WO2005087580A1 - Multibarge - Google Patents

Abstract

System of Modular Multipurpose Barges and their Propulsion.

Description

MULTIBARGE

Abbreviations

M= "Multibarge Module"

AM = "Accommodation Module"

BC & BM = "Baldakin Capsule" & "Baldakin Module"

CM = "Central Module" of a Baldakin F2F ("face to Face") configuration FM = "Front Module"

SW = "Swimming Module"

SPFM a "Self-propelled Front Module"

SPM = "Self-propelled (front or rear) Module"

CWD = "Center (or Central) Wheel Drive" PrW = "PropWhee!" propulsion system

PaW = "PadWheel" propulsion system

The "MultiBarge" concept covers a system of Modular Multipurpose Barges and their Propulsion.

It allows its operator to build an unlimited number of combinations, somewhat like a Lego-system.

All these barges can be "un-powered" or powered with outboard motors and/or with a "Self-propelled Module", which allows a combination of these barges .to be moved around / positioned in well as well as (individually) on various terrains. This flexibility makes the "Multibarge" a perfect tool whenever there is a need for a : Figures N° Modular Accommodation at Sea / Lifeboat 1, 2, 3, 4 Floating hostel / resort 21 Floating Restaurant 21 , Field/Floating hospital 20 Cargo Barge (powered or not) Helicopter pad 20 Floating "Swimming pool" 21 , 22 Floating "Bus" / Tender 21 , 22 Cruising Riverboat Emergency shelter 19, 22 "Expeditionary" barge Base camp / Motel 22 Or for any other modular accommodation and/or transportation system, on water or on other terrains.

It is therefore also an interesting proposal for Organizations who have to deal with emergency situations and particularly for the Military, who may use the "Multibarge" system also as follows, in addition to the above:

• Barges to transport freight, vehicles, etc

• Accommodation and assault Barges or all terrain vehicles

• Tenders to larger vessels • ModularTemporary living quarters

• Relaxation resort for troops in operation

• Or for any other modular accommodation and/or transportation system, on water or on other terrains. " ultiBarge, Multipurpose Barge system"

The "Modules"

All the above configurations can easily be built with a combination of elements or "Modules", which are based on (and are therefore compatible with) 20' and 40' ISO shipping containers.

The Floaters

These Modules all have similar shaped and sized "catamaran" type floaters, with a median tunnel, (as shown for example on figure N° 4).

These floaters are usually made in the same material as the container skin covering the container frames constituting the modules, i.e. steel for the "Standard" execution or aluminum alloys for the "Light" versions.

These floaters constitute an integral part of the Accommodation Module (as shown on figures N° 4, 13).

The floaters are stand-alones for all the Technical Modules (as shown for example on figures N° 15, 16).

In case the loads carried are "heavy" (as shown for example on figures N° 16, 18), it is possible to add some extra, modular floaters.

These extra (add-on) floaters, can be manufactured and stored in a single length (20') and a single thickness (2', for example), for standardization purposes.

These extra floaters can possibly be filled with or emptied of water with a ballasting pump in order to adapt to the load effectively carried and keep the flotation line compatible with that of the other modules, if and when required. The Collapsible Bow Plate

The penetration of the barge in the water as well as the sledging possibility on other terrains are further eased by a "collapsible bow plate", possibly powered manually or by hydraulics, articulated horizontally at each end and extending the inclined shape of the floaters' extremity (as shown for example on figures N° 3, 4).

Thanks to its heavy construction, it also acts as a bumper to protect the module against obstacles encountered while moving in the water (Logs, Rocks, etc) as well as on other terrains.

This bow plate is folded up vertically, along the Accommodation Module's end panel, when not in use.

This actually may require the lengthening of the standard 20' or 40' Module by a few inches, to allow for the thickness of the Bow Plate at each end.

These few extra inches would also allow for a minimal space between the ISO containers loaded on Cargo modules and therefore for their easy loading on or discharge from the barges (without disassembling a barge "train")

The Side Wheels

The optional sets of side wheels equipping the modules are useful for several purposes:

When they are "stored" over the flotation line, their tires act as bumpers/fenders, protecting the modules, specially sideways.

These wheels can be lowered down to the ground level, preferably with hydraulics but possibly manually, through the rotation of an arm and fixed, also for example, with a metal pin, to a selected angle.

Each 20' or 40' module is normally equipped with one guided (i.e. fixed, non-directional) wheel on each side. These wheels, when lowered to the ground are at a distance of roughly 1474m from the front of the module.

Each 40' module is normally equipped also with one steering (i.e. swiveling) wheel on each side.

These "rear" steering wheels, when lowered to the ground are at distance of roughly 1474m from the center of the module.

The steering of these wheels can be "passive", when the module is not "self-propelled", in which case the module can be moved and positioned on land with a tractor.

The wheels can also be used as legs to set the module horizontally on land (as shown on figure N° 19), in which case a metal "leg" rotating on the same axle as the wheel can be substituted to the wheel as the contact to the ground, to avoid pressure on the tire, specially when the module is not to be moved for a while.

Furthermore, these wheels can also be used to roll on a launching rail, in case the module is used as a Lifeboat (as shown on figure N° 2).

But the main interest of these wheels is of course to assist in moving the Modules around.

Depending on their location alongside the module, these can be guided wheels (i.e. fixed in a specific direction = parallel to the module's direction) or steering wheels (i.e. Swiveling = forming a variable angle with the module's direction) (as shown for example on figure N° 20, 24).

When coupled with a "Self-propelled (front or rear) module" equipped with a "Central Wheel Drive" (CWD) system powered with standard wheels, "PropWheels" or

"Padwheels" (as described hereafter in full details, these wheels allow the movement and positioning of 20' or 40' barges on land (as shown on the same figures N° 20, 24).^" It is to be noted that, in view of the simple mechanism to position the side wheels foreseen in this presentation, these cannot touch the ground when the modules are equipped with the "extra-floaters".

