WO1983001426A1 - Bateau de transport de peniche, a etage multiple, a une seule coque pour le chargement flottant, le stockage flottant et le dechargement flottant de tres grandes peniches fluviales - Google Patents

Bateau de transport de peniche, a etage multiple, a une seule coque pour le chargement flottant, le stockage flottant et le dechargement flottant de tres grandes peniches fluviales Download PDF

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Publication number
WO1983001426A1
WO1983001426A1 PCT/US1982/001483 US8201483W WO8301426A1 WO 1983001426 A1 WO1983001426 A1 WO 1983001426A1 US 8201483 W US8201483 W US 8201483W WO 8301426 A1 WO8301426 A1 WO 8301426A1
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WIPO (PCT)
Prior art keywords
lock
vessel
holds
loading
gate
Prior art date
Application number
PCT/US1982/001483
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English (en)
Inventor
William Everett Kirby
David Jackson Seymour
Original Assignee
William Everett Kirby
David Jackson Seymour
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Filing date
Publication date
Application filed by William Everett Kirby, David Jackson Seymour filed Critical William Everett Kirby
Publication of WO1983001426A1 publication Critical patent/WO1983001426A1/fr

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    • 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
    • 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

Definitions

  • the present invention relates to the problem of how to provide for flotation loading and unloading of large riverine barges into and out from a series of different levels within the same ship and how to do so in a simple and economical manner.
  • an Object of the present invention to provide an efficient and simple system for loading barges into several tiers of holds in an ocean-going vessel even when the vessel is in a port restricting it to a relatively shallow draft.
  • this object is attained by providing the barge-transporting vessel with an internal lock system somewhat analogous to canal locks. With such a vessel, it is also important to be able to minimize the total amount of water to be pumped in and out of the locks and holds and to keep the vessel properly stable and trimmed at all times.
  • another object of the invention is to solve these problems as well, in a ship able to accept several tiers of barges by flotation loading and unloading.
  • the invention comprises a barge-carrying water- borne vessel having a hull with rigid supporting and hull reinforcing structure, a bow, a stern, and sidewalls pro viding a series of buoyancy compartments, including some special buoyancy compartments.
  • the hull's hollow interior defines a series of tiers of barge holds, each extending most of the length of the vessel. There may be several such holds at each level.
  • Flooding means enable placing water into each hold.
  • a pair of bow gates are provided, one opening to each side to provide a frontal opening for flotation loading and unloading of barges.
  • Aft of the bow gates are two special watertight gates or forward lock gates, one on each side, that also serve as part of the ship's collision bulkhead. Each of these can be swung upwardly to provide openings for flotation loading and unloading of the large barges. Aft of these gates and between them and the actual holds are twin deep loading passages or locks. At the aft end of each lock are watertight gates for each tier of holds.
  • the hull interior is divided longitudinally by a centerline longitudinal bulkhead extending between respective tiers of holds and between the two locks, between the two special gates, and between the two bow gates. Each tier of holds except the bottom- most preferably has a plurality of holds on each side of the longitudinal bulkhead.
  • Each hold preferably has barge-retention devices for holding each barge down against the bottom of the hold to prevent movement of the barges during the ocean voyage.
  • these devices are made much stronger, so as to enable exchange of buoyancy between the vessel and each barge in the lower holds in the event of damage to the vessel's hull which results in flooding of the lower holds. This is an important factor for ship safety.
  • the vessel is provided with bargemoving means in its hollow interior. This may comprise a plurality of flow-creating 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 opposite direction during flotation unloading. Alternatively, a cable and winch system like that of U.S.
  • Patents Nos. 3,913,512 and 3,978,806 may be used. There may be three, four or five tiers of barge holds. There may be a plurality of holds (preferably four) on each tier except the bottommost tier; preferably these are separated from each other on each level by longitudinal bulkheads, and in one form of the invention there are bulkhead openings between the inboard and outboard hold on each side of center for lateral transfer of barges. In another form of the invention, the outboard holds are loaded separately by means of gates and locks at the stern end of the vessel; in this form of the invention there is preferably no lateral movement of barges within the vessel.
  • Hold flooding and draining means supply water to and remove it from each hold, as needed, when the respective aft lock gates are closed, for enabling flotation stowage of barges into desired positions in each hold.
