CA1075977A - Barge dagger skegs - Google Patents
Barge dagger skegsInfo
- Publication number
- CA1075977A CA1075977A CA273,570A CA273570A CA1075977A CA 1075977 A CA1075977 A CA 1075977A CA 273570 A CA273570 A CA 273570A CA 1075977 A CA1075977 A CA 1075977A
- Authority
- CA
- Canada
- Prior art keywords
- barge
- skegs
- skeg
- longitudinal center
- center line
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING
- B63B3/00—Hulls characterised by their structure or component parts
- B63B3/14—Hull parts
- B63B3/38—Keels
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING
- B63B39/00—Equipment to decrease pitch, roll, or like unwanted vessel movements; Apparatus for indicating vessel attitude
- B63B39/06—Equipment to decrease pitch, roll, or like unwanted vessel movements; Apparatus for indicating vessel attitude to decrease vessel movements by using foils acting on ambient water
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- Chemical & Material Sciences (AREA)
- Engineering & Computer Science (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- Ocean & Marine Engineering (AREA)
- Other Liquid Machine Or Engine Such As Wave Power Use (AREA)
Abstract
Applicant: Seaspan Development Co. Ltd.
Title: Barge Dagger Skegs ABSTRACT
A row of dagger skegs projects downward from the aft portion of the raked counter of a nonpowered, nonsteered barge hull at each side of the longitudinal center lien of the hull for stability the barge directionally when towed by a towline trailing a towboat. The upright skegs are of airfoil cross section, and they are tapered down-wardly. The leading edge of each skeg, which extends over the major portions of the height of the skegs, substantially vertical and is spaced rearwardly from the stern counter.
The lower end portions of adjacent skegs can be connected by an elongated horizontal bridging member which also is of airfoil cross section having a cambered upper side and a negative angle of incidence.
Title: Barge Dagger Skegs ABSTRACT
A row of dagger skegs projects downward from the aft portion of the raked counter of a nonpowered, nonsteered barge hull at each side of the longitudinal center lien of the hull for stability the barge directionally when towed by a towline trailing a towboat. The upright skegs are of airfoil cross section, and they are tapered down-wardly. The leading edge of each skeg, which extends over the major portions of the height of the skegs, substantially vertical and is spaced rearwardly from the stern counter.
The lower end portions of adjacent skegs can be connected by an elongated horizontal bridging member which also is of airfoil cross section having a cambered upper side and a negative angle of incidence.
Description
5~7 :..' BARGE DAGGER SKEGS
This invention relates to skegs for barges to ~ stabilize towed barges directionally by deterring yawing.
: Skegs are customarily provided on the raked counter of the stern overhang of barges to deter yawing of a barge when towed by a towline trailing a towboat.
Such skegs extend fore and aft over substantially the entire fore-and-aft extent of the barge stern counter, and their lower edges are at approximately the same elevation as the bottom of the barge. Such skegs are of low aspect ratio, have no leading edge portion spaced from the stern counter of the barge and are in the form of flat or cambered plates as distinguished from being of airfoil cross section. Usually two of such skegs are provided, arranged symmetrically at opposite sides of the longitudinal vertical central plane of the barge.
Such conventional skegs are not very efficient in deterring yaw of a barge which is not self-propelled but is towed by a towline connected to its bow, and they do increase the drag of the barge a substantial amount over the drag of a similar barge having no skegs.
,` It is a principal object of this invention to provide skegs for a barge which are more effective than conventional skegs in producing directional stability and which reduce drag.
More specifically, it is an object to provide skegs for a barge which not only will not produce drag, such as produced by conventional skegs, but which will reduce the wake and/or the turbulence of the barge wake .¢~`',- ~
- ~)75977 so as actually to reduce the drag normally produced by the barge hull.
~: .
Another object is to utilize skeg structure of simple streamlined design having hydrodynamically desirable characteristics.
The foregoing objects can be accomplished by a barge comprising a nonpowered, nonsteered hull for towing by a towline trailing a towboat, said hull having a substantially flat bottom and a raked stern counter, and a set of skegs projecting downward from the aft portion of said stern counter at each side of the hull longitudinal center line for effecting yaw stability of said hull, each set including a plurality of skegs directionally fixed relative to said stern counter, the lower end of each skeg being higher than the barge bottom and each skeg having a height greater than its maximum chord.
