US20140318434A1

US20140318434A1 - Versatile transport-delivery vessel system

Info

Publication number: US20140318434A1
Application number: US13/944,291
Authority: US
Inventors: Edward H. Grimm, III
Original assignee: Martin Operating Partnership LP
Current assignee: Martin Operating Partnership LP
Priority date: 2013-04-29
Filing date: 2013-07-17
Publication date: 2014-10-30
Also published as: US20140319906A1; WO2014179339A1; WO2014179261A1

Abstract

The disclosure relates to a versatile transport-cargo vessel system configured for travel on water. The vessel system either includes a single self propelled vessel or a tugboat section and a barge section configured to interlock. The self propelled vessel or the barge section is configured to carry liquefied natural gas and at least one additional cargo. The additional cargo may include a cargo for resupplying another vessel. The cargo may include at least one of marine gas oil, lubricant, distillates, bio-fuels and water. The disclosure also relates to a method of resupplying a second vessel using the versatile transport-delivery vessel.

Description

CROSS REFERENCE TO RELATED APPLICATION

This application claims the benefit of U.S. Provisional Patent Application No. 61/816,862 filed Apr. 29, 2013, which application is hereby incorporated by reference for all purposes in its entirety.

BACKGROUND OF THE DISCLOSURE

1. Field of Disclosure
The present disclosure relates to a vessel for transporting Liquefied Natural Gas (LNG), petroleum products, such as Marine Gas Oils (MGO), hydraulic fluids, distillates, bio-fuels, lubricants, water and performing cargo delivery over water, and, in particular, on the ocean, lakes, bays, sounds and inland waterways.
2. Description of the Related Art
LNG may be transported across the sea and along inland waterways using specially designed water-going vessels, including self-propelled vessels and barge that may be combined tugs (such as an Integrated Tug-Barge (ITB) or an Articulated Tug-Barge (ATB)). Typically, LNG transport vessels are designed to carry LNG (for hire by others) as their sole cargo. Thus, an LNG transport vessel is unable to resupply another vessel with non-LNG supplies, such as MGO, hydraulic fluids, distillates, bio-fuels, lubricants, and water. One or more additional vessels, trucks or other delivery methods are required to supply a vessel with non-LNG supplies.
Typically LNG transport vessels are designed to be compliant with regulations for their transport medium. LNG transport vessel may be designed for compliant operation as sea-going vessels or as inland waterway vessels.
Substantial cost is incurred by using two vessels to resupply a vessel in need of LNG and additional supplies. Involving two resupply vessels with a vessel to be resupplied requires coordination and timing of the resupply operation to prevent downtime and avoid conflicts. What is needed is a single vessel that can resupply the needs of the vessel requiring resupply. Additionally, most LNG transport vessels are designed for operation at sea. What is needed is a LNG transport vessel that is configured to deliver various cargos for both sea-going, lakes, bays, sounds and inland waterway operation.

BRIEF SUMMARY OF THE DISCLOSURE

In aspects, the present disclosure is related to a method of processing an insurance application, and, in particular, performing a suitability analysis on insurance products during the application process.
One embodiment according to the present disclosure includes a marine vessel, comprising: a marine vessel configured to carry LNG and a resupply cargo. The marine vessel may be a self propelled vessel or the marine vessel may comprise: a tug boat and a barge, the marine vessel (self propelled vessel or barge) configured to carry the LNG and the resupply cargo, wherein the tug boat and the barge are configured to interlock. The LNG may be stored in at least one of: a tank integrated into the hull of the marine vessel and a non-integrated tank. The resupply cargo may include at least one of: i) MGO, ii) hydraulic fluid, iii) bio-fuel, iv) lubricant, and v) water. The marine vessel may be configured to meet certification requirements for operation on at least one of: i) high seas and ii) US inland waterways. The marine vessel may be dimensioned for travel on US inland waterways. The marine vessel is configured to resupply a second marine vessel. The resupply configuration may include at least one of: bunkering, re-provisioning, and midstream refueling under weigh or at anchor. The marine vessel may include a crane configured to move the resupply cargo.
Another embodiment according to the present disclosure includes a method of resupplying a second marine vessel, the method comprising: resupplying the second marine vessel with a resupply cargo from a first marine vessel, the first marine vessel being configured to transport LNG and carry the resupply cargo. The first marine vessel may comprise: a tug boat; and a barge configured to carry the LNG and the resupply cargo, wherein the tug boat and the barge are configured to interlock. The resupplying step may comprise: moving at least part of the resupply cargo from the first marine vessel to the second marine vessel using a crane. The crane may be mounted on the first marine vessel. In some aspects, the resupplying step may comprise: pumping the at least part of the resupply cargo from an integrated tank on the first marine vessel to a tank disposed on the second marine vessel and/or pumping the at least part of the resupply cargo from a non-integrated tank on the first marine vessel to a tank disposed on the second marine vessel. In some aspects, the resupplying step may comprise at least one of: bunkering, re-provisioning, and midstream refueling of the second marine vessel under weigh or at anchor. The resupply cargo may comprise at least one of: i) MGO, ii) hydraulic fluid, iii) bio-fuel, iv) lubricant, and v) water.

