IE42736B1 - Improvements in or relating to a water borne vessel - Google Patents

Description

This invention relates to a water borne vessel for transport of floating buoyant barges and other buoyant containers.

It has been previously proposed to provide a vessel 5 in which barges or other types of buoyant containers are partially supported in the vessel by their own buoyancy and wherein they are loaded in to and out from the vessel while floating in the sea. The present invention may be considered an improvement of such a vessel. Such a vessel is described in U.S. Patent Specification 3,913,512.

It is envisaged that the present invention will be of especial value in connection with the use of barges such as those used in the Lykes' SEABEE barge container cargo programme. In some forms a vessel in accordance with the invention will accommodate the SEABEE type of barge as substantially the only type of barge, while iiother forms it will accommodate other types of barges and some forms of a vessel in accordance with the invention provide for mixed cargoes in which some of the barges are one kind of barge and others are a different kind of barge. in U.S. Patent Specification 3,913,512 the illustrations and the descriptions relate to the use of LASH type of containerized cargo lighters or units, and these units are relatively small and are provided with specially rein25 forced supports and lifting points so that they can be secured by projections in the submerged cargo-supporting - 3 structure of the vessel which engaged sockets provided as standard practice in those LASH lighters; and the LASH lighters are held in place in the vessel by hydraulically actuated spuds having sockets which engage projections extending up from each of the four corners of the LASH lighter.

The present invention seeks to provide a vessel which can accommodate much largerbarges where the fourpoint LASH support system is inadequate.

U.S. Patent Specification 3,913,512 also illustrated a system in which the LASH lighters were placed in the hold athwart-ships sideways rather than fore and aft.

This was quite practical with those relatively small containers, but it is impractical when the barges are long, because it would require an excessive beam width for the transporting vessel.

According to this invention there is provided a waterborne vessel for transport of buoyant barges, wherein said barges can be partially supported in the vessel by their own buoyancy, including in combination: a hull having a bottom shell with rigid barge-supporting and hull-reinforcing structures, a bow, a stern, and side walls providing a series of buoyancy compartments, and a hollow enclosed interior including at least one cargo hold, said hull having a conduit communicating with said hold for passage of water therethrough into and out from said hold, means for introducing water to and expelling water from said buoyancy compartments to adjust the draft, trim,and list of said vessel, a gate in said hull for opening to enable flotation loading and unloading of said barges and for closing during transportation thereof, - 4 and a series of locking spuds for releasably locking barges in place in said hold against movement relative to said hull during a voyage of said vessel, with the bottom of the or each said barge engaging said barge supporting structure, at least some of said spuds having bargeengaging means including a portion having an L-section for engaging an upper side edge of said barge.

Preferably the spuds and barge supporting structure are so located that when the hold is flooded, the water in the flooded hold enables the buoyancy of a barge or barges locked in place by said spuds to support the vessel, at least in part.

In a preferred embodiment of the present invention the problem of excessive beam width is solved by providing a structure in which the hold j.s divided into two longitudinally extending parts by a centreline bulkhead or partition, and the barges or other containers are preferably loaded into the two hold sections in a fore-and-aft orientation i.e. with the axes of the barges parallel to the axis of the vessel. This hold structure enables a large number of such barges to be carried and accommodated.

Another embodiment of the invention comprises a Coaster11 type of vessel in which a still different type of barge is used, termed a Coaster barge” namely, a barge carrying a cargo on its deck which requires that the transporting vessel be covered to protect exposed deck cargo on the barges. The vessel accommodates the Coaster barges in a similar manner, using spuds having an Lsectioned beam like those for the SEABEE type of barges, located at suitable positions.

Yet another embodiment of the invention enables mixed loading of SEABEE barges and LASH barges or other types of barges by providing a structure in -which two kinds of spuds are used, some being used to provide a fourcorner locking of LASH containers and others being used to provide a locking contact for the large barges distributed over long edge contact areas.

