CA1188162A - Barge-tug connection apparatus - Google Patents
Barge-tug connection apparatusInfo
- Publication number
- CA1188162A CA1188162A CA000430454A CA430454A CA1188162A CA 1188162 A CA1188162 A CA 1188162A CA 000430454 A CA000430454 A CA 000430454A CA 430454 A CA430454 A CA 430454A CA 1188162 A CA1188162 A CA 1188162A
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- tug
- barge
- bow
- notch
- fender
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Abstract
ABSTRACT
An improved barge and tug connection apparatus com-prises a barge having a V-notched portion for receiving a tug into the V-notch. A tug for pushing the barge is disposed during operation within the notch allowing the tug to pitch and heave in the notch relative to the barge responsive to wave action. An articulated bow fender attached normally to the bow of the tug and disposed during operation between the bow of the tug and a portion of the notch of the barge longi-tudinally spaces the barge from the bow of the tug. The arti-culated bow fender maintains a substantially constant horizontal spacing of the barge with respect to the tug in a longitudinal.
direction while allowing both the tug along its entire length to pitch and heave with respect to the barge responsive to wave action. A plurality of side fenders affixed to the tug hull bear outwardly to abut the barge inside the V-notch, the side fenders are positioned to bear and slide against the barge on a provided bearing surface responsive to lateral and verti-cal relative movement between the tug and barge. The side fenders feature hydraulic pads which are inflatable to a desired pressure and normally absorb lateral forces between the tug and barge. The inflatability of the pads affords lateral movement to the side fender wear surfaces. Thus, the pads can be deflated, providing a clearance between the tug and barge during placement/removal of the tug with respect to the notch. When the tug is fully in the notch, the hydraulic pads are inflated to a desired predetermined pressure and the clearance between tug and barge bearing surfaces is cancelled.
Absent pressurization, the pads collapse responsive to urging by provided return springs. The pads are preferably of a steel reinforced rubber construction.
An improved barge and tug connection apparatus com-prises a barge having a V-notched portion for receiving a tug into the V-notch. A tug for pushing the barge is disposed during operation within the notch allowing the tug to pitch and heave in the notch relative to the barge responsive to wave action. An articulated bow fender attached normally to the bow of the tug and disposed during operation between the bow of the tug and a portion of the notch of the barge longi-tudinally spaces the barge from the bow of the tug. The arti-culated bow fender maintains a substantially constant horizontal spacing of the barge with respect to the tug in a longitudinal.
direction while allowing both the tug along its entire length to pitch and heave with respect to the barge responsive to wave action. A plurality of side fenders affixed to the tug hull bear outwardly to abut the barge inside the V-notch, the side fenders are positioned to bear and slide against the barge on a provided bearing surface responsive to lateral and verti-cal relative movement between the tug and barge. The side fenders feature hydraulic pads which are inflatable to a desired pressure and normally absorb lateral forces between the tug and barge. The inflatability of the pads affords lateral movement to the side fender wear surfaces. Thus, the pads can be deflated, providing a clearance between the tug and barge during placement/removal of the tug with respect to the notch. When the tug is fully in the notch, the hydraulic pads are inflated to a desired predetermined pressure and the clearance between tug and barge bearing surfaces is cancelled.
Absent pressurization, the pads collapse responsive to urging by provided return springs. The pads are preferably of a steel reinforced rubber construction.
Description
BACKGROUND OF THE INV~ITION
1. Field of ~he Invention The present invention relates to connection systems ~or barge - tug connections in which a tug pushes a nstched barge allowing relative vertical movement therebetween. More particularly, the present invention relates to a ender system for use between the barge and the tug to buffer orces there-between, and to a connection and tensioning coupling device for the "pushing lines" whicll connect notched barges and tugs together preventing separation in adverse sea condi.tions while allowing relative movement between the tug and the barge, and further allowing easy, ~uiclc release of the pushing lines in emergencies without human intervention on deck.
1. Field of ~he Invention The present invention relates to connection systems ~or barge - tug connections in which a tug pushes a nstched barge allowing relative vertical movement therebetween. More particularly, the present invention relates to a ender system for use between the barge and the tug to buffer orces there-between, and to a connection and tensioning coupling device for the "pushing lines" whicll connect notched barges and tugs together preventing separation in adverse sea condi.tions while allowing relative movement between the tug and the barge, and further allowing easy, ~uiclc release of the pushing lines in emergencies without human intervention on deck.
2. General Background It is known in the marine art to secure a tug in the notch of a V-notched barge by USillg pushing lines.
It is also known to form connections both fixed and moving between the tug and the barge at the tug bow.
~ A7hen connecting a tug and V-notched barge, pushing lines are usually firstly connected. One end of a heavy cable., generally a wire rope, is seeured with a shackle to the transom of the barge on each side. The other end of this cable, called the pushing line, runs over a large sheave pinned on the aft deck oi the tug, close t~ the bulwark, and is then secured either to the deck of the ship or to the towing -~inch, sometimes through some kind of device giving some elasticity to the assemblY.
&enerally all systems are built on these present principles and differ only by their components. Most of these prior art systems have the same dra~backs. The pushing lines at sea are taut and slack alternatively, due to relative motions of the tug and barge, and snap by snatching when the sea deteriora~es. Tl~e han(]lillg o~ tllc)se l;nes is vcry clurnsy and thcre is generally no safe emergency release system.
Rubber tires, rigid connections, and complex "pinch-ing" arrangements are used to space the barge-tug longitudi-nally, usually at the bow of the tu~. Those systems of the prior art, although in use for many years, have not been greatly improved since the tugs ~were pushing only in relatively good weather.
