Classifications

• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
  • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
  • B63B25/00—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby
  • B63B25/002—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby for goods other than bulk goods
  • B63B25/006—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby for goods other than bulk goods for floating containers, barges or other floating cargo
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
  • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
  • B63B35/00—Vessels or similar floating structures specially adapted for specific purposes and not otherwise provided for
  • B63B35/40—Vessels or similar floating structures specially adapted for specific purposes and not otherwise provided for for transporting marine vessels

Definitions

• This invention relates to a barge-carrying waterborne vessel with at least two tiers of barge holds and a cargo-carrying deck. It also relates to methods employing such a vessel.
• Containerized cargoes have helped somewhat, but even then, as well as in bulk-loaded barges, there has remained the necessity of unloading the barges at one port, placing the container and other cargo on a pier, and then loading from the pier into an ocean-going vessel, only to require the reverse procedure in the ports to which the cargo is carried by that vessel. All this adds considerably to the ultimate cost of the product concerned.
• barges are not as easily handled as are smaller cargo-carrying containers; so particular provisions have had to be made for them.
• Many barge types are . relatively long for their beam.
• the barges used on the Mississippi and Rhine rivers, for example, are very long compared to their width—the Mississippi barges are nearly 60 meters long and less than 11 meters wide.
• the ocean-going, bargetransporting vessel must be able to carry many barges.
• a ship able to accommodate only a single line of barges would be extraordinarily long and narrow. This general problem was solved in our U.S. Patents Nos. 3,978,806, issued September 7, 1976; and 4,135,468, issued January 23, 1979.
• an important object of the invention is to provide a barge-transporting vessel for accommodating more than one tier of barges in a flotation loading and unloading system.
• the vessel shown in the Vargas U. S. Patent No. 3,939,790 which issued February 24, 1976. involves flotation loading and unloading and accommodates three tiers of relatively small lighters, especially designed to be lifted or hung by the ends, but not full-size river barges.
• that system would not be workable for such barges, partly because it requires an expensive combination of support apparatus and lighter or barge hangers in addition to the flotation apparatus. That system complicates the loading and unloading, slows it down greatly, and makes it too expensive to build and to use. It also loses many of the advantages of true flotation loading and unloading.
• the present invention relates to the problem of how to provide for flotation loading and unloading of barges into two or more different levels within the same ship and how to do so in a simple and economical manner.
• Another object of the invention is to solve these problems as well, in a ship able to take two or more tiers of barges by flotation loading and unloading.
• Barges come in a variety of types and sizes. Some carrier vessels can transport only one special type and size. A versatile barge-transporting vessel accommodating barges of various sizes and types would have many advantages. Hence, an object of this invention is to provide a barge-transporting vessel capable of carrying a wide variety of types and sizes of barges.
• This problem relates to cargo not transportable by barges.
• cargoes which are not capable of flotation loading and unloading, but which are very voluminous and heavy; and ordinary vessels find it very difficult, in fact often impossible, to accommodate some of these structures.
• it is desired to transport an entire factory or a huge structure zs tall as a ten-story building and very heavy, involving much steel it has been almost impossible to load and transport such cargoes.
• the present invention makes it possible to trim the vessel during loading in such a way that these large, heavy cargoes can be rolled onto the main deck, using machinery like that developed for moving large missiles on land, and to achieve the loading from the dock to the ship. The ship can then be trimmed back to her normal waterline. Moreover, this can be done in conjunction with the transport of barges, depending, of course, on total weights involved.
• the invention comprises a barge-carrying waterborne vessel having a hull with rigid supporting and hullreinforcing structure, a bow, a stern, and sidewalls providing a series of buoyancy compartments.
• the hull has a hollow interior defining a plurality of tiers of barge holds, at least one upper longitudinal hold and at least one lower longitudinal hold, each extending most of the length of the vessel. There may be more than two such holds.
• Flooding means enable placing water into each hold.
• a first gate means at one end of the vessel, usually the stern end, is opened for flotation loading and unloading of a plurality of barges into each hold, when that hold is flooded.
• First gate means and both of the holds is a single, deep, loading passage.
• Second gate means lie between the loading passage and the lower hold; and, preferably, third gate means lie between the loading passage and the upper hold enabling use of the loading passage as a lock.
• Each hold preferably has a barge-retention means for holding each barge down against the bottom of its hold. This prevents movement of the barges during the ocean voyage and enables exchange of buoyancy between the vessel and each barge in the lower hold when the lower hold is flooded. This is an important factor for ship safety in the event of damage to the vessel's hull.
• the vessel is provided with bargemoving means in its hollow interior.
• bargemoving means in its hollow interior.
• this may comprise a plurality of flowcreating means like those of our U. S. Patent No. 4,147,123 for causing flow of water to move barges in each hold In one direction during flotation loading and in the other direction during flotation unloading.
• a cable and winch system like that of U. S. Patents Nos. 3,913,512 and 3,973,806 may be used.
• the hollow interior of the hull may define a plurality of upper longitudinal barge holds separated by longitudinal bulkhead means, a plurality of lower longitudinal barge holds separated by longitudinal bulkhead means (and a plurality of intermediate such barge holds, if desired), and loading passage means at the stern end of the hull having a deck on the level of the lower hold and walls extending up as high as those of the upper hold.
• the hold-flooding means places water into the lower lateral transfer area when it puts water into, the lower holds.
• the two upper holds may have separate lock gates and be separately flooded.
• the transfer areas are provided with water-jet systems for accomplishing the lateral transfers, similar in nature to those shown in our U. S. Patent No. 4,147,123.
• Special buoyancy or charge tanks are preferably provided adjacent the loading passage for storage of lock water, which may comprise upper and lower tanks on each side of the loading passage and also a tank beneath the loading passage.
• a special water-circulation system passes seawater directly into and out from the loading passage or lock and directly into and out from the special buoyancy or charge tanks.
• buoyancy tanks at the bow end of the vessel for trim compensating from lock water weight aft, with pumping means for pumping seawater directly into and out from them.
• Another water-circulation system is provided for filling or discharging water from the special buoyancy trim tanks, in order to balance weight during operation of the internal lock system.