If this is a problem, other attachment point and longer arms or a telescopic mechanism will settle the matter.

Modules Assembly

All the Multibarge "Modules", when "assembled", are basically three ISO containers (i.e. 24'277.35m) wide (as shown for example on figure N° 4).

When Modules are joined together, stairs allow for the external passage from one module to the next, on one or two levels.

These removable passageways, stairs/steps and other accessories may increase that width to 2878.5m or 29'6'79m in case the optional side wheels are also installed (as shown for example on figure N° 1 ).

The above mentioned overall widths should be sufficient for most applications.

These widths can however be increased, for example in case a side passageway of a width in excess of 47 .2m is required and/or the tires of the wheels of the optional side bumpers/fenders need to be wider than the 2'670.75m foreseen.

Indeed, the tires foreseen have an overall diameter of 3'671000mm to 471200mm and an overall width of 27750mm, possibly doubled, i.e. mounted on dual wheels each somewhat narrower than 1 '3 375mm, depending on the load capacity required.

For example, a fully operational 40' Accommodation Module, weighing approx 66'000lb/30'000kg, would preferably be equipped with dual corner wheels, but single wheels should be sufficient for a 20' Module, weighing less than half that weight. The Accommodation Module (AM)

The Accommodation Module comes as a further development of an application of the BMAS (for "Baldakin Modular Accommodation System"), a concept covered by pending patents, presented in full details on the Website www.baldakin.com.

The idea of an Accommodation barge stems from the utilization of a Baldakin F2F Combination of "Baldakin Modules" (BMs), hereinafter called an Accommodation Module, as a barge,

The "Central Module" (CM)

The Accommodation Module takes advantage of one improvement over the standard, original design of the F2F combination: The "Central Module" (CM) (As shown for example on figures N° 5, 7)

The main idea remains to allow the whole system to be almost totally manufactured in a plant, with very little left to be done on the installation site. This is obtained through the use of a special "Central Container Module" (CM), which will include the "Front parts" of the capsules as well as passage/corridor, the rails for the Baldakin Servant, etc

One particularity of that central container module is that the upper part of its frame is dismountable and can be "inverted" for transportation (as shown on figure N° 5)

' This means that the whole Accommodation Module can be shipped to the site in as 3 standard intermodal containers: two BMs and one CM (as shown on figures N° 5, 6). This is provided of course they are protected in an adequate manner for transportation, handling and storage with planks/plywood or canvas covers.

Once on the site, this central container module can be fixed to the BMs on each side in a permanent manner (for example by welding) or in a provisional manner (for example by using IBCs/Twistlocks, combined with a seal to prevent water from entering the BCs) (As shown on figures N° 7, 8, 9)

That assembly of the 3 containers constituting an F2F combination can probably be hoisted and possible trucked in one lot, with a standard container crane, since the weight of these 3 containers, even fully equipped, should be less than that of a fully loaded shipping container of the same size.

Water Tightness

In addition to its standard characteristics, as described in full details in the above mentioned website, such an F2F combination has to be watertight.

This is achieved by welding on the bottom of each Baldakin Module (BM) a curved metal plate so as to add a depth of (preferably only) 1 '670.45m.

Indeed, this depth allows for the overall height for the BM not to exceed 1073.05m, which is a limit for economical and trans-border transportation by truck and by train, al least in Europe (as shown on figures N° 10, 11).

These plates are curved or angled at each end and possibly equipped with runners (in nylon or other self-lubricating material) to allow for the module to slide properly if and when pulled on land or beaching, powered by its own means.

A plate of the same metal is also welded to the bottom of the Central Module (CM), frame supporting the central passage, i.e. under the central container lower frame.

The above mentioned welding of the plates forming the hulls can be done in the BM production plant and each module shipped to the building site by truck and/or rail (as shown on Fig. N° 10, 11, 12).

The F2F Combination is usually assembled only at the assembly site (a "Shipyard" or a site located along a navigable river or canal...) either by welding, if the assembly is to be permanent, or by bolting, if the assembly must be dismountable. In that last case, an adequate sealing has to be foreseen between the frames and skins of the BMs and the CM, so as to ensure a full and lasting water-tightness.

Finally, the end plate on each end of the Accommodation Module (or its' upper part only if the bottom part was already delivered welded or bolted on the CM) needs to be either welded or bolted and sealed in the same manner.

It includes a watertight revolving door (opening to the inside of the Accommodation Module) divided into two parts: The upper part, fitted with a window, can be opened independently from the lower part (as shown on figure N° 4).

Floatability

This, together with the fact that the door is implanted (preferably) two steps above the floor of the CM's passage, ensures an adequate watertight height for the Accommodation Module and therefore its adequate floatability (as shown on figure N° 14).

Indeed, that height is at least 5'571.65m from the bottom of the barge to the bottom of the door, i.e. it provides a floatability in excess of 50 Gross M/Ton for a 20' Module and 105 Gross M/Ton for a 40' Module!

If the lower part of the door located on each end plate is closed water-tightly, that watertight height can reach approx 671.8m, i.e. the full height between the bottom of the barge and the bottom of the window located in each Baldakin Capsule (BC), in case these windows can be opened.

It can even reach up to 972.6m, i.e. up to the limit between the lower and upper parts of the doors, in case these windows are sealed close.

These heights are to be compared to the estimated height of the flotation line, which depends on the weight of the Accommodation Module.

Based on an estimated empty weight of 28'000lb/12'500kg for the "lightest" 40' Aluminum version (and 36'000lb/16'300kq for a steel version), to which should be added up to 36'600lb/12'000kg for the passengers, their gear/equipment and the fresh and used water tanks fill-up, in order to obtain a fully operational weight, the flotation line would be at a height of around 2'470.7m from the bottom of the barge, i.e. a good full 370.95m to the bottom of the doors and another 370.95m up to the limit between the lower and upper parts of the doors.