Figure 1 is a bottom perspective of the stern .
portion of a barge showing an arrangement of skegs according to the present invention projecting downward .. :
from the barge counter.
Figure 2 is a side elevation, Figure 3 is a stern elevation and Figure 4 is a bottom plan of the starboard stern portion of a barge equipped with skegs according to the present invention.
Figure 5 is a detail horizontal section through a skeg taken on line 5--5 of Figure 2.
Figure 6 is a bottom perspective of the stern portion of a barge equipped with a modified skeg - 30 construction according to the present invention.
Figure 7 is a side elevation, Figure 8 is a rear elevation and Figure 9 is a bottom plan of the . .
iO75977 .
starboard stern portion of a barge equipped with skeg construction of the type shown in Figure 6.
Figure 10 is an enlarged fragmentary vertical section through a portion of the skeg structure taken along 10--10 of Figure 9.
Two benefits are obtained by utilization of the present invention which are interrelated, namely, an increase in effectiveness of the skeg structure to improve the directional stability of the barge by deterring yaw and a decrease in the drag of the barge which reduces the power necessary to propel the barge, or which results in an increase in speed of the barge if the same propulsive power is used. Increase in the effectiveness of the skeg structure to improve directional stability is obtained by locating the skeg structure substantially as far aft as possible, by each skeg of the skeg structure having a high aspect ratio, being designated a "dagger" skeg by skegs being of airfoil cross section, by arranging the skeg elements at desirable angles of incidence, by minimizing tip loss and by spacing adjacent skeg elements at a sufficient interval ; to minimize flow interference between them. Reduction in drag is accomplished by utilizing skegs of airfoil cross section arranged advantageously, by minimizing tip loss and by spacing adjacent skeg elements at a sufficient interval to minimize flow interference.
~; Two representative skeg installations according to the present invention are shown in the drawings, one being shown in Figures 1 to 5 inclusive and a modification being shown in Figures 6 to 10 inclusive. The second form of the invention includes the components shown in the first form of the invention, and such components -. , .
., ' ' ' . " . '' ~
are numbered correspondingly in such second form. The skeg structure is applied to the conventional stern raked counter C of a conventional barge B having a flat : bottom b. The principle of the invention is applicable to barges of all sizes but is more beneficial when used on barges of medium size, 250 feet to 350 feet (76.200 meters to 106.680 meters) in length, or large barges, 350 feet to 450 feet (106.680 meters to 137.160 meters) in . 10 `: :
: .
3a , ' .
7~977 length, rather than to small barges, 150 feet to 250 feet (45.720 meters to 76.200 meters) in length.
The degree of the rake of counter C is not critical and may be within the range of 10 to 40 to the horizontal, but it is preferred that the rake be within the range of 15 to 20 to the horizontal. Also, the height of the transom T of the barge is not critical but preferably is from 20~ to 35% of the total depth of the barge. In the representative barge shown in the drawings, the rake angle is approximately 15 and the height of the transom is approximately 28% of the total depth of the barge.
The dagger skegs of the present invention are in two sets arranged symmetrically at opposite sides of the longitudinal vertical central plane of the barge. Each set includes a plurality of dagger skegs, three skegs being shown in each set illustrated in the drawings. The port set includes an outboard skeg lp and an inboard skeg 2_, and may include one or more intermediate skegs 3_. Correspondingly, the starboard set of dagger skegs includes an outboard skeg ls and an inboard skeg 2s and may include one or more inter-mediate skegs 3s. The skegs in each set are arranged in a row extending athwartships of the barge and preferably the skegs are of substantially the same height, chord and spanwise taper.
Each skeg element is preferably of airfoil cross : section, as shown in Figure 5, a typical suitable cross section being a Clark Y section or a NASA 22012 section established by criteria of the National Aeronautics and Space Adminstration. Each dagger skeg element includes a root end 4 suitably secured to the aft portion of the barge counter C. The trailing edge 5 preferably is vertical, and the leading edge 6 preferably is swept back a moderate 1~75977 amount from the root end 4 to the bottom tip 7.
As shown in Figure 5, the airfoil section forms a cambered side 8 and a side 9 which may be cambered to the same or a lesser degree, or which may be flat If the opposite sides of the skeg elements have different degrees of camber, it is preferred that the outboard skegs l_ and ls have the greatest difference in camber, that the inboard skegs 2_ and 2s have the next greatest different in camber, and that the intermediate skegs 3_ and 3s have the least difference in camber. It would not be objectionable for all of the dagger skeg elements to be of symmetrical airfoil cross sections, and the difference in action of the skegs be effected by selecting proper angles of incidence for the skeg elements.