  • lock supply and depletion means supply water to and remove it from each lock, separately, when all the lock gates are closed.
  • a water-circulation system is provided for filling or discharging water from the special buoyancy heel-and-trim tanks, in order to balance weight during operation of the internal lock system.
  • each forward lock gate includes a stationary frame defining the gate opening, rectangular and smaller than the forward lock gate.
  • This frame has a front face with gaskets thereon at the top, bottom, and each side, for leak-tight engagement with the forward lock gate.
  • the frame also has a series of discrete wedges forward of the frame face and surrounding the gate opening; within the boundaries of these wedges lie the forward lock gate.
  • the forward lock gate is rectangular and has an aft face which upon closure engages the gaskets on the face of the gate frame, and it also has a series of wedge-engaging members thereon for mating with and closing snugly against all of the wedges of the gate frame.
  • the gate has retracting means for retracting these wedge-engaging members into marginal portions of the gate, so that the gate can be swung open.
  • hydraulically actuated dogging means on the forward lock gate enable the gate's wedge-engaging members to be forced against the wedges of the frame when the forward lock gate is closed, thereby forcing the aft face of the gate against the gaskets in a watertight sealable closure.
  • This closure can withstand large hydraulic pressures exerted against either side of the forward lock gate.
  • This dogging means and the wedge-engaging members include a gang bar actuator for each of the four edges of the gate, a series of dogs actuated by each gang bar, and a series of wedge bars, one for each dog.
  • the bow has a deck level or flat leading from each bow gate to the forward lock gate.
  • This flat is generally on the same level as the bottom edge of the gate opening, and it has a well adjacent to the gate frame enabling the forward lock gate to extend below that bottom edge and also to accommodate the wedges at the bottom. The well can be eliminated if the flat is at a level slightly lower than the bottom of the gate opening.
  • the flat is preferably at about the level of the tier directly above the bottommost tier, an appropriate level for flotation loading.
  • the bottommost tier and the bottom of the locks lie below the level of the bow flat.
  • a barge hold extends outboard of and parallel to each lock for substantially the full length thereof, and at each tier except the bottommost, being separated from the locks by watertight bulkheads.
  • stern gates there are two such gates, and they are preferably employed to load the two outboard holds of each tier, with the aid of locks, one for each side of the vessel.
  • These gates may be of the type shown in our co-pending patent application Serial No. 105,414, filed December 19, 1979.
  • the vessel of the invention also may include a series of depth gauges at port and starboard of the ship, and connected equipment for constant monitoring of trim, heel, and draft and shifting of ballast water to make corrections as needed.
  • Pumps serving this system can be in constant operation during flotation loading and unloading, with automatic controlled valves opening and closing to direct the flow of water as required for trim, heel, and draft control, as well as hog and sag control during loading.
  • a computer may be employed for monitoring theseconditions and responding by sending the appropriate signals. In this way the ship's attitude can be controlled to within very close tolerances.
  • the same computer system may also be used for data recording, automatically taking a number or identifica tion code from the side of each barge, preferably by optical sensing means.
  • a closed-circuit television system with cameras located in the loading passages, the locks, the holds, etc. to monitor the locks, the hold flooding, and the position of the gates and the gate latches, etc. All this may be monitored by a person in a central location, giving him a visual check on the physical movement of the barges, the barge identities and the conditions under which the barges are being loaded, locked, and stowed.
  • Fig. 1 is a schematic view in side elevation and partly in section of a vessel embodying the principles of the invention, showing a load of barges carried in five tiers of holds.
  • Fig. 2 is a top plan view of the uppermost (main) deck or tier of barge holds of the vessel of Fig. 1, as viewed along the line 2-2 of Fig. 1.
  • Fig. 3 is a view in horizontal section taken along the line 3-3 in Fig. 1, showing the second deck or tier of barge holds immediately below the top tier (main deck) of Fig. 2.
  • Fig. 4 is a similar view taken along the line 4-4 in Fig. 1 showing the third tier down (third deck), which is substantially identical to the fourth deck or tier.
  • Fig. 5 is a similar view taken along the line 5-5 in Fig. 1 showing the bottommost tier, which is the fifth or tank top deck.
  • Fig. 6 is an enlarged fragmentary view in section of the vessel, as viewed along the line 6-6 in Fig. 4, showing barges in holds of the third or fourth tier or deck. Structural members above and below those holds are omitted from this view. Some barges are bulk loaded while others are container-loaded.