This, added to the extra large overall width of the "catamaran type" floaters, 24'2"/7.35m, and the overall low center of gravity of the whole barge, means that such Accommodation barges would be particularly seaworthy and stable, even when exposed to "reasonable" waves.

Modular Accommodation at Sea / Lifeboat

Furthermore, the whole barge can be made watertight if all the windows and doors are fully closed, which would make this Accommodation barge as a suitable lifeboat, to be used on board of oilrigs as well as navy, cruise and other seagoing vessels.

This further means that such Accommodation Module could be used as regular accommodation quarters at sea, to be launched or hoisted down to the surface to become lifeboats in case of emergency (as shown for example on figures N° 1 , 2).

This could be of particular interest to the Navy, which could position such Accommodation Module for example on the deck of some of its ships to house some units, which could then be dispatched to the shore, using the same Accommodation Module as a vehicle to, from and eventually on shore while keeping these same Accommodation Module as their living quarters for the rest of their mission.

As explained hereafter, this concept can be developed much further by combining these Accommodation Module with to other modules, thereby constituting all kinds of barges usable by the military, including assault and hospital barges (as shown for example on figure N° 20).

It is to be noted that, in case of utilization of Modules by the military, these can be built in stronger steel and the windows be equipped with armored plate shutters. Emergency Shelter / Base Camp

Actually, the Accommodation Module described hereover do not need to be used exclusively as barges floating on water.

They may as well be used as modular accommodation on Land, practically on any type of terrain!

Indeed, on Land, the two floaters located under the Baldakin Modules have the advantage of acting as a foundation, and provide a proper insulation from the terrain, while housing the fresh water and waste water tanks.

This, together with the water-tight doors in two parts, further prevents humidity, flood waters, pests, wild animals and other intruders from entering the Accommodation Module.

It can also be used as an Emergency Shelter in case of WMD i.e. Nuclear, biological and/or chemical alarm, since it could be made fully airtight in addition to being watertight, and be equipped with the appropriate air filters and renewal systems.

Furthermore, the modules can easily be partially or even fully buried into the ground to provide additional protection.

As stated above, when the relevant Accommodation Module are equipped with the optional side wheel bumpers/fenders, these wheels can be used not only to move and position properly the Accommodation Module at the desired location but also to secure the proper horizontality for the Accommodation Module at that location (as shown on figure N° 19).

Furthermore, the inclined (angled or curved) shape of the floaters at each end, can allow for the positioning of the Accommodation module by pushing/pulling it into the chosen location, like a sledge. This possibility of a dual use, in water and on land, is further reinforced when combined with the "Central Wheel Drive" (CWD) "PropWheel" or "PadWheel" amphibious or all- terrains propulsion system, as described in full details hereunder.

It also means that such F2F Baldakin Module combinations on a single level could represent an adequate Accommodation module both in the water (as a barge) and on land.

Although a 40' "Baldakin Module" can be equipped with ten 872.43m wide twin Baldakin Capsules" (BCs), it is probable that, for this application, they will be fitted with only eight or nine twin BCs, so as to allow for technical space for all the necessary machinery and equipment required to provide water, energy, A/C, etc.. required for the whole module, thereby rendering it independent from other modules.

The combination of two 40' BMs of four 972.75m twin BCs each, i.e. providing a capacity of 16 to 32 persons per 40' SM, with a 471.2m technical space, at the end (or in the middle) of each BM, should be an acceptable configuration, suitable for most cases, both on water and land.

If eight BCs only 872.43m wide are acceptable, the two technical spaces could be doubled, to 872.43m, which could be useful for some applications, such as "Lifeboat", where some storage and lifesaving equipment is required.

Furthermore, a combination of nine 8' BCs with a single double technical space at one end, would also be acceptable for applications where passenger capacity is more important than the amount of technical space.

The choice, in case of 20' Accommodation Module, would be more limited, the most attractive combination being that of two 20' BM, with two 872.43m twin BCs each, with a technical space of 471.2m at the end (or in the middle) of each row, while providing a capacity of 8 to16 persons per 20' Accommodation Module.

It also means that such F2F Baldakin Module combinations on a single level could represent an adequate Accommodation module both in the water (as a barge) and on land. One could imagine the storage of such fully assembled Accommodation and Service Modules as Emergency Shelters in selected central locations, from where they could be dispatched on short notice to the place (on land or in water) where emergency accommodation is required.

These Accommodation Module can be stored on each other at the central storage site, so as to gain space (as shown on figure N° 19).

This should make it an attractive proposal for "Homeland security" and humanitarian organizations.

The Technical Modules

As part of a "Baldakin system", the Accommodation Module described above is complemented by Technical Modules, designed to house all the other shared facilities, machinery, etc.. required for each specific combination.

All these Technical Modules (except the "Passage Module") are 20' or 40' barges with the same catamaran type and size of floaters as the Accommodation Module.

These 3 floaters are linked by regular spaced, strong, embedded metal beams, up to 24' long, ensuring a proper rigidity of the assembly despite the thinner central part of the tunnel floater.

These floaters are actually divided into 3 parts, each of which has dimensions compatible with those of an ISO container and can therefore be delivered by truck or rail to the assembly site (a "Shipyard" or a site located along a navigable river or canal...), where they will be joined together either by welding, if the assembly is permanent, or by bolting, if the assembly must be dismountable,

The standard "Accommodation" or "Technical" Modules all have exactly the same floaters' shape and size, except those of the Cargo Module, which twin hulls can be made deeper, in view of the heavier load (potentially) carried. An estimate shows that if a Cargo Module is due to carry two fully loaded ISO containers of the same size, i.e. a cargo weight of up to 62'000lb/28'000kg per 40' container, its' twin hulls should be approximately 2'370.7m deeper than those of a standard module.