• Fig. 1 Is a schematic view in side elevation and in section taken along the lines 1-1 in Figs. 2 and 3, of a vessel embodying the principles of the invention, showing a load of barges in two tiers, and also deck cargo.
• Fig. 2 is a view in -horizontal section taken along the line 2-2 in Fig. 1, showing the upper tier of barge holds; and a portion of the main deck aft is also shown.
• Fig. 3 is a view in horizontal section taken along the line 3-3 in Fig.1, showing the lower tier of barge holds
• Fig. 4 is an enlarged stern end view of the vessel, as viewed along the line 4-4 in Fig. 1, showing, in solid lines, the stern loading gate in its closed position. A partially raised position of this gate is shown in broken lines. A portion of the gate-operating mechanism is shown by breaking away the covering structure.
• Fig. 5 is a fragmentary view in side elevation and partly insection of the posts for support of the stern gate of Fig. 4, viewed along the line 5-5 in Fig. 4.
• Fig. 6 is a further enlarged view along the line 6-6 in Figs. 4 and 8 of a portion of one side edge of the stern gate and its seating, showing a gasketing arrangement thereof.
• Fig. 7 is a fragmentary, simplified, isometric view of the stem end of the vessel of Fig. 1 showing the stern door or gate in its raised, open position.
• Fig. 8 is a similar view with the stem gate in its lowered, closed position.
• Fig. 9 is a hydrostatic pressure-loading diagram, showing the hydraulic load on the stern gate when the loading passage is dry.
• Fig. 10 is a similar diagram with the loading passage filled.
• Fig. 11 is a fragmentary isometric view of the loading passage, showing the retractable barge-support beams.
• Fig. 12 is a view in section taken along the line 12-12 in Figs. 1-3, showing the loading passage fully loaded with barges.
• Fig. 13 is an enlarged view in section taken along the lines 13-13 In Figs. 1-3, showing the barges secured within their respective holds.
• Fig. 14 is an enlarged view in section taken along the lines 14-14 in Figs. 1-3 showing the barges secured at another location in the ship.
• Fig. 15 is a similarly enlarged view in section taken along the lines 15-15 in Figs. 1-3, showing the inner lock gates.
• Fig. 16 is a similarly enlarged view like Fig. 12 showing the loading passage or lock with a barge in the upper portion thereof being transferred laterally by water acting on one side of the barge.
• Fig. 17 is a fragmentary isometric enlarged view of a portion of the upper hold and upper lock chamber, showing the upper lock gates, one of which is shown partially open in solid lines and fully open in broken lines.
• Fig. 18 is a view in front elevation of one of the upper lock gates of Fig. 11 showing the operating mechanism for watertight dogging.
• Fig. 18A is a fragmentary isometric view of the dogging mechanism of Fig. 18.
• Fig. 19 is an enlarged view of a portion of one lock gate of Fig. 11 and its operating mechanism, taken along line 19-19 in Fig. 18.
• Fig. 20 is a fragmentary isometric enlarged view of a portion of the lower hold and the lower portion of the loading passage or lock, showing the gate between them and its actuation system.
• Fig. 21 is an exploded isometric diagrammatic vie of the loading passage or lock and its associated charge tanks and pumping system:
• Fig. 21A is an enlargement of a portion of Fig.21 to show the piping more clearly.
• Fig. 22 is a series of diagrammatic transverse view A, B, C, D, and E of the loading passage or lock and of the charge tanks of Fig. 21, with a barge in the lower portion of the loading passage and showing the charge tanks as they are at various stages in the proceeding.
• the base or minimum water level in the lock is shaded by hatch lines in one direction; hatching in the other direction shows the water thereabove at various stages.
• Fig. 23 is a series of diagrammatic lengthwise views F, G, H, I, J, and K of the vessel showing the status .of the flooding of -the holds, the loading passage or lock, the charge tanks, and the trim ballast tanks during loading of the upper holds.
• Fig. 24 is a similar series of views L, M, N, 0. P, and Q showing the loading of the lower holds and of the loading passage or lock itself.
• Fig. 25 is a view of a vessel of the invention so trimmed that a very large and heavy load which may be as high and voluminous as a 10-story building and correspondingly heavy may be loaded onto the vessel from a floating barge.
• Fig. 26 is a similar view of an alternative system in which the pier or dock itself is provided with a ramp and the vessel is floated and trimmed at a different level.
• Fig. 27 is a view like Fig. 1 of a modified form of barge transporting vessel, also embodying the principles of the invention.
• Fig. 28 is a plan view in horizontal section of the upper barge hold of the vessel of Fig. 27.
• Fig. 29 is a plan view in horizontal section of the lower barge hold of the vessel of Fig. 27.
• Fig. 30 is a fragmentary isometric view of the stern end portion of another vessel embodying the principles of the invention.
• Fig. 31 is a vertical sectional view thereof.
• Fig. 32 is a fragmental sectional view thereof.
• Fig. 33 is a view in elevation and partly in section of a modified form of barge-carrying vessel embodying the principles of the invention, with barges stored therein. It is taken along the line 33-33 in Figs. 34, 35, and 36.
• This vessel has three tiers of barge stowage decks or holds.
• the starboard stern gate is shown in solid lines in its closed positions and in broken lines in its raised positions.
• Fig. 34 is a top plan view of the vessel of Fig. 33 showing its uppermost barge stowage hold. It may be considered. as a view taken along the line 34-34 in Fig. 33.
• Fig. 35 is a view in section taken along the line 35-35 in Fig. 33 and serving in effect as a plan view of the middle or intermediate barge stowage holds.
• Fig. 36 is a view taken along the line 36-36 in Fig. 33 and constituting a plan view of the lowermost barge stowage holds, of the vessel of Fig. 33.
• Fig. 37 is a view similar to Fig. 34 showing one particular barge in several positions, illustrating how that barge is moved to its barge stowage position with the aid of a small tug, which is shown here diagrammatically.
• Fig. 38 is a view in section taken along the line 38-38 in Fig. 33.
• Fig. 39 is a view in section taken along the line 39-39 in Fig. 33.