  • Fig. 7 is an enlarged fragmentary view in section of the vessel, taken along the line 7-7 in Fig. 3.
  • Fig. 8 is an enlarged fragmentary view in section of the vessel taken along the line 8-8 in Fig. 3.
  • Fig. 9 is an enlarged fragmentary view in side elevation and partly in section of one of the forward lock gates in its closed position.
  • Fig. 10 is an enlarged view in front elevation of the gate of Fig. 9, taken along the line 10-10 in Fig. 9.
  • Fig. 11 is a diagrammatic perspective view of the vessel of Fig. 1 showing the two locks located forward and the aft heel-and-trim tanks which are used in cooperation with each other.
  • Fig. 12 is a diagram of the barge lock pump and piping system.
  • Fig. 13 is a piping diagram for the heel and trim system.
  • Fig. 14 is a diagrammatic view in elevation of the vessel showing one flooding stage thereof.
  • Fig. 15 is a view in section taken along the line 15-15 in Fig. 14.
  • Fig. 16 is a view in section taken along the line 16-16 in Fig. 14.
  • Fig. 17 is a schematic view in side elevation and partly in section of a modified form of vessel also embodying the principles of the invention, showing one barge in one of the forward locks.
  • Fig. 18 is a plan view of the uppermost deck or tier of barge holds of the vessel of Fig. 17.
  • Fig. 19 is a view in horizontal section taken along the line 19-19 in Fig. 17, showing the second deck or tier of barge holds of the ship of Fig. 17, which is substantially identical to the third deck or tier.
  • Fig. 20 is a view in horizontal section taken along the line 20-20 in Fig. 17, showing the fourth and lowest deck or tier of barge holds of the ship of Fig. 17.
  • Fig. 21 is a view in horizontal section taken along the line 21-21 in Fig. 17, showing the inner bottom level of the vessel, below the fourth deck.
  • Fig. 22 is an enlarged transverse view in section taken along the line 22-22 in Fig. 17 or Fig. 20.
  • Fig. 23 is a perspective view of this second form of vessel which is capable of loading barges through both bow and stem ends.
  • Fig. 24 is a partial perspective view showing the stern end of the vessel.
  • the vessel shown generally in Figs. 1-6 Figs. 1-6 show a vessel 20 having a single hull or mono-hull 21 with sidewalls 22 and 23 comprising a series of port and starboard buoyancy tanks 24 and 25. There also is a series of bottom buoyancy tanks 26 and 27.
  • the vessel 20 has a series of tiers of barge holds. For example, there may be five such tiers 31, 32, 33, 34, and 35.
  • each tier except the lowest tier 35 there are four holds A, B, C, and D with the two inboard holds B and C separated from each other by a watertight, longitudinal centerline bulkhead 40 which longitudinally bisects substantially the entire vessel.
  • the lowest tier 35 has only two barge holds B and C, separated by the watertight, longitudinal centerline bulkhead 40.
  • the upper deck or tier 31 need not be covered on top, as shown in Figs. 1 and 2.
  • the vessel 20 is provided with two engine compartments 41 and 42, (Figs. 4 and 5), the engines driving two propellers 43, one on each side (see Fig. 1).
  • the bow gates 45 and 46, the collision bulkhead 50, and the locks 55 and 56 are provided at and as part of the bow.
  • Each gate 45, 46 lies on each side of the longitudinal centerline bulkhead 40 and opens outboard to their respective sides, providing passages 47 and 48 each having a bottom or flat 49.
  • Aft of these bow gates 45 and 46 is a collision bulkhead 50.
  • On opposite sides of the bulkhead 40 the collision bulkhead 50 is provided with a forward gate por tion 51, 52 that is hinged at its upper end 53.
  • Each of thes forward gates 51 and 52 leads into a separate loading passage or lock 55 or 56 at the water level between the tier 33 and the next-to-lowest tier 34 of barge holds, and the flat 49 extends into these locks.
  • the aft end of each lock 55 and 56 has a gate at each tier level.
  • Each loading passage or lock 55, 56 has a bottom deck 67 and vertical sidewalls 68 and 69, one of which, in each lock, is formed by the longitudinal bulkhead 40.
  • Each loading passage 55, 56 is somewhat longer than the longest barge to be loaded, but not a great deal.
  • Each will also act as a stowage compartment for four barges, in the manner described in our co-pending patent application Serial No. 214,412, filed December 8, 1980.
  • Each forward lock gate 51, 52 is provided with a gate frame 70 immediately adjacent the lock 55 or 56.
  • the frame 70 defines an opening 71 that is slightly smaller than the gate 51 or 52, and the upper edge 72 of its lower margin 73 preferably is on a level with the flat or bottom 49.
  • a well 74 in the flat 49 adjacent the gate frame 70 enables the gate 51 or 52 to swing up.
  • Gaskets 75 surround the opening 71 on all four sides of the outer surface 76 of the frame 70, and hydrostatic pressure from the sea causes the closed gate 51 and 52 to seal against these gaskets 75 when sea water in the entrance passage 47 or 48 is higher than the level of water in the lock 55 or 56.
  • Matching bearing wedges 78 on the gate 51 or 52 are used to dog the gate 51 or 52 against the gaskets 75.
  • the bearing members 78 rotate about a pin 79 and are ganged to a rod 80 for hydraulic actuation by a cylinder 81.