As mentioned above, -the hold is preferably divided into two side-by-side longitudinally-adjacent portions by a centreline partition or bulkhead so that the barges may be loaded fore and aft. The spuds are located according to the sizes of the barges being used, and one embodiment of the invention provides both spuds having the L-sectioned beam and spuds like those shown and described in U.S. Specification 3,913,512.

In order that the invention may be more readily understood and so that further features thereof may be appreciated the invention will now be described by way of example with reference to the accompanying drawings, in whichsFIGURE 1 is a diagrammatic view in side elevation of a vessel in accordance with the present invention, some portions of the hull being broken away to show the interior, and gates being shown at each end with broken lines indicating their raised position for loading or unloading the vessel, FIGURE 2 is a top plan view of the vessel of Figure 1 with some of the deck broken away to show two of the barges in place in the hold, FIGURE 3 is an enlarged view in section taken along line 3—3 of Figure 2, showing barges in place in the hull 37 3 6 with water therein, FIGURE 4 is a further enlarged view of a portion of Figure 3 showing engagement of a central holding means and parts of two barges, FIGURE 5 is a diagrammatic view in side elevation and in section of a modified form of vessel in accordance with the invention, FIGURE 6 is a top plan view of the vessel of Figure 5 with the deck broken away to show two rows of barges in the parallel longitudinal holds thereof, FIGURE 7 is an enlarged view in section taken along line 7—7 of Figure 6 and showing a deck, FIGURE 8 is a diagrammatic view in side elevation and in section of a further embodiment of a vessel in accordance with the present invention, a bow gate being shown with broken lines indicating its raised position for loading and unloading the vessel, FIGURE 9 is a top plan view of the vessel of Figure 8 with a portion of the deck broken away to show LASH lighters in the port and starboard holds, and FIGURE 10 is an enlarged view in section taken along line 10—10 of Figure 9.

Figures 1 to 4 of the accompanying drawings show a vessel 10 which is suitable for transporting large containerized barges of such type as the Lykes' SEABEE. The vessel 10 is provided with a hull 11 having a bottom 12 and a series of spaced apart transverse submarine-supporting structures 13. A transverse threshold or sill structure 14 is provided at the bow. Spaced apart supporting platforms 15 are provided to support most of the bottom sur42736 - 7 face of the barges in position within the hull 11. The vessel 10 is shown as having a bow gate 16, shown in its closed position in solid lines and in its raised position for loading (or unloading) in broken lines. The vessel 10 may also have a stern gate 17 (which is likewise shown in broken lines in its loading and unloading position). If desired, only one of these gates 16, 17 may be present, and when that is done it is usually preferably the bow gate 16, but it could be the stern gate 17.

The vessel hull 11 has outer side walls 20 which provide, in combination with inner side walls 21, a series of buoyancy chambers 22. These chambers 22 are provided with conventional means for admitting air under pressure to regulate the amount of sea water therein, although, alternatively, the conventional means may be replaced by hydraulic pumps. Thus means are provided for ready adjustment of the vessel's draft, trim, and list. This feature is particularly important in a vessel of this kind where it may be desirable to unload and load the vessel 10 at a lower draft than the normal cargo-carrying displacement.

The vessel 10, as shown in Figures 1 to 4, is adapted to accommodate two adjacent rows of long, rectangular and generally flat bottomed barges 25 of a type such as the Lykes1 SEABEE barge. These barges are over ninety feet in length with a beam of about thirty-five feet, which means that they are larger than many, other corresponding types of barge. . They have decks 26 upon which a cargo 27 may be supported, or the cargo may be supported inside the barge 25, or it may be supported partly within and partly above the barge 25 on its deck 26.

The vessel 10 is provided with a central longitudinal - 8 43736 bulkhead 31 extending generally from the stern to the bow so that the vessel 10 is, in effect, provided with two holds 32 and 33, each hold being sized to accommodate a series of loaded barges 25 in tandem. Ample platform area is provided to support these barges and distribute the loading thereof.