The sizes of tugs and barges are now increasing .~ensibly as well as the necessity to lceep on pushing in adverse condition~. Some recent technological improvements on the fender system of the tug allow the tug to stay in the barge up to fifteen (15) foot seas and there is a demand for improved pushing lines. An increase in the size of the actual syste~
becomes a problem in that large systems are impossible to handle by the crew members and too expensive.
U.S. Patent 4,168,672 issued to Fletcher discloses an apparatus for transmission of thrust from the bow of a tug secured in the bottomless recessed well of a barge. Transmit-ting means is mounted to the bow of the tug to a retainingmeans which is mounted to the stern of the barge and an ajust-able coupling means is mounted to the tug and barge~proximity of the thrust transmitting means and complementary retaining . means. The apparatus may include calbes for connecting the tug to the barge for maintaining longitudinal alignment and a number of resilient bumpers molmted to the bow of the tug to absorb collision shock between tle two vessels.
U.S. Patent 4,148,27~ issued to Bludworth discloses an apparatus for releasably coupling an articulated ship, particularly a tug-barge combination, by use of a coupling arrangement permitting both rigid and flexible interconnection.
O~e vessel is provided with opposed bearing surfaces which are secured to the gripping members of the second vessel. The barge partially accepts the tug in a bottomless notch in its stern.
U.S. Pa~ent 4,168,~72 isslled to ~looper, et al, dis-closes a thrust transmitting, means for a tu~ and barge without mechanical couplin~. A deep bottomless V-notch is provided at the stern of the barge to receive the bow of the tug. The bow of the tug has a thrust exerting member which is adapted to mate thrust receiving means on the barge at dif~erent relative drafts of the two vessels. Automatic lubrication is provided to the mating system.
A prior U.S. Paten~ 4,03l,843 issued to applicant 0 herein, Jean Paul Colin, discloses a tug-barge interconnection where the barge has a longitudin~l groove at the stern of the barge having an inverted T-form in transverse cross-section which is adapted to receive the tug, which has a rigid thrust 'transmitting member attached thereto. The vessels are inter-connected by hydraulic compression members combined withpressure accumulators. Inflatable cushions are interposed between the barge and tug surfaces.
U.S. Patent 4,023,519 issued to Ha~ns discloses an apparatus or coupling a ~ug in a barge. The apparatus com-prises coupling means in the stern of the barge and at the bow of the tug to allow relative movement of the vessels about a vertical axis. Elongated flexible connectors are provided between the vessels, one on each side. The tug can act as a rudder for steering the barge.
U.S. Patent 4,~26,234 issued to ~bilu~, et al, dis-closes a device for coupling a barge to a tug for sea trans-portation, the barge having a stern portion with a bottomless, V-notch or nesl: and the tug having a bow to mate with such nest. The coupling device includes a system oE guiding rollers whicll are mounted on the wings of the nest of the barge including shock absorbers and hydraulic power devices.
Cables are passed over the rollers and fixed to the deck of the tug. The device has self-adjustinp, qualities securing both constant posit:ion of the tug relative to the barge and a constant pressure of the tug against the barge both in pushing.
U.S. Patent 4,013,032 issued to Bludworth discloses an articulated ship co~prising a cargo vessel and a powered vessel. The cargo vessel has a bottornless, V-notch at its stern end for receiving a portion of the powered vessel.
Three individual lockick means are provided for rigidly coup-ling the two vessels together for instantaneous engagement and disengagement. The locking means permit a multiplic;.ty of lQ relative draft engagements of t:he two vessels.
U.S. Patent 4,000,714 issued to Jean Paul Colin (applicant herein), discloses a system for interconnecting barges and tugs in which the barge has a longitudinal grooved recess which is an inverted T-section in cross-section into wh;ch the bow of the tug can adapt itself with clearance when the tug and barge are brought together. They are secured to each other by thrust transmitting and receiving members.
U.S. Patent 3,962,983 issued to Ono discloses a con-necting structure for an oceangoing push barge. The bow of a powered pusher-boat is connected to the stern of a powerless barge in a recessed or notched, bottomless portion formed at the stern of the barge. Projecting connecting pins are pro-vided at positions near the center part of and on both sides of the bow of the pusher-boat. These are inserted in connect ing pin receiving ports formed at corresponding positions in the recess of the barge to unify the vessels into a single navigable vessel.
U.S. Patent 3,954,078 issued to Garcia discloses a method of connecting adjacent units of a barge two with inter-locking connectors between which unit ends deflated cushionsare placed in ex~andable enclosures for preventing friction between the cushions and the tow units when they are later inflated.
U.S. l~atent 3,949,6~9 issued to l~ecse discloses a method and apparatus for connecting two vessels such as a tug and barge to form a composite vessel. It uses a hydraulically powered apparatus to extend a shaft trom the vessel in it on toward the other vessel which has an apparatus to capture the extended shaft.
U.S. Patent 3,935,831 issued to Yamaguchi discloses an apparatus for connecting a tug and a barge in which the bow of the tug is received in a bottomless, notched stern portion of the barge. Movable connectirlg pins are mounted on both sides of the bow of the tu~ and are inserted into vertical channels formed within the notch of the barge.
U.S. Patent 3,922,993 issued to Bluclworth discloses a barge with a bottomless notch in its stern for receiving the bow of a tug with bumpers therebetween to prevent relative yawing of the two vessels. A coupling apparatus is provided to permit vertical pivoting of the two vessels about the point of couplings.