• Fig. 40 is a view taken along the line 40-40 in Fig. 33.
• Fig. 41 is a view in side elevation of a small tugboat used in connection with the loading and unloading of th barges in the vessel of Figs. 33 to 40.
• Fig. 42 is a rather diagrammatic plan view of the tugboat of Fig. 41 roped to one side of a barge.
• Fig. 43 is a view similar to Fig. 33, but broken in the middle to conserve space, of a non-self-powered vessel, being pushed by a tugboat, embodying the principle of the invention in a modified form, taken along the lines 43- 43 in each of Figs. 44, 45, and 48.
• Fig. 44 is a fragmentary plan view of a rear portion of the vessel of Fig. 43 looking down on the upper deck.
• Fig. 45 is a similar fragmentary plan view looking down on the intermediate deck.
• Fig. 46 is a similar fragmentary plan view looking down on the lowerst deck, with the tugboat shown in outline.
• Fig. 47 is a view in section taken along the line47-47 in Fig. 43.
• Fig. 48 is a somewhat schematic view in side elevation and in section, taken along the line 48-48 in Fig. 49, of another modified form of vessel with the loading gate and lock at the bow of the vessel.
• Fig. 49 is a view in horizontal section taken along the line 49-49 In Fig. 48, showing the intermediate hold.
• Fig. 50 is a view in horizontal section taken along the line 50-50 in Fig. 48 showing the lowest hold.
• Fig. 51 Is a fragmentary enlarged isometric view of a portion of a longitudinal stanchion bulkhead, such as is also shown in Fig. 49.
• Fig. 52 is a similar view of a plated bulkhead, such as is also shown in Fig. 50, with portions broken away.
• the vessel in general (Figs. 1-3): Figs. 1-3 show a vessel 50 having a hull 51 with sidewalls comprising a series of port and starboard buoyancy tanks 52 and 53. There also are bottom buoyancy tanks 52a.
• the vessel has a pair of upper barge holds 54 and 55 separated by a longitudinal bulkhead 56 and a pair of lower barge holds 57 and 58 separated by a longitudinal bulkhead 59.
• There is also an upper or main deck 60 which is preferably flat and substantially without openings through it, for accommodation of loads on the top thereof, such as the cargo containers 61 shown in Fig. 1.
• This deck 60 may have a crane 62 movable therealong.
• a ramp 63 may be pivotally mounted near the stern 64.
• a barge tender 65 (See Fig. 2) may also be stowed on the deck 60.
• the vessel 50 is provided with engine compartments 66 and 67 (Fig. 3), the engines driving two propellors 68 and 69, one on each side (See Figs. 1, 4, 25 and 26). Moreover, there is a Master Control Room 70 (Fig. 2) near the stem with apparatus for control of the loading, and unloading of barges B.
• the stern gate 71 (Figs. 1-10): A gate 71 (See Figs. 1-10) Is provided at the stem 64, opening into a loading passage or lock 72.
• the gate 71 is shaped generally to match the cross-section, of the loading passage 72, which has a lower, narrow central portion 73 at the level of the lower barge holds 57 and 58 and an upper portion 74 approximately twice as wide located at the level of the upper holds 54 and 55.
• the gate 71 has a lower, narrow central portion 75 and a wider upper portion 76.
• the gate 71 is supported by two posts 77 and 78 located at the outboard aft comers of the main deck 60. A portion of the gate post 78 is shown in Figs.
• a motor 80 (Fig. 5) may rotate a shaft 81 which drives a traction pulley 82 and raises and lowers the gate 71 via a cable or chain 83, having a counterweight 84 at one end and attached to the gate 71 at the other end.
• hydraulic force may be used.
• the gate 71 is suitably gasketed and is made very strong so that it can meet the unusual demand of accommodating pressures from varying heads of water on either side of it. (See Figs. 9 and 10.) As will soon be seen in Fig. 9, the seawater exerts an unbalanced inward pressure on the gate 71 when the loading chamber or passage 72 is completely dry inside. On the other hand, when the water inside the loading passage 72 is at a much higher level than the water outside (Fig. 1.0), the pressures are larger and bear in the opposite direction Consequently, the gate must be able to withstand that type of hydraulic force. The gate 71 is therefore made strong and heavy; it may weigh about 100 tons.
• the ship 50 has a transom 85 which has a V-shaped channel 86 around the gate opening.
• the gate 71 has its edges 87 correspondingly V-shaped; the edges 87 are provided with a pair of bearing bars 88 that engage the channel 86 and a pair of inflatable pneumatic gaskets 89.
• the channel 86 includes a pair of compression bars 90 that engage the gaskets 89.
• a hydraulic mechanism 91 in the transom 85 has a bar 92 that engages in an opening 93 of the gate 71 to lock the gate 71 in place at both its fully open or fully closed position, there being at least two such bars 92 and openings 93, one for the open position and one for the closed position.
• the loading passage or lock 72 (Figs. 1-3, 7, 11, 12, 16, and 22):
• the loading passage or lock 72 (See Figs.7 and 11) has a bottom deck 95 for its lower portion 75 with sidewall 96 and 97 leading up to a pair of shelves 98 and 99 at the lower end of the upper level 74, and sidewalls 100 and 101 extend thereab ⁇ ve.
• the loading passage 72 is somewhat longer than the longest barge B to be loaded, but not a great deal.
• the upper level 74 also acts as a transfer hold to move barges B, from one side to the other to get them into and out from either of the two upper barge holds 54 and 55.
• Figs. 11 and 12 show how two barges B may be stowed in the upper portion 74.
• Retractable barge-support beams 102 can be moved out through openings 103 in the walls 96 and 97 by suitable hydraulic machinery (not illustrated) In well-known manner, thereby in effect widening the shelves 98 and 99.
• the two barges B are floated in directly at the upper level 74.
• this two-barge stowage can be used only for transport between deepwater ports. Otherwise, only one barge B is stowable at the upper level 74 for loading and unloading at shallow-water ports. This is explained below.
• the upper portion 74 of the loading passage 72 functions also as a transfer bay for the barges to be loaded into or out from the upper holds.
• the idea is to transfer each barge laterally from a central position to either side, and vice versa.