  • the dog wedges 78 can all be retracted for opening the gate 51 or 52 and can be brought to bear against the wedges 77 so as to force the closed gate 51 or 52 against the gaskets 75 to provide a watertight seal.
  • the tiers 31-35 of barge stowage holds Each tier (31, 32, 33, 34) except the bottommost tier 35 has, as noted above, at least two outboard longitudinal holds A and D. These lie parallel to the inboard holds B and C, and each outboard hold A, D communicates with its adjacent inboard hold B, C, e.g., via a passage 85 having an arch 86 (Fig. 1).
  • an outboard hold A, D extends beside and parallel to the adjacent lock 55, 56 for substantially the full length thereof, being separated from the lock 55 or 56 by a water- tight bulkhead 87.
  • the bow floor 49 leading from the bow gates 45, 46 to the fore lock gates 51, 52 lies at generally the same level as the tier 34 directly above the bottommost tier 35 (see Figs. 1 and 9).
  • the bottommost tier 35 and the bottoms 67 of the locks 55, 56 lie below the level of the bow floor 49.
  • Heel and Trim tanks 91 and 92 (see especially Figs. 11-16)
  • the vessel 20 of this embodiment has heel and trim tanks 91 and 92 at the stern. These cooperate with the locks 55 and 56 to keep the vessel 20 substantially on an even keel or no-trim condition during the flotation loading, stowage, and unloading of barges.
  • Water transfer means for the heel and trim tanks 91 and 92 (shown in Fig. 13 and described below) transfer water from the tank 91 on one side of the stern to the other tank 92, and vice versa, according to the state of flooding of the locks 55 and 56, which are near the bow.
  • Water transfer means assist in transferring water from one lock 55, 56 to the other via a series of sluice gates 93, so that the locks 55, 56 can be (and are) operated out of phase with each other.
  • one lock 55 can be flooded to the level for floating a barge in or out of the ship while the other lock 56 is flooded at a different level for transfer of a barge into or out from a hold, as will be described below.
  • Fig. 12 is a diagram showing an exemplary piping diagram for the locks 55 and 56.
  • Each barge lock 55, 56 has a corresponding pump room 94, 95, each pump room having two pumps 96, 97, and each pump being driven, for example, by a 1000 BHP diesel engine 98.
  • a suction header 100 is connected to all the pumps 96 and 97 and, at each end, to a sea chest 101 and 102.
  • a discharge header 103 is also connected to all the pumps.
  • Each lock 55, 56 has lock suction sumps 104 connected to the suction header 100 and flooding sumps 105 connected to the discharge header 103 and overboard discharge valves 103A.
  • Each lock 55, 56 also has an equalizing sluice valve 106 at its forward gate 51, 52.
  • the system thus enables rapid transfer of water from the sea chests 101 and 102 into either lock 55, 56, rapid gravity transfer of water from a lock 55 to the other lock 56 and vice versa via the sluice gates 93, rapid water level equalization through the sluice valves 106 when the locks have substantially reached the level of a flooded hold, and rapid draining of either lock 55, 56 through suction sumps.
  • the lock pumps 96 and 97 may be of the impeller type to pump 14,000 cubic meters of water per hour to a maximum head of 25 meters in the lock 55 or 56.
  • the suction and discharge headers 100 and 103 may be three meters by two meters in cross section.
  • the sluice gates 93 may each have an area of four square meters; they may be of the guillotine type and of course they extend through the longitudinal centerline bulkhead 40.
  • the heel and trim tanks flooding system (Fig. 13) As Fig. 13 shows, each heel and trim tank 91, 92 has its own dump valve 108, 109.
  • a header 110 is connected through a valve 111 to the tank 91 and through a valve 112 to the tank 92.
  • Pumps 113 and 114 are connected through respective valves 115 and 116 to the header 110 and through respective valves 117 and 118 to a sea chest 120 having double check valves 121 and 123, the latter of which is a check/stop valve as will be seen below.
  • Each tank 91 or 92 may have a capacity of, for example, 9920 metric tons, while each lock 55 or 56 may have a capacity of 25,700 metric tons. Since the tanks 91 and 92 are at the stern and have a longer lever arm from the longitudinal center of the vessel 20, they can exert the same longitudinal moment -as the larger locks.
  • FIGs. 14-16 illustrate one state of the system, showing how the loading of the tanks 91 and 92, diagonally opposite the loading of locks 55, 56, is used to balance the heel and trim moments caused by lock filling and thereby to stabilize the vessel 20.
  • These views show the loading of the second deck 32, with lock filling and water levels appropriate for loading that deck, but the general principles apply to the loading of all of the decks.
  • the following summary illustrates this operation, beginning with loading of the top deck 31, even though Figs. 14-16 show water levels for loading the second deck 32 only. Values are given to illustrate the operation, but not to limit the invention to these actual values.
  • the ship 20 Assuming the ship 20 to be substantially as described above, it has, when empty of barges a displacement of 75,000 metric tons and a draft of four meters.