In combination with the supporting structure 13 and threshold structure 14, the vessel 10 is provided with a series of spaced apart barge-clamping spuds generally of two types: side wall spuds 34 and central bulkhead spuds . The spuds 34 and 35 function to hold the barges 25 in place against the platform 15. As best shown in Figures 1 and 2, the spuds 34 and 35 are provided with L-sectioned longitudinally extending clamping members 36 and T-section15 ed members 37, respectively. The T-sectioned members can be considered to be two L-sectioned members which are backto-back. The L-sectioned clamps 36 and T-sectioned clamps 37 are sized to engage an upper edge portion 38 of each barge side wall to provide a firm locking action and to distribute substantially evenly the pressures and forces which may be induced on the barges in the vessel 10 during its operations. The spuds 34 and 35 may be provided in any desired number, but four or six per barge is usually sufficient. The side wall spuds 34 are secured to each side of the hull 11 so that each engages only one barge 25 while the central spuds 35 which are secured to the central bulkhead 31 may each lock barges 25 on both sides thereof. Each spud typically consists of a controlled hydraulic piston and cylinder device in which either the cylinder part or the piston part is stationary while the other part is movable. In Figure 3 the cylinders 39 are shown as stationary, and the pistons which are mounted on piston 2 7 3 6 rods 40 are shown as extensible and retractable in accordance with actuation of the hydraulic mechanism. The clamps 36 and 37 are mounted at the ends of the piston rods 40. Each clamp 36 may be an L-shaped beam and each clamp 37 may be a T-shaped beam which engages a substantial area of the top and side faces along a portion of one of the edges 38 of barges 25. The centreline bulkhead spuds 35 may carry a T-sectioned clamp 37 which can engage barges on either side of the bulkhead while the side wall spuds 34 carry a clamp 36 which can only engage a single barge.

It will be noted that the spuds are preferably not located at the corners of the barges 25 but are spaced inwardly therefrom at a distance of about one-fourth the length of the barges 25.

A vessel 50, in the form of a Coaster shown in Figures 5, 6 and 7, is generally similar to the vessel 10 shown in Figures 1 to 4 but may be somewhat smaller. Its hull 51 is divided by a centreline longitudinal bulkhead 54 into two side-by-side holds 52 and 53, each suitable for accommodating three barges 55 in tandem. The barges 55 shown have no holds and support their cargo entirely on their decks, as best shown in Figure 7. Spuds 56 and 57, similar to those previously described, are used to secure these flat barges 55 within each hold, and since the cargoes are lashed or locked to the barges 55, the cargoes, too, are held in place.

The vessel illustrated in Figures 8 and 10 are very similar to the vessels previously described herein. This vessel 100 has a hull 101 divided into two adjacent holds 102 and 103 by a longitudinal bulkhead 104. LASH type lighters 105 are loaded in tandem (i.e. end-to-end) into each hold and are positioned on supportinfe structures 106. - 10 As shown in Figure 10, two types of locking spuds are utilised in the holds 102 and 103. Outer npucbi 110 are secured to the hull 101 whereas central spuds 111 are mounted to the longitudinal bulkhead 104. The outer spuds 110 are each able to lock down two adjacent corners of two barges whereas the central spuds 111 are able to lock down four corners of four adjacent barges. The spuds 11Ο and 111 (and the supporting structure 106 of the hull 101) are designed for LASH type barges 105 and may be provided with suitable socket-engaging (and projection) members for engaging sockets provided in and thus holding the LASH barges 105 in place.

In the vessel illustrated in Figures 8 to 10, the preferred mode of operation is to load the barges into one hold and then load further barges into the other hold and then to adjust the trim by utilizing the buoyancy chambers in side walls of hull 101. Another suitable mode of operation would be to load the holds simultaneously with barges, if preferred.