• a series of water jets 105 (See Figs. 11 and 16) is provided in the walls 100 and 101. Their structure and operation may be identical to those of the transfer jets in our U. S. Patent No.4,147,123, the description and operation there, hereby being incorporated by reference herein.
• the upper lock gates 110, 111 (Figs.
• each lock-gate 110,111 is made in two sections 112,113 hinged together by hinges 114 along the center, with suitable gasketing there (not shown).
• the gates 110 and 111 are each mounted for rotation relative to a stationary vertical pivot 115.
• the gates 110 and 111 are opened by folding the gate portion 113 against the portion 112 and while swinging the portion 112 into a recess 116 in the wall 100 or 101.
• One way of doing this is (See Fig. 17) to use a hydraulic closure system with one cylinder-piston assembly 117 for swinging the portion 112 into the recess 116 and a second cylinder-piston assembly 118 for swinging the portion 113 against the portion 112 and, with it, into the recess 116.
• the gates 110 and 111 are thus two-section watertight pontoon steel doors hydraulically opened and closed.
• a dogging mechanism is shown in Figs. 18, 18A, and 19, using an hydraulically actuated gang bar 119, one on the top and one on the bottom of each lock gate 110,111, secured to the deck above and below the gate.
• a hydraulic actuator 120 may operate each gang bar 119 via a shaft 121, which acts in concert with a gang dog 122 on a shaft 123.
• a gasket 124 and a compression bar 125 on the gate frame 126 cooperate with a series of wedges 127 on the lip 128 of the gate 110 or 111 to prevent leakage, and a steel stop 129 limits movement.
• the gates 110 and 111 when closed, resist hydrostatic pressure in either direction to maintain watertightness.
• Fig. 20 shows a suitable lock gate 130 for this position. It is made in two sections 132 and 133, each slidable horizontal into a respective recess 134 and 135 for opening the gate 130.
• the gasketing and dogging may be similar to that shown for the upper gates 110 and 111.
• Hydraulic actuators 136 and 137 may move the gate portions 132 and 133. This gate 130 must withstand considerable pressure from the loading passage or lock side when the lock is full.
• the lower transfer bay 131 is substantially like that described in our U. S. Patent No. 4,147,123, with jets 138 like the jets 105 for the upper transfer bay 74.
• the barge holds 54, 55, 57, and 58 may be substantially like those described in our U. S. Patent No. 4,147,12 although different hold-down devices may be used.
• Fig. 13 shows cable-type hold-downs, with cables 140 anchored to bits 141 on the barges B and secured by an anchor 142 to a sidewall of the hold or at the other side of the barge B by an anchor 143 located in the bulkhead 56 or 59, each of which is provided with suitable passages and recesses therefor.
• the number of barges B that can be accommodated in the vessel 50 will vary, of course, according to the type of barge B involved and the ship design. As an example, a construction is shown in Figs. 1-3 which has six barges B retained on the lower level and as many as eight on the upper level. Of these, four are in the two holds 57 and 58 at the lower level, that is, two in each hold; one is retained in the transfer bay 131 (See Fig. 14 where anchors 144 for the cables 140 are in the floor); and the sixth in the lower portion 73 of the loading passage 72 (See Fig.16).
• barges B in the holds 54 and 55 there are six barges B in the holds 54 and 55, that is, three in each of the two holds; and two may be (at times) retained in conjunction with the shelves 98 and 99 and retractable beams 102, with cables 140 anchored to a beam 102 at a recess attachment 145.
• a waterflow system like that shown and described in our U. S. Patent No. 4,147,123 may be used. As shown in Fig. 1, there may be a sump 146 at each hold level, and a pump 147 in conjunction therewith for pumping in from the sea or out to it to induce longitudinal waterflow in a fore or aft direction.
• a winch-type of barge-moving system is preferred. As is shown in Fig. 23-H, a winch 148 and endless cable 149 are used with hooks 149a on the cable 149 for attachment to a tow line 149b on each barge B.
• a very important feature of the present invention is its ability to be used in both deepwater ports and in shallow-water ports.
• the process is relatively simple, because the ship can have a draft of sufficient depth to enable direct flotation loading of the upper tier of barges.
• the operation is necessarily different, because the ship cannot use its deep draft as it can in a deepwater port; hence, it is necessary to use a very novel type of operation provided by this invention using the loading passage much as a canal lock aboard the ship.
• the combination of the gates 71, 110, 111, and 130 makes possible this type of operation, and the efficiency of the operation is aided greatly by the use of charge tanks and trim tanks.
• Figs. 21 and 22 there is preferably one bottom charge tank 150 directly below the loading passage or lock 72; there are two side charge tanks 151 and 152, one on the port side and one on the starboard side on either side of the loading passage's lower portion 74; and there are two upper side charge tanks 153 and 154 above the lower tanks 151 and 152, one on the port side and one on the starboard side of the vessel 50. This is shown in Figs. 21 and 22, Fig. 21 being an exploded view thereof.
• lock trim ballast tanks 155 and 156 are also provided to control the fore-and-aft trim of the vessel 50 to compensate for lock water located at the aft end of the vessel.
• Lock-charging system (Figs. 21-24):
• the lock-charging and trimming system comprises the lock charging tanks 150, 151, 152, 153, and 154; piping and valves between the transfer passage 72; the lock trim tanks 155 and 156; the outside sea (for lock spill and make-up) and the outside weather (for venting); pumps; pump drivers; controls; and indicators.
• the lock-charging tanks 150, 151, 152, 153, and 154 are arranged in elevation so that some of the pumping energy required in transferring water between them and the loading passage or lock 72 is partly recovered, thus reducing the pumping energy required for locking the barges B up and down.
• This reduction of energy is accomplished by arranging some of the lock charge tank volume below the level of the lock 72.
• the controls sequence the filling and emptying of the lock-charge tanks so that the pumps are augmented by gravity flow during part of the lock charge and discharge cycle.
• the volume of water in the lock 72 and in the barge holds 54, 55, 57, and 58 will change as a result of loading or unloading barges B and cause a difference in level between the lock 72 and the outside sea. This difference in level is overcome by opening equalizing valves and pipes between the lock 72 and the outside sea to make-up or spill lock water as necessary.