  • the passages 47 and 48, together with the locks 55 and 56, are flooded to levels equal to the vessel's exterior draft. Then the bow gates 45 and 46 and the lock gates 51 and 52 are opened; and with the locks 55 and 56 flooded, a barge may be floated into the lock 55. Then the forward lock gate 51 is closed, and the level in the lock 55 is raised, thus hydraulically lifting up its barge to the uppermost tier 31 (main deck --see also Figs. 1 and 2), which has also been flooded. The lock 56 is still flooded only at about the level of the tier 34.
  • the tier 33 is similarly loaded and a barge stowed in each lock. Then the tier 34 is loaded by direct flotation thereinto. Next the lowermost (fifth deck) tier 35 is loaded, and finally a barge is stowed preferably on the support members 130 and 131 at the level 34.
  • the alternation system is used for each tier except for the tier 35, and the heel and trim tanks 91 and 92 are used as required to give the needed balance of moments. Trim and heel is very critical during flotation stowage. If the very long vessel, with its long holds nearly the length of the vessel, should vary from horizontality by even a slight angle in the longitudinal direction, the depth of the water near the ends of a hold could change by several feet.
  • Depth gauges G are positioned on the vessel's hull at strategic locations, such as illustrated in Fig. 11, for providing signals corresponding to the ship's depth at each location.
  • the gauges G which may be pressure gauges, preferably number at least three on each of the port and starboard sides of the vessel.
  • a computer 122 (Figs. 11 and 13) is connected to all the depth gauges G, constantly monitoring the depth at each location and producing precise data as to the trim, heel, and draft of the vessel.
  • the computer 122 preferably is also connected to the system for flooding and draining the trim and heel tanks to operate the pumps 113, 114 and the various valves for controlling the ballasting in the tanks 91 and 92.
  • the computer 122 is connected to the dump valves 108 and 109 to control deballasting of water from either tank 91 or 92; to the valves 111 and 112 to control pumping of water into the tank 91 or 92; and to the check/ stop valve 123 for controlling the pumping in of sea water through the sea chest 120.
  • the pumps 113 and 114 preferably are run continually during loading and stowage, and if so, the computer 122 is also connected to a valve 124 in a conduit 125 which enables the pumps to recirculate sea water when the valve 124 is open and the valves 111, 112, and 123 are closed. With this system, trim and heel of the vessel can be precisely controlled.
  • trim longitudinal horizontality
  • Heel transverse horizontality
  • the depth gauges G are of the time-interval averaging type, so that the relatively small waves and other surface disturbances which might be encountered in port do not adversely affect the ability closely to control trim and heel.
  • the computer 122 may also be used for recording data relative to each barge loaded into the vessel.
  • Reading devices of a well-known type may be located in the loading passages 47 and 48 and in the holds for automatically reading a number or identification code from the side of each barge.
  • Cameras C as partially indicated in Fig. 1, are positioned in the loading passages, and locks, and at least the forward portion of each hold to provide a visual check as to what barges are entering the ship and being locked and stowed, what the flood condition and water level is in the locks and in each hold, and the positions of the gates and of the gate latches.
  • the cameras C are all connected to the television monitor 127.
  • An operator or supervisor monitoring the television monitor 127 can also have the automatic barge-identification data at hand, and with this equipment can check on the physical movements of the barges, the barge identities, and the conditions under which the barges are being loaded, locked, and stowed.
  • the vessel of Figs. 17-24 Figs. 17 to 24 show a modified form of vessel 150 capable of more rapid loading and not requiring lateral transfer of barges.
  • the key here is that the vessel 150 employs both forward and aft loading.
  • the vessel 150 has a single hull or mono-hull 151 with sidewalls 152 and 153.
  • the hull defines a series of port and starboard buoyancy tanks 154 and 155 and center (bottom) buoyancy tanks 156 (Fig. 21), port and starboard coal bunkers 157 and 158 (Figs. 19 and 20), and port and starboard bow and stern heel and trim tanks 161, 162, 163, and 164.
  • the vessel 150 has a series of tiers of barge holds.
  • tiers 171, 172, 173, and 174 there may be four such tiers 171, 172, 173, and 174.
  • the bulkhead 175 is hollow to provide useful space including accommodation for passages 176 and 177 leading from the machinery space 178 to carry the engine exhaust fluids up to the vessel's funnels 180 and 181.
  • the machinery space 178 is preferably provided with two engines, each driving a propeller.
  • the vessel 150 is provided with two bow gates 45 and 46 at and as part of the bow.
  • each gate 45, 46 lies on each side of the bulkhead 175 and opens out to the side, providing two passages 47 and 48 each with its bottom or flat 49.
  • Aft of these bow gates 45 and 46 is the collision bulkhead 50 with its forward gate portions 51 and 52 hinged at their upper ends 53.