Where the inboard and outboard skeg elements are of nonsymmetrical cross section, the most highly cambered side of the outboard skeg elements ls and lp should face inward and the most highly cambered sides of the inboard skeg elements 2_ and 2s may face outward or inward. The cambered inner side of the outboard skeg in each set and the cambered outer side of the inboard skeg of each set will then cooperate to provide a venturi passage between the inboard skeg and the outboard skeg of each set which will guide the wake of the barge between such skeg elements and reduce the turbulence in such portion of the wake, thus correspondingly reducing the drag on the barge. If the intermediate skeg elements 3~ and 3s are of symmetrical airfoil cross section, they will not interfere with the flow. If their sides are cambered unequally, it is preferred that the side having the greater camber be on the inner side of the skeg element, as shown in Figure 4, to form the venturi passage nearer the center of the barge.
" 107S9~
Each dagger skeg element is of high aspect ratio, as shown in Figure 2. Such aspect ratio should be within the range of 2 -- 8 to 1 and preferably is within the range of 2-1/2 -- 4 to 1. The aspect ratio of the dagger skegs shown in Figure 2 is approximately 2-1/2 to 1. The tip 7 of the dagger skeg should not project below and preferably should be slightly above the bottom _ of the barge B, as shown in Figure 2. The sweptback leading edge 6 of the skeg is spaced a substantial distance aft of barge bottom b.
Also the fore and aft extent or chord of the root 4 is a small fraction of the fore and aft extent or run of the counter C.
The average chord of each dagger skeg element is selected so that the total area of all of the skeg elements in each set will be less than the substantially triangular ' area formed by the raked surface of counter C as one side, the fore and aft extent of the counter C as a second side, ::
and the elevation between the bottom of the transom T and the elevation of the barge bottom b as the third side. Thus ; 20 combined fin areas of all the dagger skegs in each set will be less than the area of the corresponding single conventional substantially triangular skeg.
The efficiency of the dagger skegs in providing directional stability for the barge depends not only on the total fin area, but also on the location of the skeg elements and their angles of incidence. To be most effective, the . . .
; dagger skeg elements should be located as far aft as possible, as shown in Figures 1 and 2. Also, the outboard skeg elements - lp and ls should be toed out in the direction of travel of the barge at an angle 1 of 2 to 10. The inboard skegs 2p and 2s may be toed in to some extent, such as 2 to 10.
Intermediate skegs 3p and 3s should have 0 angle of incidence, , .
` 1075977 :
or a small angle of incidence in one direction or the other, depending on the camber of such intermediate skeg elements and the flow pattern preferred. Also, the angles of incidence of the port skeg elements and of the starboard skeg elements need not be identical if a difference in such angles of incidence will cause the barge to follow a straighter course by reducing yaw.
Both to reduce the wake of the barge and the turbulence of the wake and to increase the effectiveness of the skeg elements in controlling directional stability, the adjacent skeg elements in a set should not be placed too close together, nor should the sets of elements at opposite - sides of the longitudinal vertical central plane of the barge be placed too close together. It is preferred that the spacing between adjacent skeg elements be at least approximately twice the mean chord of the skeg elements, as shown in Figure 4. While two skeg elements could be used in each set, or more than three could be used, it is preferred that there be three skeg elements in each set. If there are more than three, the aspect ratio of the skeg elements should be increased by reducing the mean chord of each element. Consequently, adjacent skeg elements could be located closer together, but they should not be closer than 1-1/2 times the mean chord to provide the best yaw-deterring ,....
performance and the greatest reduction in drag.
The individual cantilever dagger skegs shown in Figures 1 to 4, inclusive, are somewhat vulnerable to being struck by floating objects over which the barge B may be towed. The skegs can be unified and strengthened by connecting the lower portions of the skegs in each set with an elongated ~ bridging member extending athwartships and preferably sub--: stantially horizontally. The bridging member 10_ is shown ~ 7 .. . . . .
in Figure 6 as connecting the tips of the port skegs 1_, 3_ and 2p, and the bridging member lOs is shown as connecting the tips of the starboard skegs ls, 3s and 2s. Each of the elongated bridging members is of airfoil cross section and is shown in Figure 10 as including a trailing edge 5', a leading edge 6', an upper cambered side 8' and a lower side 9' which either is of lesser camber or is flat.