The foreseen addition of extra floaters 270.6m thick will increase the floatability accordingly (As shown on figures N° 16, 17)

A system of ballast tanks in these extra floaters can be foreseen so as to compensate for that extra depth when the loads are less than full.

Otherwise, the Technical Modules are equipped with the same accessories as the Accommodation Module, such as the Collapsible Bow Plate and the optional side wheels, as described hereover.

The Service Module (SM)

The Service Module is originally a barge module containing the "shared facilities", which are not included in the Accommodation Module, such as the Reception/Lobby, a Bar, a Kitchen, a Living Room, a Dining Room, a Restaurant, a Laundry, a garage, a workshop, an extra storage, etc

It generally consists of a central half ISO customized container frame with a customized ISO container frame on each side lengthwise, installed on the assembled floaters (as shown for example on figure N° 15).

This gives a usable covered area (free form pillars) of approx 764sqft/71sqm for a 40' module (and slightly less than half for a 20' module).

This area can be utilized not only to house the "shared facilities" listed above, in case it is part of a modular accommodation setup, but also for special purposes, such as hospital rooms and facilities in case it is part of a field or floating hospital (as shown on figure N° 20). The width of the flat roof of such a Service Module (2076.1m, increasable to 2878.5m, by adding a strong cover over the lower external passage) makes it particularly suitable as an observation deck, a restaurant terrace or even as a landing pad for helicopters, further enhanced by the high stability provided by the catamaran type hulls.

A 20' Service Module can be particularly useful as a tender or bus to ferry passengers and/or goods from one point to another, specially if its is attached to a "Self-propelled Module" which can provide a real all-terrains capacity.

One could also imagine of converting such a 20' Service Module into an all-terrains assault vehicle, by integrating modem armor and fire power or even a removable (roll-in roll-out) assault vehicle.

The Cargo Module

A Cargo Module can be described as a Service Module without cover, leaving a central loading platform 2076.1m wide between the raised passageways.

Indeed, a Cargo Module is basically a floaters assembly, eventually completed with extra floaters if the load requires it.

The load can be ISO shipping containers or whole trucks (as shown on figures N° 53, 55, 56), one on each side of the module's platform, leaving a central passage 471.2m wide (in case of the load is not wider than ISO containers).

The military can also use it to transport its tanks and other military vehicles.

It can be used also as a ferry shuttle or temporary bridge, for civilian and/or military purposes.

It is to be noted that the "wide" catamaran shape of the floaters is allowing a much higher stability than with a standard barge, even if the load is not balanced properly (i.e. for example, if only one container is loaded on one side). The "Swimming Module" (SM)

The "Swimming Module" is showed here as a further example of the flexibility of the "Multibarge" system.

It is a specific 40' Module specially designed as a small Swimming Pool (of 23'777.2m by 19'575.9m).

It is in fact a Cargo Module with a construction made of 5. 20' customized ISO containers aligned sideward.

The 20' customized ISO containers at both ends of the module are used to house the pool's machinery and all facilities.

The 3 central 20' customized container frames form the pool, rigidified by the upper external passage, hence a central load of the floaters to increase the stability of the module.

The upper level of the swimming module can be used as a relaxing/sunbathing area, an eventual Jacuzzi, etc..

In water, the extra floaters must be added before the pool is filled up with water, to counterbalance the weight of that water.

These extra floaters are of course not required if the pool is set up on land.

It is to be further noted that longer swimming pools can be built on the same basis by joining two modules lengthwise.

Other Technical Modules

The "Mixed Modules"

Technical Modules can be combined together on the same 40' (or even 20') floaters. For example, a combination of a "cargo" module, fitted with 2 centrally positioned 20' ISO shipping containers (of which one at least is refrigerated), with a 20' "Service" ISO customized container, housing a kitchen, toilets, et would be very suitable as the "service facilities" for a restaurant.

The "Passage Module"

The "Passage module" is based on a single 40' ISO container frame, equipped with doors, windows and stairs where and as required.

Its purpose is to link together "Multibarge" modules assembled to form a floating hotel or resort (as shown on figures N° 72, 21) in water or a base camp, emergency shelters or a motel on land (as shown on figure N° 22).

The Front Module (FM)

The Front Module is a Module installed at the front of another (Accommodation or Technical) Module.

It has been foreseen mainly to ease its penetration in the water as well as to provide some "deck space", covered or not.

It can be "Self-propelled", in which case it is equipped with the specially designed propulsion systems described in full details hereunder.

The Combination of "Modules"

Modules of the same type can be grouped together but the real interest of the "Multibarge" system is to combine several types of modules in order to obtain a combined barge comprising the functions of the individual barges. The following are examples of some of the combinations obtainable.

The floating Mobile/Motor Home

This is a combination of one or more accommodation modules with one or more service modules containing the "shared facilities", which are not included in the Accommodation Module, such as the Reception /Lobby, a Bar, a Kitchen, a Living Room, a Dining Room, a Restaurant, a Laundry, an extra storage, etc (As shown on

The floating Restaurant

This is a combination of one or more service modules containing a Bar, a Dining Room, a Restaurant and/or a Nightclub with a mixed service and cargo module, fitted with 2 centrally positioned 20' ISO shipping containers (of which one at least is refrigerated), with a 20' "Service" ISO customized container, housing a kitchen, toilets, etc would be very suitable as the "service facilities" for a restaurant

The Cruising Riverboat (Figure N° 78)

This is a combination of Accommodation, Service, Mixed Cargo & Service, Swimming Modules, forming a complete Cruising Riverboat providing Guest sleeping and living quarters, a Swimming pool, a restaurant, i.e. all the services which guests expect from a river cruise.