U.S. Patent 3,910,219 issued to Ono discloses a con-20 necting structure ~or tugs and barges wherein the stern of thebarge is notched and bottomless receiving the bow of a tug;
The front and sides of the portion of the tug which is received into the notch of the barge are provided with connecting pins protruding from the tug which are accepted in vertical re-ceiving ports in the notch of the stern.
U.S. Patent 3,892,196 issued to Swoboda discloses a tug-barge connecting system wherein hook-shaped latching members are provided on hoth the tug and barge for coupling the tug to the barge.
U.S. Patent 3,89~.,195 issued to Janssen discloses a tug-barge coupling system in which tension coupling elements are connected to the barge and extend along the barge later-ally of the tug and being connected thereto.
U.S. Patent 4,073,~17 issued to Jean Paul Colin (applicant hereln), discloses a hydra~llically or pne~natically controlled device for locking a ~iston in the bore of its cylinder at any point of its stroke. It comprises a piston .~ and mounted thereon fluid tight seals, a series of wedges, and annular jacks incorporated in the piston.
U.S. Patent 4,072,122 to Balston discloses a hydro-pneumatic device which secures and releases a mooring or tow-ing hawser ~o a vessel.
` U.S. Patent 4,048,941 issued to Legnos discloses a barge with a bottomless notched stern for receiving the bow of a tug for an integrated vessel capable of use on the high seas. The tug is formed to securedly fit into the notch of the barge to prevent lateral movement.
It is also known to form connections both fixed and moving between the tug and the barge at the tug bow.
~ A7hen connecting a tug and V-notched barge, pushing lines are usually firstly connected. One end of a heavy cable., generally a wire rope, is seeured with a shackle to the transom of the barge on each side. The other end of this cable, called the pushing line, runs over a large sheave pinned on the aft deck oi the tug, close t~ the bulwark, and is then secured either to the deck of the ship or to the towing -~inch, sometimes through some kind of device giving some elasticity to the assemblY.
&enerally all systems are built on these present principles and differ only by their components. Most of these prior art systems have the same dra~backs. The pushing lines at sea are taut and slack alternatively, due to relative motions of the tug and barge, and snap by snatching when the sea deteriora~es. Tl~e han(]lillg o~ tllc)se l;nes is vcry clurnsy and thcre is generally no safe emergency release system.
Rubber tires, rigid connections, and complex "pinch-ing" arrangements are used to space the barge-tug longitudi-nally, usually at the bow of the tu~. Those systems of the prior art, although in use for many years, have not been greatly improved since the tugs ~were pushing only in relatively good weather.
The sizes of tugs and barges are now increasing .~ensibly as well as the necessity to lceep on pushing in adverse condition~. Some recent technological improvements on the fender system of the tug allow the tug to stay in the barge up to fifteen (15) foot seas and there is a demand for improved pushing lines. An increase in the size of the actual syste~
becomes a problem in that large systems are impossible to handle by the crew members and too expensive.
U.S. Patent 4,168,672 issued to Fletcher discloses an apparatus for transmission of thrust from the bow of a tug secured in the bottomless recessed well of a barge. Transmit-ting means is mounted to the bow of the tug to a retainingmeans which is mounted to the stern of the barge and an ajust-able coupling means is mounted to the tug and barge~proximity of the thrust transmitting means and complementary retaining . means. The apparatus may include calbes for connecting the tug to the barge for maintaining longitudinal alignment and a number of resilient bumpers molmted to the bow of the tug to absorb collision shock between tle two vessels.
U.S. Patent 4,148,27~ issued to Bludworth discloses an apparatus for releasably coupling an articulated ship, particularly a tug-barge combination, by use of a coupling arrangement permitting both rigid and flexible interconnection.
O~e vessel is provided with opposed bearing surfaces which are secured to the gripping members of the second vessel. The barge partially accepts the tug in a bottomless notch in its stern.
U.S. Pa~ent 4,168,~72 isslled to ~looper, et al, dis-closes a thrust transmitting, means for a tu~ and barge without mechanical couplin~. A deep bottomless V-notch is provided at the stern of the barge to receive the bow of the tug. The bow of the tug has a thrust exerting member which is adapted to mate thrust receiving means on the barge at dif~erent relative drafts of the two vessels. Automatic lubrication is provided to the mating system.
A prior U.S. Paten~ 4,03l,843 issued to applicant 0 herein, Jean Paul Colin, discloses a tug-barge interconnection where the barge has a longitudin~l groove at the stern of the barge having an inverted T-form in transverse cross-section which is adapted to receive the tug, which has a rigid thrust 'transmitting member attached thereto. The vessels are inter-connected by hydraulic compression members combined withpressure accumulators. Inflatable cushions are interposed between the barge and tug surfaces.
U.S. Patent 4,023,519 issued to Ha~ns discloses an apparatus or coupling a ~ug in a barge. The apparatus com-prises coupling means in the stern of the barge and at the bow of the tug to allow relative movement of the vessels about a vertical axis. Elongated flexible connectors are provided between the vessels, one on each side. The tug can act as a rudder for steering the barge.
U.S. Patent 4,~26,234 issued to ~bilu~, et al, dis-closes a device for coupling a barge to a tug for sea trans-portation, the barge having a stern portion with a bottomless, V-notch or nesl: and the tug having a bow to mate with such nest. The coupling device includes a system oE guiding rollers whicll are mounted on the wings of the nest of the barge including shock absorbers and hydraulic power devices.