The cambered upper side 8' of the bridging member cooperates with the cambered sides of the inboard and outboard skegs of the set to confine a venturi flow of the wake to a greater extent than the wake would be confined without such bridging member. Also, it is preferred that the skeg bridging members have a negative angle of incidence within the range of 2 to 10 to provide a forward hydrodynamic reaction component for reducing or offsetting drag.
Not only does the horizontal bridging member . .
reduce turbulence by its cambered upper side promoting .
venturi flow, and reduce drag because of its forward hydro-dynamic reaction component, but the fact that such bridging ~- 20 member covers the tips of the dagger skegs reduces the turbulence around such tips and decreases drag. The inter-connection of the individual skegs by the bridging member also deters possible tendency of an individual skeg to vibrate and generally increases the strength of each set of skegs as a composite structure.
This invention relates to skegs for barges to ~ stabilize towed barges directionally by deterring yawing.
: Skegs are customarily provided on the raked counter of the stern overhang of barges to deter yawing of a barge when towed by a towline trailing a towboat.
Such skegs extend fore and aft over substantially the entire fore-and-aft extent of the barge stern counter, and their lower edges are at approximately the same elevation as the bottom of the barge. Such skegs are of low aspect ratio, have no leading edge portion spaced from the stern counter of the barge and are in the form of flat or cambered plates as distinguished from being of airfoil cross section. Usually two of such skegs are provided, arranged symmetrically at opposite sides of the longitudinal vertical central plane of the barge.
Such conventional skegs are not very efficient in deterring yaw of a barge which is not self-propelled but is towed by a towline connected to its bow, and they do increase the drag of the barge a substantial amount over the drag of a similar barge having no skegs.
,` It is a principal object of this invention to provide skegs for a barge which are more effective than conventional skegs in producing directional stability and which reduce drag.
More specifically, it is an object to provide skegs for a barge which not only will not produce drag, such as produced by conventional skegs, but which will reduce the wake and/or the turbulence of the barge wake .¢~`',- ~
- ~)75977 so as actually to reduce the drag normally produced by the barge hull.
~: .
Another object is to utilize skeg structure of simple streamlined design having hydrodynamically desirable characteristics.
The foregoing objects can be accomplished by a barge comprising a nonpowered, nonsteered hull for towing by a towline trailing a towboat, said hull having a substantially flat bottom and a raked stern counter, and a set of skegs projecting downward from the aft portion of said stern counter at each side of the hull longitudinal center line for effecting yaw stability of said hull, each set including a plurality of skegs directionally fixed relative to said stern counter, the lower end of each skeg being higher than the barge bottom and each skeg having a height greater than its maximum chord.
Figure 1 is a bottom perspective of the stern .
portion of a barge showing an arrangement of skegs according to the present invention projecting downward .. :
from the barge counter.
Figure 2 is a side elevation, Figure 3 is a stern elevation and Figure 4 is a bottom plan of the starboard stern portion of a barge equipped with skegs according to the present invention.
Figure 5 is a detail horizontal section through a skeg taken on line 5--5 of Figure 2.
Figure 6 is a bottom perspective of the stern portion of a barge equipped with a modified skeg - 30 construction according to the present invention.
Figure 7 is a side elevation, Figure 8 is a rear elevation and Figure 9 is a bottom plan of the . .
iO75977 .
starboard stern portion of a barge equipped with skeg construction of the type shown in Figure 6.
Figure 10 is an enlarged fragmentary vertical section through a portion of the skeg structure taken along 10--10 of Figure 9.
Two benefits are obtained by utilization of the present invention which are interrelated, namely, an increase in effectiveness of the skeg structure to improve the directional stability of the barge by deterring yaw and a decrease in the drag of the barge which reduces the power necessary to propel the barge, or which results in an increase in speed of the barge if the same propulsive power is used. Increase in the effectiveness of the skeg structure to improve directional stability is obtained by locating the skeg structure substantially as far aft as possible, by each skeg of the skeg structure having a high aspect ratio, being designated a "dagger" skeg by skegs being of airfoil cross section, by arranging the skeg elements at desirable angles of incidence, by minimizing tip loss and by spacing adjacent skeg elements at a sufficient interval ; to minimize flow interference between them. Reduction in drag is accomplished by utilizing skegs of airfoil cross section arranged advantageously, by minimizing tip loss and by spacing adjacent skeg elements at a sufficient interval to minimize flow interference.