The crew has separate living and sleeping quarters, as can be expected on sucha cruising boat.

The vessel is powered by one self-propelled module at each end (one pushing and one pulling) coupled with a 20^* module (one "cargo" and one "service") which can be disconnected and used as shuttle tenders to ferry goods and passengers to and from the shore. The Floating Hostel or Resort (Figure N°21)

The main idea behind such an application is the flexibility, not only in size/capacity but also in the amount of services to be provided

A "MultiBarge" floating hostel/resort comprehending a dozen 40' Accommodation Modules, housing from 192 to 284 persons, can be combined with a number of 40' specialized Service Modules, such as a restaurant, a swimming pool, etc

Here again self-propelled modules coupled with 20' modules ("cargo" or "service") can be disconnected and used as shuttle tenders to ferry goods and passengers to and from the shore.

Such facilities could be an interesting proposal as a holiday resort or whenever temporary accommodation is required, such as for Exhibitions and other large events in riverside cities where visitors need to stay at least overnight and there is a shortage of central, economical hotel rooms, etc

This could also be of interest for the military, who could use such removable and dismountable resorts for the relaxation of the troops.

The Cargo Barge (Figure N° 76)

A cargo barge is a combination of cargo modules, each capable of carrying two 40' ISO shipping containers or its weight equivalent in non-containerized cargo, to which is added the necessary crew facilities.

Here also, the vessel is powered by one self-propelled module at each end (one pushing and one pulling) coupled with a 20' module (one "cargo" and one "service") which can be disconnected and used as shuttle tenders to ferry goods and passengers to and from the shore.

One interesting feature is that the module combination of such a modular barge can be altered, to adapt it to the exact load to be transported. Cargo modules can also be individually ferried, removed or added, for example to be loaded or unloaded on the shore

The Expeditionary Barge (Figure N° 77)

This is roughly a shorter barge combining the same kind of modules as the cruising Riverboat.

However, the crew shares the same facilities as the passengers.

Here again, the vessel is powered by one self-propelled module at each end (one pushing and one pulling) coupled with a 20' module (one "cargo" and one "service") which can be disconnected and used as shuttle tenders to ferry goods and passengers to and from the shore.

The fact that such a barge is shorter should render it more manoeuvrable than a longer cruising riverboat, which is what is required from such an expeditionary boat.

The Base camp, Emergency Shelter or Motel (Figure N° 22)

This is actually the land version of a floating hostel/Resort described above, with exactly the same features.

Military applications (Figure N° 20)

The infinite combination of "MultiBarge" modules should make it a very flexible proposition for the military, not only for the combinations foreseen above but also for more specialized and/or offensive combinations, such as a hospital Barge or an assault barge, which can alsαserve as a landing or launching pad for helicopters "MultiBarge, Multipurpose Propulsion Systems"

The following covers new systems designed specially to power not only the barges covered by the first part of this presentation but also other types of vehicles.

Moving/Powering the "Modules"

By Air:

One way of dispatching the assembled modules, to be used as Emergency Shelters or Lifeboats, to remote areas can be with a heavy lift helicopter (see figure N° 1), provided the relevant modules are constructed with light materials such as Aluminum alloys and composites.

In water:

In its most simple form, an Accommodation Module or a Technical Module is a standalone, un-powered barge floating on the water.

One or several modules joined together can then be moved in the water from one location to the other either by pushing or pulling it with a Tugboat (as shown on figure N° 72).

Standard Propulsion System in Water

For short distances with limited current and/or waves, a Module can be self-powered with one or two outboard motors adapted to heavy loads (high thrust) or their inboard equivalent with a stern- or another type of drive.

In the case of Accommodation Modul.e, these inboard motors can be housed (or these outboard motors can be stored, when not in use) in the "Technical space" of the "Baldakin Modules". The control of the motor(s) and piloting of the module can be done through traditional cablings laid between the back and front of the module, or by electric means, possibly using a remote control system.

The remote control and the activation of the power and steering of the motor(s) could be as simple as those used for remote-controlled model boats, with enough safety features to prevent interference by other remote-controls.

If a module or group of modules are not equipped with a front module, their piloting can be done from behind the front window of the front module (as shown on figure N° 4)

An accommodation module could possibly also be piloted from the technical space located at the front of that module.

The "PropWheel" & "PadWheel" propulsion systems

These are specially designed CWD type propulsion systems, presented in details in the sections "In water and on land" hereunder.

The "MultiRig" Propulsion System in Water ("Windpower")

Note: The following is a further development of the MultiRig™ system already covered in the main project and patent application "Baldakin BMAS system"

A MultiRig™ sailing Multibarge is equipped with an asymmetrical combination of 3 free standing, semi-balanced Balestron rotating Rigs, possibly controlled by computer.

Several MultiRig^™ sailing Multibarges can possibly be linked together like train cars.

Note: The Balestron rig is also known as the balanced or swing rig, commercialised under the trade marks EasyRig^® or AeroRig^®, developed by Carbospars^®

The "Balestron Rig"

The MutliRig™ concept can therefore be considered as a further development or improvement of the Balestron Rig, an invention now in the public domain, which main features and advantages are well described (hereunder, in italics) by Rob Denney, who developed his own Easyrig^® version of the Balestron Rig.

An EasyRig is a copy of the rigs used on model boats to reduce deck gear and sheeting loads, and to improve efficiency with eased sheets. It was first used on big boats by Marc Pajot on his 15m (60') tri Elf Acquitaine. It was commercialized by Carbospars who have since built over 100 rigs, and who have an excellent web page. An Easyrig rig consists of an unstayed mast (generally, but not necessarily, carbon) carrying a main and jib. The main boom extends forward of the mast (the mast passes through the boom) to the tack of the jib. The main and jib are sized so that the force from the mainsail is slightly higher than that from the jib. That is, the combined center of effort is just behind the mast. The angle of incidence of both sails is controlled by a one or two part, lightly loaded sheet. When the sheet is eased, the main moves to leeward, and the jib luffs io windward. The slot remains the same, the rig remains at it's most efficient There is no need to adjust jib tracks, or sheets, main travelers, boom vangs or halyard tensions.

