the panels from moving away from each other (shown in Figure 25). The connecter may also include a ratchet device 7100 whereby the panels 1000 may be pulled closer to each other should a specific distance between the panels be desired.

The general structure of the storage boxes is shown in Figures 26A, 26B, 27A and 27B.

Each storage box 3000 is generally a steel frame with sheet metal guarding made in a long rectangular shape with a length corresponding to the width of the panels 1000 that are stored within it. Storage box 3000 has an opening on one side for accepting a roll 8000. Roll 8000 is generally about 8 inch in diameter and aids in retracting panel 1000 within or extending panel 1000 out of storage box 3000. The roll may be operated using a power-assisted electric motor with a gear box and drive train (not shown), or the roll may be driven by hand using a handle (not shown). Any method sufficient for driving roll 8000 may be used.

Storage boxes may be stacked together when stored, as shown in Figure 27A. Storage boxes 3000 also have cable mounts 8200 for acceptance of holding cables 8100 (shown in Figures 26B and 27B), which may be used for holding storage boxes 3000 or used in conjunction with a crane for moving them to a location for use.

The structure and design of the drainage trough 4000 is shown in Figure 28. Trough 400 fits between a pair of outer guide cables 1040. The inner guide cables 1050 define the edges of panels 1000 (panels not shown in Figure 28). The inner and outer guide cables are the same guide cables 3100 as shown in Figure 21A, Step B.

The trough is generally made of a high strength 18 oz. per square yard vinyl coated fabric or other comparable material. It is folded in a u-shape to contain drainage and transfer it along the length of the trough. It attaches to the enclosure system via straps 1010 that are connected to trough 4000 and snap between outer guide cables 1040. There are a sufficient number of straps 1010 to securely hold trough 4000 and carry drainage passing through it. Trough 4000 fits beneath panels 1000 in the enclosure system (not shown in Figure 28). Panels 1000 fit over a portion of trough 4000 to inner guide cables 1050 to leave gap G. Rain or other precipitation or debris runs off panels 1000 and in through gap G to trough 4000. The angle of trough 4000 allows the material to drain along and off it.

The deck seal curtain is described with reference to Figure 29. Each deck seal curtain is constructed of high strength 18 oz. per square yard vinyl coated fabric or other comparable material. In deployment, the upper portion 1101 of deck seal curtain 200 is generally an extension of panels 1000 (Figures 19 and 20), extending from the upper portion of panels 1000, over the ship railing and onto the ship deck. It is sealed at the deck via sand bags, water hoses, etc. placed on a flat portion 1100 of deck sealing curtain 200 placed flat upon the deck in a deployed condition, as shown in Figure 11. The deck sealing curtain 200 generally consists of two portions, an upper portion 1101 and a lower portion 1102 which is removable from upper portion for maintenance or for installation of other types of curtain materials.

Using the structures described above and shown in Figures 19-29, there is provided a retractable ship enclosure system and method for quick and simple enclosure of a ship or a portion thereof for painting, cleaning, sand blasting, etc. of the ship hull without allowing material and debris from escaping outside of the enclosure. The system also provides a structure that can withstand loads imposed on the structure from 20-30 knot winds, allowing workers to do such procedures even during inclement weather.

A second useful application of the third embodiment of the invention is shown in Figures 30 through 38. Rather than cover a length of the side of the ship as in the first embodiment, the second embodiment covers a section or block of the ship. The section is essentially a slice of the ship prior to assembly with the other slices. Typically, these blocks or sections are of a rectangular shape and are located on irregular surfaces. The enclosure extends from the ground to the deck of the ship and uses a retractable panel design where panels are pulled from storage boxes up to the ship deck to enclose the ship section on all four side to from the enclosure. Such enclosure allows for a rapidly deployable system which is capable of containing paint and paint preparation activities on ship section.

As shown in Figures 30 and 31, a ship section 1300 is enclosed around its sides with panels 1000 pulled from storage boxes 3000. The panels, as in the previous embodiment, attach to the ship deck 1311 via hand rails 1310 or other means. The location of the storage boxes 3000 allows for about six feet of workspace around the ship section 1300.

A sequence of deployment is shown in Figures 32A, 32B and 32C, and comprises Steps A through F. For simplicity sake only the frame structure of ship section 1300 is shown along with ship deck 1311 and hand rails 1310. In actual operation, there may be other components located within the frame or a hull section may surround the frame structure.

In the first step A, ship section 1300 is placed in the proper location. Then a sufficient number of storage boxes 3000, having a sufficient number of panels to cover the ship section, are placed in locations surrounding the ship section, as shown in Step B. Panels 1000 are pulled out from storage boxes towards ship deck 1311, as shown in Step C. This may be done either by hand, a winch or any other suitable apparatus. Once a panel 1000 is pulled from storage box 3000, rail cables 1080 secure panel 1000 to hand rail 1310 in the manner described in the previous embodiment. Tie backs 2200 are also deployed and used to provide tension to panels 1000 in the manner described in the previous embodiment.

Panels 1000 are then sealed together using panel seal 1400. Such allows panels 1000 to move in unison and prevents materials from escaping the inside of the enclosure. In the final step, Step F, a access door 1450 is placed in an opening between a pair of storage boxes 3000 to allow entrance and exit of materials and workers.

Referring to Figure 33, a detailed view of the panel design according to the second embodiment is shown. Generally, panel 1000 has similar features and connection means as those shown in the first embodiment, i. e. , the load bar 1070, tie backs 2200 and storage box 3000. Further, the material is same in nature as disclosed in the first embodiment. However, lighter material may be used, such as sail cloth or other lighter materials that are capable of filtering out painting by products. Such panels may also be spooled into the storage box or they may simply fold or fall into the storage box.