• the longitudinal location of the lock-charging tanks 150, 151, 152, 153, and 154 is maintained at about the same longitudinal position in the ship as the lock 72 so that minimal change of trim will occur when locking barges up or down.
• Diesel engines 160 and 161 drive pumps 162 and 163.
• the pumps 162 and 163 are connected to a series of pipes and valves.
• the pipes 164 and 165 lead to the transfer passage or lock 72.
• the pipes 164 and 165 may be connected to the bottom charge tank 150 through pipes 166 and 167 and valves 168 and 169. Or, the pipes 164 and 165 may be connected by valves 170 and 171 and pipes 172 and 173 leading to the respective tanks 151 and 152.
• Pipes 174 and 175 and valves 176 and 177 connect the pipes 164 and 165 to the upper charge tanks 153 and 154.
• Pipe 178 and valves 179 and 180 lead from the lock 72 to the sea via a sea chest 181.
• Deepwater port operation For a deepwater port the flotation loading and unloading is relatively easy, and this does not change according to whether the vessel 50 was originally loaded in a shallow water port, or whether the original loading is in the deepwater port. It is normal for the loading procedures and transport procedures to differ somewhat according to the number of barges B and deck cargo 61 to be transported.
• deck cargo 61 For example, if there is to be only deck cargo 61 transported, then, of course, there is no flotation loading and unloading of barges; although it should be noted that if there are barges B already present, deck cargo 61 can be loaded and unloaded quite satisfactorily anyway. This can be done by roll-on, roll-off methods, and, of course, can also be done by cranes, if that is desired.
• the barges B are retained in place by suitable hold-down means which will retain them down even against the force of buoyancy of the water tending to lift them. This means more than a simple retention in place, since considerable force must be exerted.
• This feature is shown in each of our earlier patent numbers referred to earlier and may be applied in exactly the same way here.
• This hold-down is particularly important on the lower level since a leak Into that level endangering the safety of the ship is to some extent counteracted by the transfer of buoyancy between the barges and the ship, especially if the barges are only lightly loaded. Hold-downs are also provided on the upper level, but there a lighter force may be used since there is no reason for providing for a transfer of buoyancy on the upper level.
• the vessel 50 can accommodate not only six barges B in the lower level but eight on the upper level.
• the loading in a deepwater port may be done by ballasting the ship to the level necessary for loading the lower holds, opening the gates 71 and 130 and loading the lower barge holds 57 and 58, securing the barges B in place, loading the transfer bay 131 and securing a barge B in place there, closing the lower lock gate 130,,then increasing the ballast, flooding the upper holds 54 and 55, opening the gates 110 and 111 there, loading the upper barge holds 54 and 55 and the upper transfer bay 74, loading the lower portion 73, and then deballasting the ship for sea.
• Loading operations in case there is deck cargo 61, then proceeds according to how many barges B there are. Up to six barges B may be carried in either the upper holds 54 and 55 or in the lower holds 57,58, and extra barges B may be put into the other hold up- to the final total, depending upon how much load is on deck and how much load is in the barges.
• Lock-type loading operation In a relatively shallow port, that is where the draft does not exceed perhaps 40 feet, a different loading procedure must be employed if the upper barge holds 54 and 55 are to be loaded; because the ship 50 will not be able to be ballasted deep enough to load the upper holds directly by flotation.
• a very important feature of the present invention is its ability to accommodate this type of shallow-port loading by utilizing a lock type of operation. The steps may be as follows: 1. Fig. 23—F: The upper barge holds 54 and 55 may be flooded by their pumps to the required depth for handling barges B by flotation.
• the loading passage or lock 72 is flooded by water directly from the sea to equalize with the ship's draft, while at the same time the trim tank 155 at the bow end of the vessel is flooded to about half its depth to eliminate trim from the lock flooding.
• This tank 155 may have several compartments, if desired.
• the stern gate 71 is then opened, and the first barge B floated into the lock 72.
• Fig. 23—G The stern gate 71 is then closed and water is pumped from the sea to raise the level of water in the lock 72 up to the level of the water in the upper barge holds 54 and 55. At the same time, water is added forward in the lock trim ballast tanks 155 and 156 to maintain a zero trim.
• Fig. 23—H The barge B is shifted laterally in the lock portion 74 by the jets 105 to be in line with one of the barge holds 54 or 55, and then the lock gate 110 or 111 for that hold is opened and the barge B floated into the hold 54 or 55. This may be aided by a winch system, as used in our U. S. Patent No. 3,913,512. The first barge B thus has been lifted as in a lock and then floated into the hold. 4.
• Figs. 22--B, C, D, and E Then the stern gate 71 is opened, and the lock operation repeated to load barges B, one at a time, into the upper holds 54 and 55. Each time the operation is repeated in substantially the same manner as before except that the interchange of water is now from the charge tanks 150, 151, 152, 153, and 154 into the lock 72 and vice versa, as shown in Fig. 22, rather than in and out of the sea each time.
• water is first transferred into the lock 72 from the bottom tank 150 (A to B), then from the lower side tanks 151 and 152 (C and D), and finally from the upper side tanks 153 and 154 (E). This results in considerable economy.
• the trim ballast in the tanks 155 and 156 is also adjusted, as shown in Fig. 23 (F to I) but directly with the sea.
• Fig. 23—J The upper barge holds 54 and 55 are both loaded with their full complement of barges B (See J). Then preparations are made to load the lower barge holds 57 and 58. No barges B are yet stowed in the lock 72 at the upper level 74. At this stage, the upper barge holds are pumped dry (J); the water may be pumped directly into the lower barge hold. The forward trim tanks 155 and 156 are adjusted
• Fig. 23—K and Fig. 24—L The stern gate 71 is then closed, the level in the lock 72 is lowered (K), the lower lock gate 130 is opened, and a barge B is moved through the lock gate 130 (L) into the transfer bay 131. The lock gate 130 is then closed. The barge B is laterally shifted in the transfer bay 131 and then floated into one of the lower holds 57 or 58.