~; Two representative skeg installations according to the present invention are shown in the drawings, one being shown in Figures 1 to 5 inclusive and a modification being shown in Figures 6 to 10 inclusive. The second form of the invention includes the components shown in the first form of the invention, and such components -. , .
., ' ' ' . " . '' ~
are numbered correspondingly in such second form. The skeg structure is applied to the conventional stern raked counter C of a conventional barge B having a flat : bottom b. The principle of the invention is applicable to barges of all sizes but is more beneficial when used on barges of medium size, 250 feet to 350 feet (76.200 meters to 106.680 meters) in length, or large barges, 350 feet to 450 feet (106.680 meters to 137.160 meters) in . 10 `: :
: .
3a , ' .
7~977 length, rather than to small barges, 150 feet to 250 feet (45.720 meters to 76.200 meters) in length.
The degree of the rake of counter C is not critical and may be within the range of 10 to 40 to the horizontal, but it is preferred that the rake be within the range of 15 to 20 to the horizontal. Also, the height of the transom T of the barge is not critical but preferably is from 20~ to 35% of the total depth of the barge. In the representative barge shown in the drawings, the rake angle is approximately 15 and the height of the transom is approximately 28% of the total depth of the barge.
The dagger skegs of the present invention are in two sets arranged symmetrically at opposite sides of the longitudinal vertical central plane of the barge. Each set includes a plurality of dagger skegs, three skegs being shown in each set illustrated in the drawings. The port set includes an outboard skeg lp and an inboard skeg 2_, and may include one or more intermediate skegs 3_. Correspondingly, the starboard set of dagger skegs includes an outboard skeg ls and an inboard skeg 2s and may include one or more inter-mediate skegs 3s. The skegs in each set are arranged in a row extending athwartships of the barge and preferably the skegs are of substantially the same height, chord and spanwise taper.
Each skeg element is preferably of airfoil cross : section, as shown in Figure 5, a typical suitable cross section being a Clark Y section or a NASA 22012 section established by criteria of the National Aeronautics and Space Adminstration. Each dagger skeg element includes a root end 4 suitably secured to the aft portion of the barge counter C. The trailing edge 5 preferably is vertical, and the leading edge 6 preferably is swept back a moderate 1~75977 amount from the root end 4 to the bottom tip 7.
As shown in Figure 5, the airfoil section forms a cambered side 8 and a side 9 which may be cambered to the same or a lesser degree, or which may be flat If the opposite sides of the skeg elements have different degrees of camber, it is preferred that the outboard skegs l_ and ls have the greatest difference in camber, that the inboard skegs 2_ and 2s have the next greatest different in camber, and that the intermediate skegs 3_ and 3s have the least difference in camber. It would not be objectionable for all of the dagger skeg elements to be of symmetrical airfoil cross sections, and the difference in action of the skegs be effected by selecting proper angles of incidence for the skeg elements.
Where the inboard and outboard skeg elements are of nonsymmetrical cross section, the most highly cambered side of the outboard skeg elements ls and lp should face inward and the most highly cambered sides of the inboard skeg elements 2_ and 2s may face outward or inward. The cambered inner side of the outboard skeg in each set and the cambered outer side of the inboard skeg of each set will then cooperate to provide a venturi passage between the inboard skeg and the outboard skeg of each set which will guide the wake of the barge between such skeg elements and reduce the turbulence in such portion of the wake, thus correspondingly reducing the drag on the barge. If the intermediate skeg elements 3~ and 3s are of symmetrical airfoil cross section, they will not interfere with the flow. If their sides are cambered unequally, it is preferred that the side having the greater camber be on the inner side of the skeg element, as shown in Figure 4, to form the venturi passage nearer the center of the barge.
" 107S9~
Each dagger skeg element is of high aspect ratio, as shown in Figure 2. Such aspect ratio should be within the range of 2 -- 8 to 1 and preferably is within the range of 2-1/2 -- 4 to 1. The aspect ratio of the dagger skegs shown in Figure 2 is approximately 2-1/2 to 1. The tip 7 of the dagger skeg should not project below and preferably should be slightly above the bottom _ of the barge B, as shown in Figure 2. The sweptback leading edge 6 of the skeg is spaced a substantial distance aft of barge bottom b.