Cables are passed over the rollers and fixed to the deck of the tug. The device has self-adjustinp, qualities securing both constant posit:ion of the tug relative to the barge and a constant pressure of the tug against the barge both in pushing.
U.S. Patent 4,013,032 issued to Bludworth discloses an articulated ship co~prising a cargo vessel and a powered vessel. The cargo vessel has a bottornless, V-notch at its stern end for receiving a portion of the powered vessel.
Three individual lockick means are provided for rigidly coup-ling the two vessels together for instantaneous engagement and disengagement. The locking means permit a multiplic;.ty of lQ relative draft engagements of t:he two vessels.
U.S. Patent 4,000,714 issued to Jean Paul Colin (applicant herein), discloses a system for interconnecting barges and tugs in which the barge has a longitudinal grooved recess which is an inverted T-section in cross-section into wh;ch the bow of the tug can adapt itself with clearance when the tug and barge are brought together. They are secured to each other by thrust transmitting and receiving members.
U.S. Patent 3,962,983 issued to Ono discloses a con-necting structure for an oceangoing push barge. The bow of a powered pusher-boat is connected to the stern of a powerless barge in a recessed or notched, bottomless portion formed at the stern of the barge. Projecting connecting pins are pro-vided at positions near the center part of and on both sides of the bow of the pusher-boat. These are inserted in connect ing pin receiving ports formed at corresponding positions in the recess of the barge to unify the vessels into a single navigable vessel.
U.S. Patent 3,954,078 issued to Garcia discloses a method of connecting adjacent units of a barge two with inter-locking connectors between which unit ends deflated cushionsare placed in ex~andable enclosures for preventing friction between the cushions and the tow units when they are later inflated.
U.S. l~atent 3,949,6~9 issued to l~ecse discloses a method and apparatus for connecting two vessels such as a tug and barge to form a composite vessel. It uses a hydraulically powered apparatus to extend a shaft trom the vessel in it on toward the other vessel which has an apparatus to capture the extended shaft.
U.S. Patent 3,935,831 issued to Yamaguchi discloses an apparatus for connecting a tug and a barge in which the bow of the tug is received in a bottomless, notched stern portion of the barge. Movable connectirlg pins are mounted on both sides of the bow of the tu~ and are inserted into vertical channels formed within the notch of the barge.
U.S. Patent 3,922,993 issued to Bluclworth discloses a barge with a bottomless notch in its stern for receiving the bow of a tug with bumpers therebetween to prevent relative yawing of the two vessels. A coupling apparatus is provided to permit vertical pivoting of the two vessels about the point of couplings.
U.S. Patent 3,910,219 issued to Ono discloses a con-20 necting structure ~or tugs and barges wherein the stern of thebarge is notched and bottomless receiving the bow of a tug;
The front and sides of the portion of the tug which is received into the notch of the barge are provided with connecting pins protruding from the tug which are accepted in vertical re-ceiving ports in the notch of the stern.
U.S. Patent 3,892,196 issued to Swoboda discloses a tug-barge connecting system wherein hook-shaped latching members are provided on hoth the tug and barge for coupling the tug to the barge.
U.S. Patent 3,89~.,195 issued to Janssen discloses a tug-barge coupling system in which tension coupling elements are connected to the barge and extend along the barge later-ally of the tug and being connected thereto.
U.S. Patent 4,073,~17 issued to Jean Paul Colin (applicant hereln), discloses a hydra~llically or pne~natically controlled device for locking a ~iston in the bore of its cylinder at any point of its stroke. It comprises a piston .~ and mounted thereon fluid tight seals, a series of wedges, and annular jacks incorporated in the piston.
U.S. Patent 4,072,122 to Balston discloses a hydro-pneumatic device which secures and releases a mooring or tow-ing hawser ~o a vessel.
` U.S. Patent 4,048,941 issued to Legnos discloses a barge with a bottomless notched stern for receiving the bow of a tug for an integrated vessel capable of use on the high seas. The tug is formed to securedly fit into the notch of the barge to prevent lateral movement.
3. Gen&ral ~iscussion o.f the Present Invention The present invention solves the prior art problems and shortcomings by providing a barge-tug connection, tension-ing, and hydraulic spacing apparatus which allows relative ` movement between the tùg and the barge in adverse sea condi-2~ tions with a snapping of the pushing line being prevented.
Further, the system of the present invention provides a reduc2d stress on the aft deck of the tug, con.sequently reducing the price of the tug. The present invention further provides a fast, efficient and safe emergency release system which can be operatéd without personnel on deck. The present invention also provides an apparatus which facilitates easy connection of the pushing lines and avoids the handling during connection of the pushing apparatus by deckhands.
The present invention provides a barge and tug con-nection apparatus with a barge having a V-notched portion connecting to a tug, the tug allowed to pitch and heave within the barge notch. At least one elongated elastic pu~shing line having barge and tug end portions is provided, with connections being perfected at the respective end portions to the barge and to the tug. A pre-stressing member mounted in the preferred e~bodiment on the tug stretches the pushing line unifonnly along its length between the tu~ and the barge, the pushing line being unidirectional and being entirely disposed during operation between the tug and the barge, at the end connection portions.
A quick release system allows quick disconnection in, for exa~ple, emergency situations.
An improved fender system provides a plurality of hydraulically actuated pads on the tug to transmit forces between the tug and barge, absorbing shock and preventing damage. The pads act as fenders positioned away from the tug and bear against towers on the barge having bearing surfaces receptive of the pads. An associated hydraulic system pres-surizes the pads to a desired pressure with the pad wear sur-face, with the pads having an indexing spring assembly which registers the pad at a desired normal position absent pres-surization or contact with the bargeA
The pre-stressing member can be a powered lever movably attached to the tug aft deck (see Figures 4 and 6).