Ease of use. Once hoisted, there is no trimming required, except for changes of wind direction. This is achieved by pulling in or easing a single, lightly loaded sheet. The center of effort is only slightly aft of the mast, so aligns closely with the centre of resistance. When shunting, there is no need to raise and lower sails, move the rig or the crew, or alter the location of the water foils.

Most sailing is done short handed. With only a lightly loaded sheet and a steering wheel or tiller, crew are redundant. This is probably the biggest drawback of the EasyRig, everyone except the helmsman is bored! The sails are hoisted and lowered with the rig facing into the wind, regardless of where the boat is pointed. The hoister is only lifting the weight of the sail, not fighting the breeze and associated friction of the slides or luff rope. Apart from lazy jacks (removable) there is nothing to catch the sails on the way up, or down. EasyRigs are reefed the same way as conventional marconi rigs. Either by slab reefing or roller furling. The difference is, that the EasyRig can be eased until it is pointing directly into the wind, thus reducing loads and effort required. Because the mast flexes at a predetermined wind strength, reefing is less necessary. With all sail lowered, there is considerably less drag from the mast than from a conventional rig with all its wire and spreaders. A well set up EasyRig will perform upwind almost as well as a constantly trimmed*^'1 racing marconi rig, and at least as well as any other type of proa rig of similar area on any other point of sail. The ease of adjustment of the rig means that changes are made much easier and therefore more often than on a conventional rig. 5 Extras can be flown on an EasyRig, but because of the automatic poling out of the jib downwind, they are less necessary. If extras are required, they can either be tacked to the bow and sheeted to the stern of the lee hull, or tacked to an extension on the jib end of the boom, and sheeted to the mainsail end. In this case, the main sheet would need to be attached to the front of the boom. The sheet loads would increase sufficiently to

.0 require multipart tackles or winches. In light, shifty air, it is not uncommon for the breeze to change direction by a large amount. With an EasyRig, the sail will work with the wind from either side. Tacking could not be any easier; there is nothing to do, except steer. This is not recommended in strong wind unless the boat has been designed for it.

.5 The MultiRig™ Multihull

The main idea behind the MultiRig™ concept was to design an asymmetric rigging system, which allows a better capture of the wind than the traditional sole or in-line rigs, >0 whatever the points of sail and tack.

This potential is further enhanced when two or more similar MultiRig multihulls (particularly catamarans) are linked with each other in the same manner as train cars...

15 A MultiRig™ is composed of 3 Balestron Rigs, of different sizes, implanted as follows: • A smaller "ForeMast" (FM) set at the front of one of the (right or left) outer hulls. • A medium "AfterMast" (AM) set behind the middle of the same outer hull. • A larger "MainMast" (MM) set ahead of the middle of the other (i.e. respectively left or right) outer hull.0 These masts shall be implanted between the internal or external sides/edges of the outer hulls, possibly on the median line.

This allows them to be fixed, in case of a catamaran, in a much stronger manner than5 when the "thinner" centi ists. The masts can be slightly inclined towards the central axis of the multi-hull, so that the under-edge of the boom is horizontal when it is perpendicular to the hulls axis.

The Multirig™ has been developed specially for the Baldakin^® Explorer and the "Multibarge" ranges of catamarans, but it is also very suitable for other catamarans, proas and trimarans.

This presentation is based, arbitrarily, on a "right type" MultiRig, i.e. with the FM and AM implanted on the right hull.

A "left type", with these masts on the left side, would of course function exactly in the same manner since the hulls are symmetric

This means that MultiRig Mutlihulls can be constructed and operated indifferently on a right or left mode, except when it is constructed for a special route when prevailing winds (for example Trade Winds) will come from one direction and/or when several MutliHulls are designed to be joined together like train cars, in which case it may be preferable that the types of MultiRigs are made to alternate.

In case of an asymmetric proa, the FM and AM can be implanted on the main hull and the MM on the smaller hull, but the opposite works also (giving the same difference as between an Atlantic & Pacific Proa).

The size and implantation of the 3 Balestron rigs, based on the standardized, scalable shape and dimensions of the Balestron rig (i.e. a boom/mast length ratio of about 60%), is calculated so that:

1. The sail area of the FM is between about half and equal to that of the AM and their combined sail area is approximately (possibly up to 25% more or less) equal to that of the MM.

2. The rotating booms do not interfere with each other 3. The booms, when the multihull is facing the wind, do not (unreasonably) overlap the overall dimensions of the hulls

A typical MultiRig would have the MM bearing 50% of the total sail area, with the FM 20% and the AM 30% (or respectively 40% and 60% of the other 50%, hence the 40/60 name given to such MultiRigs) ,

Based on a LOA to beam ratio of approximately 2, as usual in modern catamarans, the above clauses allow for the MM to be approximately equal to the hulls' LOA, which is more or less the standard for a mono-rig.

This means that the total sail area achieved with a MultiRig multihull can be up to the double of that allowed by a single Balestron or traditional rig.

This eliminates totally the need for extra sails, such as Spinnakers or Geenakers, particularly for the downwind points of sail (but it does not prevent the use of such sails).

Furthermore, the fact that each hull supports approximately the same sail area, gives a MultiRig™ catamaran a balanced sail power.

The division of sails between three (independent) masts makes it much more flexible and safer than the typical rigging with 1 or 2 masts

Even if and when all the 3 rigs are not used simultaneously (for example if only those on one side are in operation) a MultiRig™ catamaran remains as well balanced as an Atlantic or Pacific type proa.