• Fig . 24- -M and N The height of the water in the lock 72 is raised to match the draft of the vessel 50; then the stem door 71 is reopened (M). The operations of Figs. 23—J, K, L, and M are repeated until the lower holds 57 and 58 are fully loaded, and one barge B secured in place in the transfer bay 131 (N).
• Fig. 24—N The lock trim ballast in tanks 155 and 156 is adjusted, the gate 130 closed, and the holds 57 and 58 pumped dry. Thus, all the holds 54, 55, 57, and 58, and the transfer bay 131 are dry by the time Fig . 24- - 0 is reached. That leaves all the hold space loaded except that in the lock 72.
• Fig. 24 With the lock gates 110, 111, and 130 all closed, the stern gate 71 is opened and a barge is floated in. The stern gate 71 is closed, and the level of water in the lock 72 is raised (by water from the charge tanks 150, 151, 152, 153, and 154, while adjusting the water level in the tanks 155 and 156 to maintain trim) to place this barge B on one of the shelves 98 or 99. Only one barge B can be stowed at the upper level 74 of the loading passage 72 in this instance, the buoyancy tanks 52 and 53 being used to adjust the list from the off-center load. The appropriate beams 102 are projected, and that barge. B secured in place.
• Fig. 24--P With the lock gates 110, 111, and 130 still closed and the stern gate 71 also, closed, the water level is lowered leaving the latest barge B on a dry shelf 98 or 99, ballast being properly adjusted by the tanks 52 and 53. Then the gate 71 may be opened, and the last barge B may be floated in at the lower level 73.
• Fig. 24—Q When the last barge is in place, it is secured, the stern door 71 is closed, all the water is pumped out of the lock 72, and the lock charge water is also pumped out of the charge tanks 150, 151, 152, 153, and 154 and from the trim ballast tanks 155 and 156, simultaneously. With the barges B properly secured with hold-down devices, the ship 50 can begin its voyage. The unloading is done similarly in substantially reverse order.
• a very heavy load module 190 may be transported by transferring it from land onto a barge 191, and then loading it onto the deck 60.
• a deepwater port is required, in order to obtain an aft draft of about 6.S feet.
• the vessel 50 is so ballasted that it is trimmed aft, with the bow 192 almost out of the water, resulting in a trim angle of 3° by the stern. This may be done by filling some of the buoyancy tanks 52 and 53 and also by filling all of the charge tanks 150, 151, 152, 153, and 154 and the lock 72, while leaving the trim tanks 155 and 156 empty.
• the stem 64 of the ship 50 may substantially match the level of the forward end of the barge 191 which can be itself slightly trimmed to equal that of the ship 50 so as to provide a smooth, continuous surface between the two.
• a roll-on, roll-off type of device 193, such as that used for transporting very heavy missiles on land can be used to load directly onto the deck 60 and to put it. at any desired location thereon.
• Fig. 26 shows an alternative system directly loading from a pier 195 by using a ramp 196 on the pier 195 and by having the deck 60 about 20 feet above its water level with a draft aft of about 58 feet, and again the bow 192 almost out of the water. This gives about a 3° trim.
• All loading on deck 60 may be roll-on and roll-off or, of course, if desired cranes may be used. Cranes involve no unusual operation, however, except that the ship 50 is capable of taking this kind of load.
• a vessel 200 for smaller barges (Figs. 27-29): For uses involving smaller barge types and somewhat shallower water, a vessel 200 like that shown in Figs. 27-29 may be preferable, as for example, in the coasting trade along the West Coast of Africa. Here the barges B' are only about 30 meters long, nearly 11 meters wide, and 5 meters deep.
• the vessel 200 has upper barge holds 201 and 202 divided by a bulkhead 203, quite similar to the holds 54 and 55 with their bulkhead 56 of the vessel 50.
• Upper lock gates 204 and 205 like the lock gates 110 and 111 may be used, and a stern gate 206 basically like the gate 71 may be used to admit barges to a loading passage or lock 207.
• the lock 207 may be quite short to match the length of shorter barges, with a lower lock gate 208 at its forward end like the gate 130. But there is not sufficient space (due to the need of the charge tanks 150 through 154 and machinery compartments 210 and 211) for the lock 207 to open directly into a transfer bay.
• Lower barge holds 212 and 213 and their separating bulkhead 214 are indeed like the holds 57 and 58 and the bulkhead 59, and a transfer bay 215 is basically similar, though shorter, than the transfer bay 131; it has jets 216 for lateral transfer. But between the transfer bay 215 and the lock 207 is an additional stowage bay 217.
• the upper barge holds 201 and 202 are loaded with barges B' as in the vessel 50, and then the lower barge holds 212 and 213, the transfer bay 215 and the stowage bay 217 are loaded. Then a barge B' is floated in and the lock 207 flooded to bring that barge B' up on a shelf 220 of the lock 207. Beams 221 like the beam 102 are provided for support. Finally, the last barge B' is floated into the lower portion of the lock 207.
• Fig. 30 shows the stern portion of a vessel 250 having three tiers of holds with three holds on each tier.
• the lowest tier 251 thus has three holds 252, 253, and 254, each of which has a lock gate 255, 256, 257.
• the outside lock gates 255 and 257 may be substantially identical to the lock gates 110 and 111 described previously, folding and fitting into respective recesses 258 and 259.
• the lock gate 256 in the center is preferably a divided gate with two portions 260 and 261 each on vertical pivots 262 and 263, which seat In respective recesses 264, and 265, one on each side of its hold 253.
• an intermediate tier 270 also has three holds, and they are vertically in line with the corresponding holds 252, 253, and 254 of the lower tier 251. Their gates may be the same as those for the lowest tier.
• the uppermost tier 271 also has three holds, and they also are vertically aligned, respectively, with those of the two lower tiers 251 and 270. The gates for the upper holds may again be the same as those for the lowest tier 251.
• the lock operations are substantially the same as that described except for the absence of lateral shifting and except for the fact that there are three tiers of holds to be loaded. All three rows may be loaded simultaneously with all the stern gates 275, 276, and 277 open at once, with the locking operation either being simultaneous for the three locks 278, 279, 280 or differing.