The pushing line lever connection can be a hook. and eyelet connection with the lever providing a hook and the pushing line having an eyelet. Other suitable temporary connections such as a claw/ball or removable pin could be used.
The quick release system in the preferred embodiment is a slot in the tug bulwark, with the lever moving through the slot effecting a disengagement with the larger eyelet, the eyelet being unable to push through the slot.
The lever could be powered, for example, hydrauli-cally by using a hydraulic cylinder affixed to the lever and to the tug deck. An alternate embodiment provides a movable powered carriage with an outboard projecting hook ~see Figure 7~, while stlll al-lother em~od-imellt provicle.s the hook portion directly afEixed to the hydralllically powered cylinder (see ~igures 10 and 11).
An improved articulated bow fender maintains hori-zontal spacing of the tug-barge in a longitudinal direc~ion.
The bow fender provides a first generally vertical coupling plate affixed to the tug bow with a second coupling plate attached thereto in a movable fash;on which allows relative movement between the plates. The plates are preferably verti-cally disposed and are preferably connected by a "pinned"connection which allows pivoted relative movement. A plastic generally flat face-plate mounted on the second moving coup ling plate bears against a provided flat surface of the barge.
Both bearing surfaces are generally vertical and flat, and extending laterally a distance in the port-starboard lateral direction. Pressure applied by the pushing lines and the tug urge the tug and barge bearing srufaces together during opera-tion. The plastic surface which can be provided, for example, on the second coupling plate lessens friction and wear between 20 the tug and b.~rge.
It is thus an object of the present invention to provide a V-notched barge and tug connection system allowing relative movement between the barge and tuy, even in heavy seas.
. It is another object of the present invention to provide a ~-notched barge and tug connection system which reduces stresses transmitted to the pushing rig.
Another object of the present invention is to provide an improved fender system for transmitting forces between the barge and tug responsive to relative movement therebetween.
Another object of the present invention is to provide a fender system for use between tug and V-notched barge towing arrangements wherein the side fenders have laterally movable fender surfaces which can be retracted for insertion or re-moval of the tug, and actuated to expand with the wear surface during operation being forced into pt-e~sured contact with the barge.
Another object of the present invention is to provide a resilient fender arrangement for V-notched barge and tug connections which absorbs shock between the tug and bar~e generated during operation.
Another object of the present i.nvention is to provide a V-notched barge and tug connection system wherein the connec-tion is safely made without direct human intervention in the vicinity of the s~ressed pushi.ng lines.
Another object of the present invention is to provide a V-notched barge and tug connection system which is quickly, easily, and safely dlsengaged during, for example, emergency situations.
Still another object of the present invention is to provide a V-notched barge and tug connection system which eliminates the chance of pushing lines becoming slack during the pushing opera~ion, even during excessive relative move-ment between the barge and tug as occurs in heavy seas.
Brief Des r pt _ n of the Dra _ n~l~
For a furt21er understanclin~ of the nature and objects of the present invention, reference should be had to the following detailed description, taken in conjunction with the accompanying drawings, in which like parts are given like reference numerals and wherein:
Figure 1 is a side elevational view of the pre-ferred embodiment of the apparatus of the present invention;
Figu.re lA is a partial perspective view of a ~arge tower and beari.ng surface portion of the preferred embodiment of the apparatus of the present invention;
ligure 2 is a top view of the pre~erred embodiment of the apparatus of the present invention;
Figure 3 is an enlarged partially hroken eleva-tional v.iew of the bow fender portion of the preferredembodiment of the apparatus of the present invention;
Figur~ 4 is a partial plan view bow fender portion of the preferred embodiment of the apparatus of the present invention;
Figure 5 is a front view of the bow fender portion of the preferred embodiment of the apparatus of the present invention;
Figure 6 is a sectional view taken along lines 6-6 of figure 5;
Figure 6A is a fra~mentary view o~ a portion of the bow fender of figures 5-6;
Figure 7 is an elevational view of the inflatable pad side fendeL- portion of the preferred embodirnellt of the apparatus of the present invention;
Figure 8 is a sectional view -taken alon~ li.nes 8-8 of figure 7; alld l~i.cJure 9 is c~ perspectiv~ view o~ the in~ t~ble pad side fen(ler oE figurcs 7-8 showi~ Llle hy~]r~ li.c p~d cover porti.on tllereof;
Fiqure 10 is a part.ial sectional view of the hydraulic pad portion of the preferred embodiment oE the apparatus of the present invent:ion showing details of construction thereof;
Figure 11 is a partial sectional view of the hydraulic pad portion of the preEerred embodiment of the ~pparatus of the present invention showing details of construction thereof Figure 12 is a sectional view taken along lines of figure 9; and ~ Figure 13 is a perspective view of the hydraulic ]5 pad portion of the preferred embodiment of the apParatus of the present invention.
DETAIIJED DESCRIPTIO'~ T~iE PREFF:RREI) J MB(~DIMF,~lT
. ~
Figures 1 and 2 illustrat:e the ~referred embodiment of the apparatus of the present invention in elevation and in plan respectively and designated generally by the numeral 10.