BRIEF DESCRIPTION OF DRAWINGS

For a detailed understanding of the present disclosure, reference should be made to the following detailed description of the embodiments, taken in conjunction with the accompanying drawings, in which like elements have been given like numerals, wherein:

FIG. 1 shows a three-dimensional view of a versatile transport-delivery vessel according to one embodiment of the present disclosure;

FIG. 2 shows a side view of the versatile transport-delivery vessel of FIG. 1;

FIG. 3 shows a view of the versatile transport-delivery vessel of FIG. 1 from the tugboat side;

FIG. 4 shows a view of another versatile transport-delivery vessel according to one embodiment of the present disclosure;

FIG. 5 shows a view of the barge of FIG. 1 from the recessed notch coupling side;

FIG. 6A shows a schematic of the barge of FIG. 1 from the topside;

FIG. 6B shows a schematic of the barge of FIG. 1 from the side;

FIG. 6C shows a schematic of the barge of FIG. 1 from the front; and

FIG. 7 shows a cutaway view of the barge of FIG. 1.

DETAILED DESCRIPTION OF THE DISCLOSURE

Generally, the present disclosure relates to a water-going vessel for transporting LNG and at least one other cargo. Specifically, the present disclosure is related to transporting LNG and at least one other cargo, where the vessel is a barge configured to interlock with a tugboat, and where the cargo is a material required for resupply of a water-going vessel. The novel vessel is configured for “bunkering” operations (such as the resupply of consumables, fuel for propulsion or auxiliaries (e.g., generators)) to other vessels under weigh or at anchor. In addition, the vessel is configured for “re-provisioning” to other vessels for MGOs, hydraulic fluids, distillates, bio-fuels, lubricants, water, stores or groceries. The vessel may be configured for performing “midstream fueling,” provisioning of engineering equipment and supplying “stores” for other consumables when operating on inland waters. The present disclosure is susceptible to embodiments of different forms. There are shown in the drawings, and herein will be described in detail, specific embodiments of the present disclosure with the understanding that the present disclosure is to be considered an exemplification of the principles of the present disclosure and is not intended to limit the present disclosure to that illustrated and described herein.
A versatile transport-delivery vessel may be configured for operation on water to transport LNG and to deliver supplies as additional cargo. This additional cargo is not configured to be used or consumed by the transport-delivery vessel. The additional cargo is configured for at least one of: bunkering, re-provisioning, and midstream fueling of another vessel as would be understood by a person of ordinary skill in the art with the benefit of the present disclosure. The versatile transport-delivery vessel may include one or more LNG tanks and one or more additional tanks configured to carry the additional cargo. The cargo may be stored in one or more tanks or compartments. The one or more of the tanks may be integrated with the hull of the versatile transport-delivery vessel. One or more of the tanks may be separate from the hull. In some embodiments, the additional cargo may be resupply cargo. Herein, “resupply cargo” is cargo that is used for resupplying operational consumables in a lake, sound, bay, inland or ocean going vessel. For instance, resupply cargo may include, but is not limited to, one or more of MGO, hydraulic fluids, distillates, bio-fuels, lubricants, and water.