• one stern gate can be opened at a time, and barges to or from only one hold loaded or unloaded. This might happen in an instance where the vessel 250 is to visit several ports with the barges B loaded appropriately so that all the barges for the first port can be taken out first, and so on, whether or not other barges are to be loaded on board, in exchange.
• the invention is the same as that previously described, and the device as given as examples may be used as shown earlier.
• charge tanks and trim tanks, pumps, and so on all as before or modified for the noted differences.
• the vessel itself may be self-propelling or may not, and this structure is particularly applicable to a vessel designed for towing.
• Any form of the invention shown is capable of taking a variety of sizes of barges.
• Each particular vessel may be designed with a particular barge in mind, but that may simply be the maximum-sized barge that can be taken, or it may not even be that, depending upon the design.
• the invention is very versatile in this respect and may carry a wide variety of barges or even lighters and other containers, if that is desired.
• Other tiering systems can be used; and, of course, it will be apparent that other gate structures can be used, so long as they meet the functional requirements which have been either expressed or implied in the previous description.
• the Three-Tier Barge Carrier 300 of Figs. 33-42 Figs. 33 to 42 show another three-deck barge carrier 300 which is adapted to deal with some particular situations that will be related in this description.
• the barge carrier 300 has three tiers, 301, 302, and 303 of longitudinal barge-stowage holds.
• the lowermost tier 301 has three longitudinal holds, 304, 305, and 306;
• the intermediate tier 302 has three longitudinal holds, 307, 308, and 309;
• the upper tier 303 has three longitudinal holds, 310, 311, and 312.
• Each tier thus has a starboard hold, a port hold, and a central hold.
• an engine compartment 313 In line with the lowermost central hold 305 is an engine compartment 313 (see Fig.36), which includes the steering gear, the propelling machinery, the diesel engine, and so on. Because of this structure, it is of course not practical to have a central stern gate. In the carrier 300, therefore, there are two stem gates, as shown in Figs. 36 and 39; a starboard stern gate 315, and a port stern gate 316.
• the starboard stern gate 315 leads into a barge lock 317, closed at the other end by three pairs of lock gates; lowermost lock gates 318 leading into the lowermost starboard hold 304, intermediate lock gates 319 leading into the intermediate starboard hold 307, and uppermost lock gates 320 leading into the uppermost starboard hold 310.
• the port stern gate 316 leads directly into a barge stowage area 321 which is in line with the lowermost port hold 306 and is separated from it by a watertight door arrangement 322.
• the lock gates 318, 319, and 320 and the watertight door 322 may all be as shown in earlier Figs. 17 or 20.
• the port stern gate 316 is used only for loading the port and central holds 305 and 306 of the lowermost tier 301.
• a longitudinal bulkhead 323 divides the central hold 305 from the starboard hold 304, a bulkhead 324 divides most of the central hold 305 from the port hold 306, while a strengthened archway 325 in line with the bulkhead 324 provides beneath it a passageway 326 connecting these two holds 305 and 306.
• the transfer may be made with the aid of water jets, as described previously, or with winches, and winches may be employed to aid in loading all of the lowermost holds 304, 305, and 306 with barges.
• the central and port holds 305 and 306 are loaded through the stern gate 316, the door 322, and the passageway 326. So far as the lowermost tier 301 is concerned, the starboard stern gate 315 is used to load only the starboard hold 304. Normally, the lowermost tier 301 is the first tier to be loaded and the last to be unloaded.
• the intermediate tier 302 and the upper tier 303 are loaded solely through the starboard stern gate 315 with the aid of the barge lock 317.
• the port stern gate 316 is used only for loading the holds 305 and 306 of the lowermost tier 301.
• the barge lock 317 is operated basically as has been described in connection with Figs. 3 and 21-24.
• the barges are loaded aboard one at a time and either stowed in the starboard hold 307 or transferred to one of the other two holds 308 and 309 and stowed there.
• supplemental hold 340 stows one barge of the large size for which this vessel 300 is primarily designed.
• the uppermost tier 303 (see Fig.34) is open to the sky; in other words, the holds 310, 311, and 312 have no deck covering them and are open to the sky. This has some advantages, as will be shown later.
• the lock gate 320 is used to move barges into the starboard hold 310, and there may be a short longitudinal bulkhead 345 separating a portion of the hold 310 from the center hold 311; there may also be a short longitudinal bulkhead 346 separating the hold 311 from the port hold 312.
• the port hold 312 extends full length and must be loaded before the completion of loading of the center hold 311, the loading of which is completed before the starboard hold 310 is fully loaded.
• a supplemental center hold 350 which is loaded directly from the barge lock 317, preferably after the holds 310, 311 and 312 have been fully loaded.
• a barge may be loaded into the barge lock 317 on the lowermost level and retained there. Hold-down devices are used on the barges on at least the lowest level.
• the operation of the lock 317 and of the various buoyancy tanks is the same as already has been described. There are several advantages, however, in this special structure.
• One is that one may use a small electrically powered lock-tug 351 (see Fig. 41) inside the vessel 300 to place the barges in position. (Alternatively, winches may be used and water flow may be used in addition or separately as already described.)
• the lock-tug 351, shown in Fig. 41 which can be quite small, is built so that it can either push, pull, or attach to the side of a barge to move it.
• the tug 351 may be attached to the barge and the tug may move it fore or aft, depending on what is desired, for a sufficient distance to enable the tug 351 to get into position to push or pull the barge into its desired stowage position.
• This little tug 351 is used solely inside the vessel 300 and when not in use, may be lifted by a crane 360 and stored on a deck 361.
• Fig. 37 Use of the tugboat 351 is illustrated in Fig. 37, where its use with one barge 2B4 on the intermediate tier 302 is shown.
• the barge 2B4 Is floated into the lock 317, in position a.
• the gate 315 is closed, and water is sent into the lock to raise the barge up to the level of the intermediate tier 302.
• the gate 319 is opened, and the tugboat 351 is connected to the barge by ropes and tows the barge into the hold 307 to position b.
• the tugboat 351 is then loosed from the barge, and the barge is shifted laterally to position c in the central hold 308, as by water jets.