In a preferred version of the second embodiment, stiffening rods 1600 may be placed within panel 1000. These rods 1600 may be made of PVC piping or other similar functioning material. The rods provide a stiffness to panel 1000 to prevent severe movement of panels during wind or contact and aid in creating a stable enclosure. Along the length of rods 1600 are grab locations 1610 which are apertures in panel 1000 allowing access to rods 1600. Tie backs 2200 or other tensioning means connect to panel 1000 at grab locations 1610.

The panel attachment and tensioning structure is shown in Figure 34. The attachment of panel 1000 to hand rail 1310 occurs in the second embodiment in the similar manner as referred to in the first embodiment using similar components of load bar 1070 and rail cables 1080. However, other methods may be used to attach panel 1000 to the hand rail or the ship deck. For example, as described with reference tot he first embodiment, panel 1000 may attach to the ship deck via a ship side anchor bar, which was described above in reference to Figure 24.

Also, as in the previous embodiment, tie points 2200 are used to tension panel 1000 after it is attached to the ship deck. As shown in the blown up portion of Figure 34, tie point 2200 is in the form of a chain that connected between the grab section 1610 of panel 1000 and storage box 3000. While a chain is shown, any tensioning material may be used which performs the same function. Further, tie point 2200 may also include a ratcheting means to further increasing the tension of panel 1000. The greater the tension applied, the less the panels will move in the enclosure system.

Referring to Figures 35,37 and 37, several alternatives to a connection means between the panels are disclosed. The first, shown in Figures 35A and 35B, uses a system of u-shaped members 1702 with balls 1703 on ends thereof interconnected via a fabric material 1701 to form a fastener 1700, which slides over the edges of panels 1000. The length of fabric 1701 corresponds to the length of the panels 1000. The u-shaped members 1702 protrude from fabric 1701 at various opposing locations. While fabric is used, other flexible material may be used which sufficiently attaches to the u-shaped members to prevent the panels from separating while providing a seal between the panels.

In panels 1000, there are flexible cords 1710 inserted or sewn into the panels that create a bulge 1750 along the edge of the vertical lengths of the panels. Such structure is located on each side of the panels. When two panels are placed adjacent to each other in the deployment of the enclosure, one or more fasteners are slid onto the panels. Each bulge 1750 fits vertically into the u-shaped members 1702 of a fastener 1700. The balls 1703 prevent bulges 1750 from laterally moving out of the u-shaped member 1702. Such provides a simple attachment structure which is capable of holding a pair of panels together while also providing a seal thus preventing material from escaping between the panels.

A second alternative takes advantage of similar adjacent panels 1000 having bulges at their edges thereof, but rather uses a single set of u-shaped members with similar balls 1703 on ends thereof, shown in Figure 36B. The u-shaped members may be of a larger size than in the first alternative or the bulges 1750 of the panels may be of a smaller size. In either case, both bulges 1750 of adjacent panels 1000 are vertically slid onto the u-shaped members. Again, the bulges are prevented from laterally moving from the u-shaped members because of balls 1703.

The design calls for a sufficient number of u-shaped members 1702 to provide an adequate seal between adjacent panels 1000, shown in Figure 36B. Another embodiment provides for a fabric or other flexible material to form a cover 1810 which surrounds the pair of bulges 1750 and is clamped within the u-shaped members. Such cover 1810 provides a cover over the entire contact length of the adjacent panels 1000 to prevent a break in the seal between respective u-shaped members 1702.

A third alternative method to seal adjacent panels 1000 is with the use of a zipper structure, which is shown in Figure 37. The zipper structure is similar as to those found on a jacket, tent, etc. It comprises zipper teeth 1900 on each adjacent panel 1000 and a clasp 1910 that is slidable along the edges of the panels to"zip"and"unzip"in a method similar to known zippers, such as an upward vertical movement of clasp 1910 causes teeth 1900 to be intertwined and seals panels 1000 together while a downward movement of clasp 1910 causes teeth 1900 to separate from each other and unseal panels 1000.

Referring to Figure 38, an access door is disclosed. Such door is used as an access into and out of the enclosure system, and should be large enough to allow passage of humans, equipment and vehicles such as forklifts, scissor lifts etc. The general design of the door is similar to the storage box and panel design described above, but with a few modifications.

The access door 1450, generally comprises a vertical storage box 3110 and a panel 1451 having a door section 1452. Storage box 3110 is of similar design as the other storage boxes 3000 described above, however, rather than pulling panels up and out, a panel is pulled down and out. Further, storage box 3110 is attached to the ship deck or the hand rail using any method suitable for this purpose. Figure 32C, Step F shows how the access door is incorporated into the enclosure.

Panel 1451 is generally of the same design as the other panels disclosed herein and interconnects two adjacent panels in the manner described above with reference to Figures 35A and 35B, 36A, 36B and 37 above. However, panel 1451 rolls up or folds into storage box 3110 from above, rather than below and is anchored to the ground when it is deployed. A door section is incorporated into panel 1451 by simply providing a section that can be rolled or folded up and tied via ties 1453.

Although the present invention has been described and illustrated in detail, such explanation is to be clearly understood that the same is by way of illustration and example only, and is not to be taken by way of limitation. The particular order of the method steps is not necessarily vital; rather, the inventive steps may be done in numerous orders without depart from the invention herein described. The spirit and scope of the present invention are to be limited only by the terms of claims recited hereinafter.