  • Each of these forward gates 51 and 52 leads into the separate loading passage or lock 55 or 56 at the water level of the lowest tier 174, and the flat 49 extends into these locks.
  • the aft end of each lock 55 and 56 has a gate at each tier level.
  • Each loading passage or lock 55, 56 has its bottom deck 67 and vertical sidewalls 68 and 69, one of which, in each lock, is formed by the longitudinal bulkhead 175.
  • Each loading passage 55, 56 is somewhat longer than the longest barge to be loaded, but not a great deal, and each also acts as a stowage compartment for three barges, in the manner described in our co-pending patent application Serial No. 214,412, filed December 8, 1980.
  • Portions of the tanks deck 199 level of the vessel, shown in Fig. 21, are used for lock pump rooms.
  • the spaces 184 and 185 indicated in Fig. 21 contain port and starboard, bow and stern lock pumping equipment, respectively.
  • the stern gates The locks 55 and 56 in the vessel 150 are used only for loading the two inboard holds B and C of each tier of holds 171, 172, 173 and 174. In the vessel 150 there is no lateral movement of barges, as there was in the vessel 20 described earlier. Instead, the outboard holds A and D of all tiers 171, 172, 173 and 174 are loaded by means of two stern locks 200 and 201 respectively in line with the outboard holds A and D.
  • the stern locks 200 and 201 have respective stern gates 202 and 203 that are raised and lowered vertically with the aid of respective gate towers 204 and 205. To preserve good hull lines (see Figs.
  • the gates 202 and 203 are somewhat forward of the actual end of the stern so that there are inlet passages 206 and 207 provided with bottoms 208 and 209.
  • the locks 200 and 201 have forward gates at each tier.
  • the stern gates 202 and 203 may be like those shown in our copending application Serial No. 105,414, filed December 19, 1979.
  • the forward gates 211 through 218 may be like those shown in our copending application Serial No. 105,414, filed December 19, 1979.
  • Three tiers of barges may be stowed in the stern locks 200 and 201, as shown in our copending patent application Serial No. 214,212, filed December 8, 1980. Since the vessel 150 is usually loaded simul taneously at both bow and stern, loading (and also unloading) can be done more than twice as fast as in the vessel 20, for no time is taken up by lateral shifts of barges.
  • a large vessel of this kind requires special controls during loading and unloading. Once loaded, the vessel can cross the ocean in the usual manner, but while it is loading and unloading, the flow of water into and out from the holds and locks and loading passages can set up significant stresses. These stresses can seriously damage the ship -- possibly even split her in two.
  • the level trim of the vessel is very critical during flotation loading, locking, and stowage, as discussed above in connection with the vessel 20, because of relatively close tolerances in the height of the holds, and their extreme length. Therefore, there must be positive controls for draft, trim, and heel or list.
  • the pumps serving the system are operating all the time during loading and unloading of the vessel, with bypass provided in place of stopping the pumps, as described above for the vessel 20, with reference to Fig. 13.
  • These pumps and their by-pass valves are preferably all controlled by the same computer, as outlined above.
  • the computer calculates the needed trim and heel and draft corrections and actuates the pump valves for accomplishing this within the critical tolerances. Closed circuit television is employed, as described above for the vessel 20, for visual check on the locks, loading passages, lock gates, hold flooding conditions, etc. This system is indicated schematically in Fig. 1 for the vessel 20, and the system for the vessel 150, not specifically shown in Figs.
  • the vessels 20 and 150 of this invention are designed to retain approximately three meters of water depth in each hold during loading and stowage, and therefore each hold floor and most bulkheads must be of heavy plate sufficient structurally to withstand this loading.
  • a benefit of this is that the entire vessel is strengthened, particularly in longitudinal bending strength.
  • the vessel is thus efficiently designed to meet hogging and sagging stresses developed by bending moments from large weights of water at its ends, from the locks, trim and heel tanks. Hog and sag stresses during loading can be considerable without overstressing the vessel longitudinally, and transverse strength is also enhanced by the design of the vessel.
  • Figs. 23 and 24 show in perspective the vessel 150 during bow and stern loading operations. As indicated, a barge 221 is loaded into the bow, through the starboard side loading passage 48, at the same time another barge 222 is loaded into the stern, at the port side. These two barges 221 and 222 will then be raised to the appropriate respective hold in the locks 56 and 200, respectively, so that the loading on the vessel due to lock filing will be roughly balanced.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Chemical & Material Sciences (AREA)
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  • Ocean & Marine Engineering (AREA)
  • Ship Loading And Unloading (AREA)