In figure 1 there can be seen a tug 12 having a bow 14 which supports as seen in figure 1, an articulated forward bow fender assembly ll and sicle fender assemblies lO0, 1~2, which during operation abuts barge 20 at surface 22 which normally is a flattened surface as best seen in figures 1 and 2 The connec-~ion achieved between tug 12 can pitch and heave with respectto barge 20. In such a case, bow fender assembly 11 provides a forwardmost surface 13 which abuts the surface 22 of barge 20 and slides upwardly and downwardly with respect ~hereto in a free, unattached manner, as ~ill be described more fully hereinafter. Side fender assemblies 100, 102 are provided on the port and starboard sides respectively of tug 12 and face outwardly to barge 20 sliding thereagainst during operation.
Barge 20 would be a notch-type barge having a notch 25 defined by opposed port and starboard wings 23 and 24 respectively, extending aft of barge 20. As best seen in figure 2, tug 12 is partially received into notch 25.
As will be described more fully hereinafter, when tug 12 enters barge notch 25, side fenders lO0, 102 which are hydraulically operated are deflated, thus leaving a desirable clearance of on the order of, for example~ one inch between wear surfaces provided on the barge and on the respective side fender. ~hen tug 12 is fully within notch 25, side fender assemblies are hydraulically inflated to a pre-deter-mined desired pressure closing the clearance between the re-spective wear surfaces of barge 20 and tug 12. ~ubsequentdeflation of the hydraul;cally operated side fenders 100, 102 allows for release of the tug.
A pair of pushing lines 28, 29 secure tug 12 into notch 25 by attaching generally at the transom 26 of wing 23 and at the transom 27 of wing 24. This pushing line system is more particularly described in my U. S. Patent No~ 4,347,801, Collin, issued September 22, 1981.
Tensile force applied by the pushing line system and more particularly by lines 28, 29 urges tug 12 into notch 25 abutting the bow 14 portion thereof towards surface 22. Side fender assemblies 100 face port 24 w:ing of barge 20 while side fender assemblies 102 face starboard 23 wing of barge 20.
Figures 7 and 8 show more particularly the construction of side fender assemblies 100, 102. Each side fender assembly 100, 102 is positioned to bear and slide against provided corresponding bearing tower extensions 17, 18 (see Figure lA
and Figure 2) of barge 20. Each side fender assembly 100, 102 can include a number of inflatable hydraulic pads 103 with between one and four pads being exemplary.
Figures 3 and 4 show more particularly the construction of bow fender 11. Bow fender 11 provides at least one general-ly vertical coupling plate 30 with three plates 30-32 being shown in the plan view of Figure 2. ~orizontal brackets 35, 36 are also seen. The forwardmost leading edge 37 of each vertical plate 30-32 provides upper and lower indentations 60, 62 for receiving resilient blocks ~for example, rubber) 40, 42 as best seen in Figure 3. The centralmost portion of vertical plates 30-32 project outwardly providing a projected 38 portion which contains opening 43 through which pin 45 is placed. The aforementioned vertical plates 30-32 and hori-zontal plates 35, 36 are rigidly connected to tug 12 at bow 14. A movable, articulated section 50 of bow fender 11 is also provided which attaches to the rigid section 52 as afore-described portion of bow fender 11. The connection is formed by means of pin 45 with o~eniT-gs 4~ being provided in each vertical plate 3n-32 as well as the vertical plates 52-57 o~
articulated section 50 of bow fender ll.. In similar fashion to ehe rigid 52 section of fender 11, articulated section 50 likewise provides a plurality of horizontal brackets 58, 59.
The construction of articulated secti.on 50 o fender 11 can be of welded construction, for example, of structural steel or like suitable material. Each vertical plate S2-57 provides a similar profile to the pro~ile as aforedescribed with re~ard to plates 30-32 of rigid section 52. Indentations 6~-62 are provided which receive blocks 40-42 as shown in figure 3.
Likewise, a projected central portion 64 allows an opening 43 for the placement of pin 45,therethrougl~ en tug 12 pitches and heaves responsive to heavv seas, the tug position with respect to harge 20 will var~ as shown by phantom lines 12A in figure 3 indicatin~ the varyin~ positions of the tug 12 hull with respect to the llull of barge 12. This articula-tion produces expansion and compression of blocks 40-42 as articulation wi~h respect to rigid 52 and articulated 50 sections of coupling takes place about pin 45 and axis 45A.
The forward face 13 of bow fender 11 provides as best seen in figure 5 a matrix of blocks 70, each of which is depicted in section in figure 6. Blocks 70 can be, for . example, o plastic or like material and can be square or rectangular being on the order of one foot square, for example.
A plurality of vertical shear bars ~n-~h and a plurality of horizontal shear bars 75-78 define borders about each pad 70.
Openings 90-92 as shown in figure 6 provide means for inser-tion of anchor bolts 93-94 or the like to secure block 70 against surface plate 41 of fender 11. Surface plate 41 could be, for example, of structural steel or like material and would be we:lded, for example, to the plurality of vertical plates 52-57 and the plurality of horizontal plates 52-58 provided in figures 3 ~ncl 4. ~enillg~ could be of a depth which would allow the heacl 95 of each bolt 93-94 to be at roughly the same depth as the s~lrface 97 of .~hear bars ~ 86.
Plugs 98, 99 of plastic material similar to the plastic material o pad 70 coul~ be provided to thus p,ive an overall continuolls plastic surface to each hlock 70. Each plug 98, 99 would have a chamfer at its inner surface (see figure 6A). The chamfer would insure exposure of the bolts 93, 94 when excess wear occurs. When the bolt head 95 of any bolt 93, 94 appeared, it would mean to ~he visual inspector that the surface 72 of any particular block 7n had ~orn to a degree which required its replacement since at the time the surface 72 of pad 70 would coincide roughly with the surface 97 of the various shear bar ~0-86 or 75-78.