• the tugboat 351 is then attached (see Fig.42) as by ropes 352 and 353 secured to its cruciform bitts 354 and 355 to cleats or kevels 356 and 357 along the deck of the barge, and the barge is moved far enough forward to enable the tugboat 351 to get in behind the barge and push it forward to the position d.
• the barge is laterally shifted, as by water jets or otherwise, to position e in the hold 309.
• the tugboat 351 is connected by ropes to the kevels or cleats on the barge and the barge is moved forward sufficiently to enable the tugboat 351 to gat in front of it and push it aft to position f.
• a final lateral shift moves the barge 2B4 into the final stowed position g in the supplementary central hold 350.
• the barges shown in positions in Figs 34, 35, and 36 have been numbered to reflect their final position.
• the barge positions in the uppermost port hold 312 are numbered, from fore to aft, as 1C1, 1C2, 1C3, and 1C4; those in the uppermost central hold 311 are numbered 1B1, 1B2, and 1B3, with the barge in the supplementary central hold 350 numbered 1B4.
• the barges in the uppermost starboard hold are numbered 1A1, 1A2, and 1A3.
• the barges in the intermediate tier 302 are numbered: 2C1, 2C2, 2C3, 2C4 in the port hold 309; 2B1, 2B2, 2B3 in the central hold 308; the barge 2B4 is in the supplementary central hold 340; and the barges 2A1, 2A2, and 2A3 are in the starboard hold.
• barges 3C1, 3C2, and 3C3 are stored in the port hold 306, and the barge 3C4 is in the stowage area 321; the barges 3B1, 3B2, and 3B3, are in the central hold 305; the barges 3A1, 3A2, and 3A3 are in starboard hold 304; and the barge 3A4 is stored in the lock 317.
• barge-carrier 300 Another advantage of the barge-carrier 300 is that on top tier 303, very heavily loaded barges with large size loads may be stored, as shown in Fig. 33. These loads may be far too large to fit into lowermost or intermediate holds, but since the top holds are open to the sky, there is plenty of room there. Note the tanks 362 and 363 shown in Fig. 33. Limitation is determined solely by the amount of clearance provided by the starboard stern gate 315. Since the barges are floated in down near the lowest level, the clearance may be made quite large. Beyond that, the lock 317 also is open to the sky; so once the barge is in the lock 317, the height of its load is no longer a factor.
• the top tier 303 may be loaded by cranes (such as the crane 360) or rollon equipment with ordinary loads or with container loads, when there are no barges to stow there or even if there are some stowed there, so long as space is available.
• cranes such as the crane 360
• rollon equipment with ordinary loads or with container loads, when there are no barges to stow there or even if there are some stowed there, so long as space is available.
• a non-self-propelled vessel 400 (Figs. 43 to 47)
• the invention is not limited to self-propelled vehicles.
• a vessel 400 shown in Figs. 43 to 47, has no engine and no propelling mechanism. Instead it is intended to be pulled or pushed by an ocean-going tugboat 401.
• its stern 402 is provided with a keyway 403 into which the prow or bow 404 of a tugboat 401 can fit for engagement into the vessel 400.
• the vessel 400 is generally like the vessel 300 so far as this invention is concerned, but there are some differences, one of them being that it can accomodate one more barge 3B4 on its lowermost tier 405 of holds 406, 407, and 408, as shown in Fig. 46.
• the barge 3B4 is loaded via a stem gate 410 (corresponding to the stern gate 316 of the vessel 300), a barge stowage area 411 (corresponding to the area 321), a watertight door 412 (corresponding to the watertight door 322), the hold 408, a passageway 413, and the hold 407, which is extended rearwardly to provide a space 414 for the barge 3B4.
• the vessel 400 has an intermediate tier 415 of holds 416, 417, and 418, like the tier 302 except that the central hold 417 extends full length, and the loading of the barge 2B4 nearest the stern 410 is therefore more direct.
• a starboard stern gate 420, a lock 421, and lock gates 422, 423, and 424 are like their counterparts in the vessel 300.
• the uppermost tier 425 of holds 426, 427 and 428 is generally like the tier 303 except that the central hold 427 extends full length.
• the rearmost central barge 1B4 may be placed in its space either laterally or via the lock 424, as may the barge 1A4 beside it.
• a bow-loading vessel 450 (Figs. 48-50) The loading and unloading need not be done at the stern, although that will often be preferred.
• the invention may use a vessel 450 having a visor type bow gate 451 leading into a lock 452, from which a lock gate 455 leads into an intermediate central hold 456. Similar arrangements lead into the uppermost hold, but the gate there is not specifically illustrated, being like the gates 453 and 455,
• the lower gate 451 may, if desired, be backed up by a collision bulkhead like those shown in our U.S. Patent No. 4,135,468.
• the central hold 456 on the intermediate level may be separated from a port hold 457 and a starboard hold 458 by respective stanchion bulkheads 459 and 460.
• the bulkheads 459 and 460 do not need to be watertight and therefore may be made, as shown better in Fig. 51, of a series of separated H-beams 461, which may, if desired be connected together by longitudinal aligning members. Watertightness is never required of the longitudinal bulkheads.
• the central hold 454 in the lowermost level may be separated from a port hold 465 and a starboard hold 466 by stanchion bulkheads, or, as shown, by respective plated bulkheads 467 and 468.
• Fig. 52 these may comprise a pair of plates 469 and 470 secured to stanchion beams 461 and with longitudinal strengtheners 471.
• Arches 472, 473, 474, and 475 may be strategically located in place of bulkheads at certain places to enable transfer between the central holds 454 and 456 and their respective holds 465, 466, 457, and 458.
• the barge loading operation is basically as described before, except for use of the bow end, the lock 452 being used in the same basic way as the locks previously described.
• the uppermost tier of holds 476 may be open, as before.

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• 1980
  • 1980-03-06 WO PCT/US1980/000239 patent/WO1980002015A1/en not_active Application Discontinuation
  • 1980-03-06 JP JP50088980A patent/JPS56500368A/ja active Pending
  • 1980-10-08 EP EP19800900582 patent/EP0025793A4/de not_active Withdrawn

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