Abstract

Un bateau (20) à une seule coque (21) de faible tirant d'eau est destiné au chargement et au transport flottants de grandes péniches fluviales. Le bateau (20), dans une forme de réalisation, possède des portes de chargement à l'avant (45, 46), avec une paire d'écluses à sas (55, 56) se trouvant après les portes (45, 46) pour monter les péniches jusqu'à l'une quelconque d'une pluralité de rangées de cales de péniches (31-35) pour en assurer le stockage flottant dans les cales. La plupart des rangées peuvent comprendre quatre cales (A-D), avec des passages de transfert latéraux (85) pour déplacer les péniches entre les cales intérieures et extérieures (A-D). Dans une autre forme de réalisation, le bateau (150) comprend des portes de chargement de proue et de poupe (45, 46, 202, 203) et des écluses à sas (55, 56, 200, 201), les écluses à sas à l'avant (55, 56) désservant de préférence une paire de cales intérieures B, C et les écluses à sas à l'arrière (200, 201) désservant une paire de cales extérieures A, D, sans avoir besoin d'un transfert latéral entre les cales intérieures et extérieures (A-D). L'assiette et la bande du bateau (20, 150) sont commandées et maintenues automatiquement pendant le chargement et le stockage flottants.
PCT/US1982/001483 1981-10-21 1982-10-15 Bateau de transport de peniche, a etage multiple, a une seule coque pour le chargement flottant, le stockage flottant et le dechargement flottant de tres grandes peniches fluviales WO1983001426A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
US31361981A 1981-10-21 1981-10-21
US313,619811021 1981-10-21