On the port and starboard sides of tug 12 can be seen infla~able side fender assemblies 100, 102, each of which comprises one or more hydraulically inflatable pads 1~3.
Figures 7-12 show more particularly the construction of each inflatable pad 103.
Figures 7-13 illustrate the side fender assembly 100, 102 portions of the preferred embodlment of the apparatu~s of the present invention. In figure 7, a side fender assembly is designated by the numeral 100, 102 representing the same assembly which could be used on both the port and starboard sides respectively of tug 12.
In figure 8, a sec~ional view illustrates an indi-vidual inflatable pad portion 1~3 of a side fen~er assembly with figures 9-12 sho~ing details of construction thereof.
Each side fender assembly ln~, 102 includes, for example, one to four inflatable pad~s 1~3, each having a wear surface 101 which during operation bears against barge 20 at the inner surface of the notched portion thereof. ~ach si~e inflatable pad 103 is provided wi~h a wear surrace to bear and slide against which includes the inner wall of the barge notch 25 as well as a plurality of towers each having a resp~ct-ive inner surface directed inwardly and facing tug 12 and more particularly side fender assemblies 100, 102. Towers 17, 18 are vertically arranged, each providing a surface receptive of pads 103 and which allows vertica:L relative movement of tug 12 with respect to barge 20 and further allows each side fender assembly 100, 102 to move upwardly and downwardly responsive to pitching and heaving motion of the tug 12 and barge 20.
In Figure lA, wear surface 101 of pad 103 is shown in phantom lines, the arrows indicating schematically both extended upward and downward motion of the wear surface 101.
The towers 17, 18 provide a vertical extension of barge 20 which provide the necessary wear surface above the deck of barge 20 when excess pitching and heaving of the tug and barge produces great vertical relative movement during operation.
In Figure 8, a sectional view of an individual hydraulic pad 103 is shcwn. A suitable backup structure 125 would in-clude, for example, a plurality of gusset plates 130 as wellas a second plurality of gusset plates 131 placed at angles thereto.
140 indicates generally the hull line of the vessel, with 120 indicating the hull side shell portion of pad 103.
A rectangularly-shaped fairing 122 would surround the hydraulic pad 103 moving parts with the fairing 11 providing a generally beveled surface beginning at a point flush with hull line ]40 and gradually thickening to a position sub-stantially coplanar with the fully compressed position of wear surface lOlo Designated in Figure 8 would be the normal working position of wear surface 101 as well as its maximum position. As will be described more fully hereinafter, these ~ ~ ~ 8 ~
positions will be reached d~lring operation at ti~es responsive to the expansion and contraction o:E the inflatable pad bladder 104 portion of hydra~llic pad 103, ~hich responsive to pressuri-zation causes pad cover assembly 105 to move away from hull side shell 120 and likewise responsive to contraction allows pad cover assembly 1~5 to return to a normal position. }Iy-draulic fluid would be provided through spigot lnfi to inflat-able pad 103 with hydraulic fluid being supplied thereto using an accumulator and a hydraulic sys~em as more particu-iarly explained in my prior U.S. Patent ~o. 4,031,843, which is hereby incorporated by reference. A peripheral fairing wall 123 surrounds pacl cover assemblv ln5 and inflatable pad 104.
Fi~ures 9-12 show more particularly the construction of hydraullc pad cover 105. Pad cover 1~5 provides a genera]ly rectangular configuration including cover plate 108 which is substantially square or rectangular in construction, and which is reinforced by a reinforcing shoulder lln. A peripheral side retaining wall 109 extends away from cover 1~8 in a di.rec-tion normal thereto and provides a retainer for hydraulic pad bladder 104 during operation. A pl~lrality of openings 107 are provided through cover 105 (and reinforcing shoulder 110) which will be occupied during o~eration by return springs 112 and studs 118.
In figures 10 and 11, the attachment of studs 118 to hull side shell 120 is shown as ~ein~ welded, for example.
Each stud 118 provides a nut llq which could be, for example, threadably attached to stud 118 and affixed thereto. A cup 117 surrounds stud 118 and is placed generally within one of the openings 107 in pad cover assembly ln5. A .srnall opening is provided in cup 117 of a diameter slightly larger than ~he diameter of stucl 118 so that stud 118 will p.~ss therethrough.
However, the opening is smaller than the outside diameter of nut 119 thus retai.nill~ pad cover ln5 in F)o.s; tion yet: a].lowing it ~o move inwardly and outwardly responsive to inflation and deflation of inflatable pad 103.
In fi~ure 11, return sprin~ 112 is shown as being S mounted upon spring retainer 115 ~7hich is secured to hull side shell 120 by nut 114 and stud 113. The nut 114 in con-junction with stud 113 allows a preloading of the spring to a predetermined foree. A spring cup 111 is provided within opening 107 and spring eup stop 116 provides a stop for ~he connection o~ spring 112 to pad cover assembly lOS. It wlll be understood by one skilled in the art from the above, that return springs 112 will normally hold and re~ister pad cover assembly 105 and i.ts at~ached working wear surface 101 in a normal working position as schematically illustrated in both figures 10 and 11. The position of wear surface 101 can be expanded to a maximum allowed position responsive to the intro-duction of hydraulic fluid t~rough spigot 106 and into hydralic pad 104. During neutral pressure wi~hin pad bladder 1~4, a retracted working position will be occupied as return springs 112 would normally index nad cover assembly 105 in that posi-tion. Pressurization forces the pad surface outwardly.