Further advantages of a MultiRig™ compared to a single or several "in-line" Balestron or traditional rigs are as follows: • It frees from masts the central part of the deck, thus making it available for other uses, such as a runway for ultra-light aircrafts and/or courts for outdoor sports on the larger, cruise-type "Baldakin" Explorer sailing catamarans. • It frees from booms some areas of the deck, thus making these areas usable to implant higher structures on these locations, such as a "mushroom-like" main control room in the "aft area" located at the stern of the port hull or, possibly, an antenna mast in the "front area". • It gives the catamaran the flexibility (and traditional repute) of a three-master.

Operation of a MultiRig™ Multihull:

In addition to the advantages of a Balestron rig compared to a traditional rig, the MultiRig™ requires much less crew compared to a traditional rig, since the adjustment of the angle of each boom, depending on the strength and relative direction of the wind, can be coordinated, mechanically or through computer means.

It can also possibly be linked to an auto-pilot, commanding (mechanically or through hydraulics) the captive winch of each Balestron rig, according to a program based on calculation and experience.

The furling or the "neutralization" of some of the sails can also be powered by hydraulics and automated as and when required, for example through a boom furling system for the mainsail and a jib furler for the headsail.

One could also imagine a system whereby not only the Mainsail of each Balestron rig but also the headsail would be equipped with a furling boom system, applied to a secondary boom.

Such a system, combined with a telescopic mast and at least partially automated through a mechanical/wire and/or hydraulic systems, possibly computer controlled, would allow the furling of both sails and at the same time the lowering of the upper sections of the telescopic mast until it is stowed in the bottom section, thereby representing a fraction of the extended mast height!

Such a system would allow for example the construction of sail-powered cruising Multihulls, which could alternatively be motor-powered without the restrictions due the height (for example to go under bridges) and/or the resistance to the wind of the masts. "Train Assembly" of MultiRig™ Multihulls:

Several MultiRig™ sailing Multihulls and particulariy Catamarans can be linked together like train cars.

As stated above, when several MultiRig MutliHulls are designed to be joined together like train cars, it may be preferable that the types of MultiRigs are made to alternate, i.e. that for example a "left" type MultiRig Multihull is made to follow a "right" type, when this is necessary to avoid any boom "conflict".

The type of assembly between the MultiRig MutliHulls depends mainly on the design and the intended operations of the concerned Multihulls.

In the horizontal plane, the Multihulls can be linked through a rigid binding, the Multihull at the back remaining aligned with the one in front, thereby obtaining a double (or triple, a.s.o.) length Multihull.

This binding can also be "articulated", allowing the Multihulls to rotate vis-a-vis the other, thereby obtaining a train-like series of two (or more) articulated Multihulls.

The control of the angle in the horizontal plane between the Multihulls can be "active", i.e. the articulation is controlled or even powered, through mechanical or hydraulic means, possibly with the assistance of a computer commanding the angles of the booms and between the Multihulls, taking into account the intended heading, the wind direction and strength, the waves, etc..

It can also the "passive", through the utilization of shock absorbers, the control of the angle between the Multihulls then depending mainly on the action of the wind on the sails.

in all cases, the assembly between the linked Multihulls in a vertical plane can be either "rigid" or "articulated", in an "active" or "passive" manner, depending on the design and intended use for the combined Multihulls. It is well understood that an "articulated" "active" assembly can be adjusted to "passive" and even "rigid"...

On Land:

Un-assembled Modules by train and/or truck

As stated earlier, all the Modules and their components can be manufactured in inland plant(s) and then brought by truck, rail or... barge (as shown for example on figures 5, 6, 10, 11 , 12) to a (possibly waterside) assembly site.

At the "assembly site", they are be assembled (as shown on figures N° 7, 8) and then hoisted and trucked or floated to their usage location.

Assembled Modules by Truck

Fully assembled Barge Modules can be moved around not only on water but also, on land, by truck (as shown on figures N° 13, 15, 16, 18), possibly powered with a specially designed "Central Wheel Drive" (CWD) system, as described hereunder.

Indeed, if the width of a path/track, road or river/canal allows for the circulation of vehicles up to 29'679m wide, fully assembled Modules can be moved around.

Surprisingly, this should be the case of many geographical areas, specially those without forest and sparsely populated

Regarding the circulation on existing roads of such extra-wide vehicles, it is probable that it would have to be restrained to exceptional/emergency situations, for example to dispatch Accommodation and Service modules as Emergency Shelter to a stricken area (as shown on figure N° 19).

It is probable that, then, the Interstate/Motorway type highways with a minimum of two lanes per each direction would be the most adapted means of transport (provided the entry and exits are usable by such wide vehicles), since the trucks carrying the pre- assembled Modules (preferably in convoys) would merely reduce the speed of traffic to their own speed.

Assembled modules by Train

Assembled modules could in theory also easily be moved by train , but this is only possible when there is no obstacles on both sides of the railway track to allow for the unobstructed passage of such a wide vehicles (2477.35m to 29'679m).

This reduces that possibility to a few railway tracks in very open, remote, desert areas of countries such as Australia, et

One could of course (dream of more than) imagine the possibility of building new lines (with a single track or with a sufficient distance between tracks), which would allow the circulation of "Multibarge" extra-wide trains.

These could be passenger trains, which would bring the comfort of traveling by train to new highs, specially if the train's low speed allows the use of the swimming pool, of the external passageways and of the "upperdecks" during the "train cruise".

It could also be cargo trains, with a capacity double that of tradtional trains, or a combination of both

Such trains could be the combination of modules similar to those of the "Cruising Riverboat" and the "Cargo Barge" presented hereover (and as shown on figures N° 78, 76).