The versatile transport-delivery vessel may include a barge section and a tug section. Each of the two sections may be configured to mate with the other to form a locking connection. Other configurations, such as a self-propelled single vessel is also contemplated. In the tug barge configuration, the locking connection may be rigid (as in ITBs) or allow for some movement (as in ATBs or Push Boat & Barge or Tug and barge on tow line). The preferred embodiment is an ATB configuration. Both of the sections may be configured to comply with Det Norske Veritas (DNV) certification (or other classification societies) and Jones Act requirements for water vessels. Both of the sections may also be configured with a fully loaded draft that is compliant with inland waterway requirements. In some embodiments, the fully loaded draft of the sections is at or under 9 feet and 6 inches. The LNG transport-delivery vessel may be configured to comply with overall length, beam, and channel requirements for transit on US Inland Waterways (including, but not limited to, GIWW, Mississippi River, and Ohio River). The overall length and beam are configured for transit through lock structures, bridges, overhangs and channels along US Inland Waterways. The LNG transport-delivery vessel may have an aerial draft that is under the lowest aerial clearances for GIWW, Mississippi River, and Ohio River.
FIG. 1 shows a versatile transport-delivery vessel 100 according to one embodiment of the present disclosure. The vessel 100 may include a tugboat 140 and a barge 105. The barge 105 may have a first end 101 and a second end 102. The tugboat 140 may have a first end 141 and a second end 142, where the first end 141 is configured to interlock with the barge 105. The second end 102 of the barge 105 may include a notch coupling, such as recessed area 110, so that the barge 105 is configured to receive the first end 141 of the tugboat 140. The recessed area 110 may be U-shaped and form arms 120 on either side of the recessed area 110 on the second end 102. The arms 120 may include attachment mechanisms 130 for interlocking the tugboat 140 and the barge 105. The attachment mechanism 130 may comprise connection notches at the second end 102 of the barge 105 configured to receive corresponding connecting wedges (not shown) at the first end 141 of the tugboat 140. The use of notches and wedges as the attachment mechanism 130 is illustrative and exemplary only, as other suitable means known to a person of ordinary skill in the art may be used, including, but not limited to, one or more of: wire, chains, and rope. The attachment mechanism 130 may be configured for at least one of an articulated connection and a rigid connection between the barge 105 and the tugboat 140. The tugboat 140 is configured to propel the barge 105 while the tugboat 140 and barge 105 are interlocked. The tugboat 140 can be configured for push/pull operations. The tugboat 140 may be configured to pull the barge 105 when the tugboat 140 is disengaged from attachment means 130.
The barge 105 may include a hull 115 with an upper deck 117. The barge 105 may also include one or more tanks 150 configured to store and transport LNG. In some embodiments, the tanks 150 may be integrated into the hull 115 of the barge 105. In some embodiments, the tanks 150 may be positioned in the hull 115 by saddles (e.g., U-supports) or membranes (not shown). In some embodiments, the tanks 150 may protrude above the level of the upper deck 117. The barge 105 may also include one or more compartments 160 for storing additional cargo. The compartments 160 may include tanks or enclosed containers (such as Marine Portable Tanks). In some embodiments, the compartments 160 may be integrated into the hull 115. In some embodiments the additional cargo may be stored in tanks 180 that are not integrated into the hull 105. In the preferred embodiment, the barge 105 may also include one or more service cranes 170. The crane 170 may be configured for moving cargo or lifting doors to deck hatches.
FIG. 2 shows the vessel 100 from FIG. 1 from the side. The tugboat 140 may include a propulsion system including a propeller 210. In some embodiments, the propulsion system may include one or more of: three propellers, a ducted propeller (such as a KORT nozzle), and azimuth thrusting propulsion pods. The tugboat 140 may also include a rudder 220. Herein, the tugboat 140 is shown with a draft 146 that is substantially similar to a draft 106 of the barge 105. In some embodiments, the draft 146 and the draft 106 may be different depending in conditions (ocean or inland operation). FIG. 3 shows a view of the vessel 100 from FIG. 1 from the tugboat 140.