Also the fore and aft extent or chord of the root 4 is a small fraction of the fore and aft extent or run of the counter C.
The average chord of each dagger skeg element is selected so that the total area of all of the skeg elements in each set will be less than the substantially triangular ' area formed by the raked surface of counter C as one side, the fore and aft extent of the counter C as a second side, ::
and the elevation between the bottom of the transom T and the elevation of the barge bottom b as the third side. Thus ; 20 combined fin areas of all the dagger skegs in each set will be less than the area of the corresponding single conventional substantially triangular skeg.
The efficiency of the dagger skegs in providing directional stability for the barge depends not only on the total fin area, but also on the location of the skeg elements and their angles of incidence. To be most effective, the . . .
; dagger skeg elements should be located as far aft as possible, as shown in Figures 1 and 2. Also, the outboard skeg elements - lp and ls should be toed out in the direction of travel of the barge at an angle 1 of 2 to 10. The inboard skegs 2p and 2s may be toed in to some extent, such as 2 to 10.
Intermediate skegs 3p and 3s should have 0 angle of incidence, , .
` 1075977 :
or a small angle of incidence in one direction or the other, depending on the camber of such intermediate skeg elements and the flow pattern preferred. Also, the angles of incidence of the port skeg elements and of the starboard skeg elements need not be identical if a difference in such angles of incidence will cause the barge to follow a straighter course by reducing yaw.
Both to reduce the wake of the barge and the turbulence of the wake and to increase the effectiveness of the skeg elements in controlling directional stability, the adjacent skeg elements in a set should not be placed too close together, nor should the sets of elements at opposite - sides of the longitudinal vertical central plane of the barge be placed too close together. It is preferred that the spacing between adjacent skeg elements be at least approximately twice the mean chord of the skeg elements, as shown in Figure 4. While two skeg elements could be used in each set, or more than three could be used, it is preferred that there be three skeg elements in each set. If there are more than three, the aspect ratio of the skeg elements should be increased by reducing the mean chord of each element. Consequently, adjacent skeg elements could be located closer together, but they should not be closer than 1-1/2 times the mean chord to provide the best yaw-deterring ,....
performance and the greatest reduction in drag.
The individual cantilever dagger skegs shown in Figures 1 to 4, inclusive, are somewhat vulnerable to being struck by floating objects over which the barge B may be towed. The skegs can be unified and strengthened by connecting the lower portions of the skegs in each set with an elongated ~ bridging member extending athwartships and preferably sub--: stantially horizontally. The bridging member 10_ is shown ~ 7 .. . . . .
in Figure 6 as connecting the tips of the port skegs 1_, 3_ and 2p, and the bridging member lOs is shown as connecting the tips of the starboard skegs ls, 3s and 2s. Each of the elongated bridging members is of airfoil cross section and is shown in Figure 10 as including a trailing edge 5', a leading edge 6', an upper cambered side 8' and a lower side 9' which either is of lesser camber or is flat.
The cambered upper side 8' of the bridging member cooperates with the cambered sides of the inboard and outboard skegs of the set to confine a venturi flow of the wake to a greater extent than the wake would be confined without such bridging member. Also, it is preferred that the skeg bridging members have a negative angle of incidence within the range of 2 to 10 to provide a forward hydrodynamic reaction component for reducing or offsetting drag.
Not only does the horizontal bridging member . .
reduce turbulence by its cambered upper side promoting .
venturi flow, and reduce drag because of its forward hydro-dynamic reaction component, but the fact that such bridging ~- 20 member covers the tips of the dagger skegs reduces the turbulence around such tips and decreases drag. The inter-connection of the individual skegs by the bridging member also deters possible tendency of an individual skeg to vibrate and generally increases the strength of each set of skegs as a composite structure.
Claims (20)
1. A barge comprising a nonpowered, nonsteered hull for towing by a towline trailing a towboat, said hull having a substantially flat bottom and a raked stern counter, and a set of skegs projecting downward from the aft portion of said stern counter at each side of the hull longitudinal center line for effecting yaw stability of said hull, each set including a plurality of skegs directionally fixed relative to said stern counter, the lower end of each skeg being higher than the barge bottom, and each skeg having a height greater than its maximum chord.