Assembled Modules by "Self-propelled Module"

The Modules can also be moved on land, preferably on short distances but possibly on all terrains, by their own power, when they are coupled with a "self-propelled Front Module" equipped with a "PropWheel" or a "PadWheel" Propulsion system. These dual all-terrains and amphibious capabilities should be of particular interest for the oil and minerals exploration industries as well as the military, the "Homeland Security" Administration and the NGOs.

The "Central Wheel Drive" (CWD) Propulsion System

The "Central Wheel Drive" or "Center Wheel Drive" (CWD) system was originally designed to power the "Multibarge" Multipurpose Barges (as shown on figure 24) in conjunction with the "PropWheel" and "PadWheel" propulsion systems, also described hereunder.

However, the CWD system can also be applied to many other types of wheeled vehicles.

The CWD is basically a new architecture for wheeled vehicles, whereby the propulsion is done through centrally located powered wheel(s) (as shown on figures N° 23, 25, 26., 27).

These central powered wheels can either be single or dual, implanted on the vehicle's axis, in which case no differentia! is required.

They can also be implanted traditionally on both sides of the vehicle, in which case a differential is required.

Another important feature of the CWD system is the fact that the vehicles are fitted with side wheels, located at each corner of the vehicle (or at the front and back, in case the vehicle is a motorbike), more or less in the traditional location of the wheels for that vehicle.

Unlike traditional vehicles, these side wheels do not need to ensure the powering of the vehicle but only its steering, the powering being done only through the central powered wheels. This means also that these side wheels can be thinner than usual for the same vehicle equipped with traditional from, rear or 4 wheels drive, hence some savings on the tires and power transmission mechanics.

As stated above, with the CWD system, the side wheels are all "steerable".

This means that, in addition to the traditional steering of the front wheels, with the CWD system, the rear wheels have a steering capacity.

Preferably, the front and rear steering must be reversed but equivalent, i.e. a rear wheel must swivel by the same but reverse angle as the front wheel located on the same side.

The purpose of that is not only to simplify the steering apparatus linking the rear and front wheels, but also to ensure that both wheels of on side follow the same track when the vehicle is turning.

Depending on their location lengthwise, the powered wheels can be guided, which is mechanically by far the most simple and therefore preferred arrangement.

This occurs if the front and rear steering of the side wheels are equivalent, when the powered wheels are located exactly half way between the front and rear side wheels.

Otherwise, the powered wheels must be "steerable" which is mechanically less simple.

However, the choice is not always possible, as in the case of the CWD system to "MultiBarge" Modules, for which dual power wheels (i.e. without the need for a differential) cannot be located in a purely central location and therefore need to be steerable (as shown on figure N° 23).

Generally, the advantages of a vehicle equipped with CWD areas follows:

The two steering (swiveling) front wheels, located on each side at the front of the vehicle, like on standard automobiles, are usually not powered and are therefore used mainly for carrying the load of and steering (and secondarily stopping) the vehicle, like in a standard rear-whe^i Drive vehicle. The single or dual rear wheels, located at the rear of the vehicle, are also a steering (swiveling) type, are also usually not powered and used for carrying the load of and guidance the vehicle.

The main disadvantage of a CWD vehicle is obvious: The central location of the central wheel makes the system not only cumbersome but also hard to get to for maintenance or repair.

This means that the CWD system is probably less practical for applications to sedan/saloon/coupe cars than to go-karts, sport cars, pick-ups, SUVs, trucks, tractor units, and heavy vehicles, et ..

However, the positioning of a single central, guided powered wheel between the front seats of a sedan/saloon/coupe, accessible through a central hatch, should allow the use of CWD system for these vehicles also.

CWD equipped vehicles could benefit fully from the advantages of the CWD which are as follows:

• Central positioning of the power plant and traction/braking wheel(s), near the center of gravity of the vehicle

• No requirement for a differential or for complicated transmissions.

• Specialization of the wheels and tires to provide a better efficiency: The front steering wheels (as well as the rear guided wheels) can be narrower and their tires with a ribbed pattern, when the central wheel(s) can be wider and their tires with a traction pattern.

• More efficient Suspension: The front and rear wheels suspensions can be harder to provide for a proper handling of the vehicle, while the central wheel(s) suspensions can be softer to provide the best possible grip. List of Figures

N° Figure 1 40' AM hoisting by Chinook side view (in water) 2 20' AM as lifeboat side view 3 40' AM side view (in water) 4 AM without FM front view (in water) 5 CM ready for transport to assembly 6 BM ready for transport & assembly 7 BM & CM positioning for assembly 8 assembled standard accommodation M 9 Standard AM Piling front view 10 AM BM transportation (RIV) back view 11 AM BM transportation (Truck) back view 12 AM CM transportation (Truck) back view 13 AM front view (on truck) 14 AM without FM (floatability) front view (in water) 15 SM back view (on truck) 16 Empty cargo M front view (on truck) 17 service & cargo M without FM (floatability) front view (in water) 18 Swimming M front view (on truck) 19 AM view (storage & on truck) 20 Field Hospital & assault barge example top view 21 Floating hostel example top view 22 Base camp example top view 23 CWD System 24 20' & 40' barges with CWD 25 CWD Application to vehicles (Unimog + truck) 26 CWD Application to vehicles (SUV) 27 CWD Application to vehicles (semitrailer) 28 CWD Application to vehicles (racing)

Claims

Claims

1. A system of Modular Multipurpose Barges and their Propulsion.

2. System according to claim 1 comprising a central module characterized by the fact that the upper part of the frame of the central module is dismountable and can be inverted.

3. System according to the previous claim wherein said central module is adapted to be almost totally manufactured in a plant.

4. System according to anyone of the previous claims comprising a module forming a floater.

5. System according to the previous claim comprising several floating modules connected to each others.

6. System according to anyone of the previous claims comprising a collapsible bow plate.