FIG. 4 shows a versatile transport-delivery vessel 400 according to another embodiment of the present disclosure. The vessel 400 may be self-propelled and have a first end 401 and a second end 402. The vessel 400 may include a hull 415 with an upper deck 417. The vessel 400 may also include one or more tanks 150 configured to store and transport LNG. In some embodiments, the tanks 150 may be integrated into the hull 415 of the vessel 400. In some embodiments, the tanks 150 may be positioned in the hull 415 by saddles (e.g., U-supports) or membranes (not shown). In some embodiments, the tanks 150 may protrude above the level of the upper deck 417. The vessel 400 may also include one or more compartments 460 for storing additional cargo. The compartments 460 may include tanks or enclosed containers (such as Marine Portable Tanks). In some embodiments, the compartments 160 may be integrated into the hull 415. In the preferred embodiment, the vessel 400 may also include one or more service cranes 170. The crane 170 may be configured for moving cargo or lifting doors to deck hatches.
FIG. 5 shows the barge 105 from FIG. 1 viewed mostly from the second side 102. The recessed area 110 is shown as a substantially smooth U-shape. The smooth U-shape is exemplary and illustrative only, as any shape for the recessed area 110 so long at the front end 141 of the tugboat 140 may be received and the tugboat 140 interlocked with the barge 105 at attachment mechanism 130.
FIG. 6A shows a top view of barge 105 from FIG. 5. As shown, the barge 105 includes two tanks 150 for storing LNG disposed on each side (port and starboard) of the barge 105. This distribution of the tanks 150 is exemplary and illustrative only, as the tanks 150 may be distributed in any manner (i.e. fore and aft, etc.). In some embodiments, the tanks 150 are integrated with the hull 115. The number of tanks 150 is shown as two, however, more than two tanks 150 may be included in barge 105. In some embodiments, a single tank 150 may be disposed on the barge 105. The additional cargo containment 160 may include one or more tanks or compartments. As shown here, the additional containment 160 may be integrated into the hull 115. In some embodiments, the containment 160 may include one or more of MGO, hydraulic fluids, distillates, bio-fuels, lubricants, and water. Here, the containment 160 includes a port MGO tank 163 p, a starboard MGO tank 163 s, a port fuel oil tank 165 p, and a starboard fuel oil tank 165 s. FIG. 6B shows a side view of barge 105 from FIG. 5. FIG. 6C shows a front view of barge 105 from FIG. 5.
FIG. 7 shows a cutaway view showing the starboard side of the barge 105. The starboard fuel oil tank 165 s and the starboard MGO tank 163 s are shown integrated in hull 115 below the level of the deck 117 near the recessed area 110. The location of the additional cargo compartments 160 near the second end 102 is exemplary and illustrative only, as the additional cargo compartments 160 may be located anywhere on or in the barge 105.
In operation, the additional cargo stored in the compartments 160 or non-integrated tanks 180 may be moved from the vessel 100, 400 to a second marine vessel. The additional cargo may be moved by pumping of the additional cargo (if pumpable) through umbilicals or hoses between the marine vessels, by crane offloading, or by manual offloading of the additional cargo as would be understood by a person of ordinary skill in the art.
While the disclosure has been described with reference to exemplary embodiments, it will be understood that various changes may be made and equivalents may be substituted for elements thereof without departing from the scope of the disclosure. In addition, many modifications will be appreciated to adapt a particular instrument, situation or material to the teachings of the disclosure without departing from the essential scope thereof. Therefore, it is intended that the disclosure not be limited to the particular embodiment disclosed as the best mode contemplated for carrying out this disclosure, but that the disclosure will include all embodiments falling within the scope of the appended claims.