2. The barge defined in claim 1, a skeg having at least one cambered side.
3. In the barge defined in claim 2, a skeg outboard from the longitudinal center line of the barge having an inner cambered side.
4. The barge defined in claim 3, the outboard skeg of the set of skegs at each side of the hull longitudinal center line having an inboard cambered side.
5. The barge defined in claim 1 or 4, corresponding skegs at opposite sides of the hull longitudinal center line having their chords toed out in the direction of travel of the barge.
6. The barge defined in claim 1 or 4, the most outboard skegs at each side of the longitudinal center of the barge having their chords toed out in the direction of travel of the barge.
7. The barge defined in claim 1, each set of skegs projecting downward from the stern counter at each side of the hull longitudinal center line including at least three skegs.
8. The barge defined in claim 7, the six skegs being arranged in an athwartships row.
9. The barge defined in claim 1, adjacent skegs being spaced apart transversely of the barge a distance at least as great as the mean chord of one of such skegs.
10. The barge defined in claim 1, each skeg having an aspect ratio within the range between and including 2 to 1 and 8 to 1.
11. The barge defined in claim 1, the root chord of each skeg being a minor portion of the fore-and-aft extent of the counter, and each skeg having an upright leading edge of a length a major portion of the skeg height.
12. The barge defined in claim 1, each skeg having a substantially vertical leading edge and a root attached to the stern counter which root is of sub-stantially less extent fore and aft than the fore-and-aft extent of the stern counter.
13. The barge defined in claim 1, and elongated bridging means at least as high as the bottom of the barge connecting the lower portions of the skegs at each side of the longitudinal center line of the barge.
14. The barge defined in claim 13, the elongated bridging means including members at opposite sides of the hull longitudinal center line having their lengths extending transversely of the barge and each bridging member connecting the lower portions of the plurality of skegs in the respective set at one side of such center line, the inboard ends of said bridging members being spaced apart and located at opposite sides, respectively, of the hull longitudinal center line.
15. The barge defined in claim 13, the bridging means being plate means having at least one cambered side.
16. The barge defined in claim 13, skegs at each side of the barge longitudinal center line connected by the bridging means having cambered sides facing each other.
17. The barge defined in claim 15 or 16, the plate means having its upper side cambered.
18. The barge defined in claim 13, skegs at one side of the hull longitudinal center line connected by elongated bridging means being toed out in the direction of travel of the barge.
19. The barge defined in claim 18, skegs at opposite sides of the longitudinal center of the barge connected by the bridging means being toed out in the direction of travel of the barge.
20. The barge defined in claim 13, 18 or 19, the bridging means having a negative angle of incidence.
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| US68801476A | 1976-05-19 | 1976-05-19 |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA1075977A true CA1075977A (en) | 1980-04-22 |
Family
ID=24762760
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA273,570A Expired CA1075977A (en) | 1976-05-19 | 1977-03-09 | Barge dagger skegs |
Country Status (4)
| Country | Link |
|---|---|
| JP (1) | JPS5925717B2 (en) |
| CA (1) | CA1075977A (en) |
| GB (1) | GB1533960A (en) |
| NL (1) | NL7705474A (en) |
Families Citing this family (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5576795A (en) * | 1978-11-30 | 1980-06-10 | Ishikawajima Harima Heavy Ind Co Ltd | Course stabilizer at non self-propelling barge |
| US4326479A (en) * | 1980-04-17 | 1982-04-27 | Masasuke Kawasaki | Movable skeg for non-propelled barges |
Family Cites Families (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5172096A (en) * | 1974-12-17 | 1976-06-22 | Matsukura Kaiji Kk | Hitaishogatasukeguo jusuru senpaku mataha baaji |
-
1977
- 1977-03-09 CA CA273,570A patent/CA1075977A/en not_active Expired
- 1977-03-15 GB GB1094577A patent/GB1533960A/en not_active Expired
- 1977-05-12 JP JP52054827A patent/JPS5925717B2/en not_active Expired
- 1977-05-17 NL NL7705474A patent/NL7705474A/en not_active Application Discontinuation
Also Published As
| Publication number | Publication date |
|---|---|
| JPS5925717B2 (en) | 1984-06-20 |
| JPS52140193A (en) | 1977-11-22 |
| NL7705474A (en) | 1977-11-22 |
| GB1533960A (en) | 1978-11-29 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| MKEX | Expiry |