It is to be understood that the vessels constituting the above described three embodiments of the present invention employ the same buoyancy transfer principle which will now be explained. During loading operation the vessel's buoyancy tanks in the side walls of the hull are ballasted with sea water which lowers the vessel in the water. The hold is flooded and barges are then floated into the hold of the vessel over its submerged barge supporting structure in a train or tandem series by the action of a winching system which may be in the hull of the vessel. In a vessel having only one loading gate, it is used for passage both in and out. Tugboats may be used in addition to, or in lieu of, the winching system to push and pull the trains - 11 or series of the barges in and out of the holds. Normally, due to various degrees of loading and various cargo densities, the barges will not all float at the same level.

Thus, the vessel will be ballasted to admit a barge having the greatestdraft.

When all the barges have been brought inside the holds of the vessel, they are roughly positioned with respect thereto. The buoyancy tanks in the side wall of the hull may then be deballasted by pumps to lighten the vessel so as to cause the heaviest laden of the barges to rest on the supporting platform of the hull structure.

The barges are aligned during deballasting so that they will eventually rest at appropriate positions on the supporting structure of the hull which is positioned to distribute the weight of the barges and lighters to the vessel.

With the barges in position, the hydraulic spuds are then extended to lock the barges securely within the holds. When the barges are all engaged and pushed down to their lowermost position, they are secured for the voyage and they are held at the same level in the holds.

The vessel is then deballasted to a predetermined level so that it is supported partly by its own buoyancy and partly by the buoyancy of the barges in its holds.

The waterline of the vessel can be adjusted by controlling the ballasting to cause the buoyancy of the barges to help buoy up the vessel as well as help carry the load in the ocean.

In each embodiment of the invention the hull of the vessel is provided with conduit means; such as connecting tubes 130, communicating between said hold and the ocean - 12 for passage of water therethrough into and out of said hold. When the hold is flooded the supporting structure is submerged. Under some voyage conditions of severe pitching and motion of the vessel, the flood waters in the hold may create pressures on the barges and containers Which can be minimized by the inclusion of a series of transverse perforate swash bulkheads 125. These bulkheads are suitably placed between the submarine super-structure of the vessel and serve to impede the flow of flood waters from, e.g. the bow to the stern as the vessel pitches during the voyage.

Reference is made to Patent Specification No. 42735 from which the present application is divided and which relates primarily to a vessel having a longitu15 dinal centre bulkhead.

Claims (6)

1. Λ water borne vessel for transport of buoyant barges, wherein said barges can be partially supported in the vessel by their own buoyancy, including in combination; a hull having a bottom shell with rigid barge-support ing and hull-reinforcing structures, a bow, a stern, and side walls providing a series of buoyancy compartments, and a hollow enclosed interior including at least one cargo hold, said hull having a conduit communicating with said hold for passage of water therethrough into and out from said hold, means for introducing water into and expelling water from said buoyancy compartments to adjust the draft, trim, and list of said vessel, a gate in said hull for opening to enable flotation loading and unloading of said barges and for closing during transportation thereof, and a series of locking spuds for releasably locking barges in place in said hold against movement relative to said hull during a voyage of said vessel, with the bottom of the or each said barge engaging said barge-supporting structure, at least some of said spuds having bargeengaging means including a portion having an L-section for engaging an upper side edge of said barge.

2. A vessel according to Claim 1, wherein the spuds and barge-supporting structure are located so that when the hold is flooded, the water in the flooded hold enables the buoyancy of a barge or barges locked in place by said spuds to support the vessel, at least in part.

3. A vessel according to Claim 1 or Claim 2 when said cargo hold is divided into adjacent hold sections by a longitudinal bulkhead or partition.

4. A vessel according to Claim 3 when said bulkhead - 14 is a centreline bulkhead.

5. A vessel according to Claim 3 or Claim 4 wherein at least some of the L-sectioned portions of the barge engaging means constituting the spuds on the said bulkhead 5 have an additional portion so that the beams are substantially T sectioned.

6. A vessel according to any one of the preceding claims wherein additional locking spuds of a different type are provided.