Publications (1)

Publication Number Publication Date
WO1983001426A1 true WO1983001426A1 (fr) 1983-04-28

Family

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Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/US1982/001483 WO1983001426A1 (fr) 1981-10-21 1982-10-15 Bateau de transport de peniche, a etage multiple, a une seule coque pour le chargement flottant, le stockage flottant et le dechargement flottant de tres grandes peniches fluviales

Country Status (4)

Country Link
EP (1) EP0091949A1 (fr)
GR (1) GR77697B (fr)
IT (1) IT1152929B (fr)
WO (1) WO1983001426A1 (fr)

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2008151712A1 (fr) * 2007-06-13 2008-12-18 Universität Duisburg-Essen Bateau de transport de barges
WO2015018822A1 (fr) * 2013-08-08 2015-02-12 Trautwein Albrecht Navire porte-barges à espace de charge envahissable
US11254391B2 (en) 2017-09-01 2022-02-22 Mastercraft Boat Company, Llc Ballast system for a boat and method of operating a boat

Citations (8)

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US1107741A (en) * 1912-09-28 1914-08-18 Frederick A Ballin Unit-cargo vessel.
US2863414A (en) * 1956-06-06 1958-12-09 Walz & Krenzer Inc Closure for ship port
DE1930771A1 (de) * 1969-06-18 1971-04-22 Maierform Sa Leichter-Mutterschiff
US3939790A (en) * 1972-03-23 1976-02-24 Rheinstahl Aktiengesellschaft Transport ship construction and method of loading floating cargo into a floatable cargo space of a ship
SU520288A1 (ru) * 1974-11-05 1976-07-05 Предприятие П/Я В-8745 Грузовое судно
SU544584A1 (ru) * 1975-12-16 1977-01-30 Центральное технико-конструкторское бюро Министерства речного флота РСФСР Судно-лихтеровоз катамаранного типа
US4135468A (en) * 1976-07-01 1979-01-23 Wharton Shipping Corporation Barge-carrying waterborne vessel and transportation method
US4147123A (en) * 1977-03-09 1979-04-03 Wharton Shipping Corporation Barge-carrying waterborne vessel for flotation loading and unloading, and transportation method

Patent Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US1107741A (en) * 1912-09-28 1914-08-18 Frederick A Ballin Unit-cargo vessel.
US2863414A (en) * 1956-06-06 1958-12-09 Walz & Krenzer Inc Closure for ship port
DE1930771A1 (de) * 1969-06-18 1971-04-22 Maierform Sa Leichter-Mutterschiff
US3939790A (en) * 1972-03-23 1976-02-24 Rheinstahl Aktiengesellschaft Transport ship construction and method of loading floating cargo into a floatable cargo space of a ship
SU520288A1 (ru) * 1974-11-05 1976-07-05 Предприятие П/Я В-8745 Грузовое судно
SU544584A1 (ru) * 1975-12-16 1977-01-30 Центральное технико-конструкторское бюро Министерства речного флота РСФСР Судно-лихтеровоз катамаранного типа
US4135468A (en) * 1976-07-01 1979-01-23 Wharton Shipping Corporation Barge-carrying waterborne vessel and transportation method
US4147123A (en) * 1977-03-09 1979-04-03 Wharton Shipping Corporation Barge-carrying waterborne vessel for flotation loading and unloading, and transportation method

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2008151712A1 (fr) * 2007-06-13 2008-12-18 Universität Duisburg-Essen Bateau de transport de barges
WO2015018822A1 (fr) * 2013-08-08 2015-02-12 Trautwein Albrecht Navire porte-barges à espace de charge envahissable
US11254391B2 (en) 2017-09-01 2022-02-22 Mastercraft Boat Company, Llc Ballast system for a boat and method of operating a boat

Also Published As

Publication number Publication date
IT1152929B (it) 1987-01-14
EP0091949A1 (fr) 1983-10-26
GR77697B (fr) 1984-09-25
IT8223847A0 (it) 1982-10-21

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