Claims

1. A marine vessel, comprising:

a marine vessel configured to carry LNG and a resupply cargo.

2. The marine vessel of claim 1, wherein the marine vessel comprises:

a tug boat; and

a barge configured to carry the LNG and the resupply cargo, wherein the tug boat and the barge are configured to interlock.

3. The marine vessel of claim 2, wherein the barge comprises

a hull; and

wherein the hull comprises at least one integrated tank configured to hold the resupply cargo.

4. The marine vessel of claim 2, wherein the barge comprises:

a hull; and

at least one non-hull integrated tank configured to hold the resupply cargo.

5. The marine vessel of claim 1, wherein the resupply cargo includes at least one of: MGO, ii) hydraulic fluid, iii) bio-fuel, iv) lubricant, v) distillate and vi) water.

6. The marine vessel of claim 1, wherein the marine vessel is configured to meet certification requirements for operation on at least one of i) high seas and ii) US inland waterways.

7. The marine vessel of claim 1, wherein the marine vessel is dimensioned for travel on US inland waterways.

8. The marine vessel of claim 1, wherein the marine vessel is configured to resupply a second marine vessel.

9. The marine vessel of claim 8, wherein configuration to resupply includes configuration for at least one of: bunkering, re-provisioning, and midstream refueling.

10. The marine vessel of claim 1, further comprising:

a crane configured to move the resupply cargo.

11. A method of resupplying a second marine vessel, the method comprising:

resupplying the second marine vessel with a resupply cargo from a first marine vessel, the first marine vessel being configured to transport LNG and carry the resupply cargo.

12. The method claim 11, wherein the first marine vessel comprises:

a tug boat; and

13. The method of claim 12, wherein the resupplying step comprises:

moving at least part of the resupply cargo from the first marine vessel to the second marine vessel using a crane.

14. The method of claim 13, wherein the crane is mounted on the first marine vessel.

15. The method of claim 11, wherein the resupplying step comprises:

pumping the at least part of the resupply cargo from an integrated tank on the first marine vessel to a tank disposed on the second marine vessel.

16. The method of claim 11, wherein moving the at least part of the resupply cargo comprises:

pumping the at least part of the resupply cargo from a non-integrated tank on the first marine vessel to a tank disposed on the second marine vessel.

17. The method of claim 11, wherein the resupplying step comprises at least one of bunkering, re-provisioning, and midstream refueling.

18. The method of claim 11, wherein the resupply cargo comprises at least one of: i) MGO, ii) hydraulic fluid, iii) bio-fuel, iv) lubricant, v) distillate and vi) water.

19. A marine vessel, comprising:

a tug boat; and

a barge configured to interlock with the tug boat, wherein the tug boat and the barge are configured for operation on an ocean and an inland waterway.

20. The marine vessel of claim 19, wherein the barge is configured to carry LNG and a resupply cargo.

21. The marine vessel of claim 20, wherein the barge comprises:

a hull; and

22. The marine vessel of claim 20, wherein the barge comprises:

a hull; and

at least one non-hull integrated tank configured to hold the resupply cargo.

23. The marine vessel of claim 20, wherein the marine vessel is configured to resupply a second marine vessel.

24. The marine vessel of claim 23, wherein configuration to resupply includes configuration for at least one of: bunkering, re-provisioning, and midstream refueling.

25. The marine vessel of claim 20, further comprising:

a crane configured to move the resupply cargo.

26. The marine vessel of claim 20, wherein the resupply cargo includes at least one of: i) MGO, ii) hydraulic fluid, iii) bio-fuel, iv) lubricant, v) distillate and vi) water.

27. The marine vessel of claim 19, wherein the marine vessel is configured to meet certification requirements for operation on at least one of i) high seas and ii) US inland waterways.

28. The marine vessel of claim 19, wherein the marine vessel is dimensioned for travel on US inland waterways.

29. A method of transporting LNG, the method comprising:

transporting the LNG on a first marine vessel configured for operation on an ocean and an inland waterway, wherein the first marine vessel comprises:

a tug boat; and

a barge configured to interlock with the tug boat.

30. The method claim 29, wherein the first marine vessel is configured to carry a resupply cargo; and the method further comprising:

resupplying a second marine vessel with the resupply cargo from the first marine vessel.

31. The method of claim 30, wherein the resupplying step comprises:

32. The method of claim 31, wherein the crane is mounted on the first marine vessel.

33. The method of claim 30, wherein the resupplying step comprises:

34. The method of claim 30, wherein moving the at least part of the resupply cargo comprises:

35. The method of claim 30, wherein the resupplying step comprises at least one of: bunkering, re-provisioning, and midstream refueling.

36. The method of claim 30, wherein the resupply cargo comprises at least one of i) MGO, ii) hydraulic fluid, iii) bio-fuel, iv) lubricant, v) distillate and vi) water.