During operation, force applied against working surface 101 as, for example, when tug 12 and barge 20 are sailing trans-mitting force from barge 20 to working surface 1~1, a fully retracted position as sho~n in figures 1~ and 11 would be realized with side wall 109 abutting against hull side shell 120. An access opening 126 would be provided through a rear-most reinforcing plate 132 provided to backup structure 125 allowing the assembly of piping, for example, to spigot 106 for the introduction of hydraulic fluid to inflatable pad 104.
When ~he tug 12 enters in bar~,e notch 25 all hydrau-lic pads 103 are deflated thus leaving a clearance of, for example, on the order of one inch between surface 101 of infla~able pad 103 and the ~c~or~r~ p~on~ing wear surface of towex-s 105, 106 of barge ?0 ()nce the tu~ 1~ is ~ully in notch 25, the hydraulic pads 103 are inflated to a predetermined pressure and ~he clearance between bearing surfaces of the tug and barge are cancelled.
At sea, tug ]2 and barge 20 are subject to hydro-dynamic forces which more particulArly tcnd to move tug 12 side-ways and notch 25J and tug 12 is subject to roll relative to the barge. Hydraulic pads 1~3 have an internal pressure which varies according to the force and prevents the tug to sway, roll, and yaw relative to barge 20.
When tug 12 is to be discomlected Erom barge 20, pushing lines 28, 29 are castoff and hydraulic pads 103 are deflated by opening of a valve. Return sprin~s 112 then force hydraulic lS pad cover 105 toward hull 140 thus building a clearance between tug 12 and barge 20. At that time the tug 12 can leave notch 25.
Hydrauli.c pad bladders 104 can be of a pliable, inflat-able material such as rubber reinforced with steel S (Figs. 10-11).
Components of side fender assemblies 1~0, 102 can be manufactured o~ structural steel or the like.
A flat hydraulic cylinder could be used with a dynamic seal and/or in conjunction with an internal bladder to contain the hydraulic fluid avoiding the necessity to have a dynamic seal subject to wear and tear. A person skilled in the art could make a one piece assembly of the metallic hydraulic cylinder and the cover plate.
The steel rei.nforced bladder or hydraulic flat cylinder could be replaced with a closed-end bellows of, for example, metallic construction.
Because many varying an~ different embodiments may be made within the scope of the inventive concept herein taught, and because many modifications may be made in the embodiments herein detailed in accordance with the descriptive re~uirement of the law, it is to be understood that the details herein are to be interpreted as illustrative and not in a limiting sense.-
Further, the system of the present invention provides a reduc2d stress on the aft deck of the tug, con.sequently reducing the price of the tug. The present invention further provides a fast, efficient and safe emergency release system which can be operatéd without personnel on deck. The present invention also provides an apparatus which facilitates easy connection of the pushing lines and avoids the handling during connection of the pushing apparatus by deckhands.
The present invention provides a barge and tug con-nection apparatus with a barge having a V-notched portion connecting to a tug, the tug allowed to pitch and heave within the barge notch. At least one elongated elastic pu~shing line having barge and tug end portions is provided, with connections being perfected at the respective end portions to the barge and to the tug. A pre-stressing member mounted in the preferred e~bodiment on the tug stretches the pushing line unifonnly along its length between the tu~ and the barge, the pushing line being unidirectional and being entirely disposed during operation between the tug and the barge, at the end connection portions.
A quick release system allows quick disconnection in, for exa~ple, emergency situations.
An improved fender system provides a plurality of hydraulically actuated pads on the tug to transmit forces between the tug and barge, absorbing shock and preventing damage. The pads act as fenders positioned away from the tug and bear against towers on the barge having bearing surfaces receptive of the pads. An associated hydraulic system pres-surizes the pads to a desired pressure with the pad wear sur-face, with the pads having an indexing spring assembly which registers the pad at a desired normal position absent pres-surization or contact with the bargeA
The pre-stressing member can be a powered lever movably attached to the tug aft deck (see Figures 4 and 6).
The pushing line lever connection can be a hook. and eyelet connection with the lever providing a hook and the pushing line having an eyelet. Other suitable temporary connections such as a claw/ball or removable pin could be used.
The quick release system in the preferred embodiment is a slot in the tug bulwark, with the lever moving through the slot effecting a disengagement with the larger eyelet, the eyelet being unable to push through the slot.
The lever could be powered, for example, hydrauli-cally by using a hydraulic cylinder affixed to the lever and to the tug deck. An alternate embodiment provides a movable powered carriage with an outboard projecting hook ~see Figure 7~, while stlll al-lother em~od-imellt provicle.s the hook portion directly afEixed to the hydralllically powered cylinder (see ~igures 10 and 11).
An improved articulated bow fender maintains hori-zontal spacing of the tug-barge in a longitudinal direc~ion.
The bow fender provides a first generally vertical coupling plate affixed to the tug bow with a second coupling plate attached thereto in a movable fash;on which allows relative movement between the plates. The plates are preferably verti-cally disposed and are preferably connected by a "pinned"connection which allows pivoted relative movement. A plastic generally flat face-plate mounted on the second moving coup ling plate bears against a provided flat surface of the barge.
Both bearing surfaces are generally vertical and flat, and extending laterally a distance in the port-starboard lateral direction. Pressure applied by the pushing lines and the tug urge the tug and barge bearing srufaces together during opera-tion. The plastic surface which can be provided, for example, on the second coupling plate lessens friction and wear between 20 the tug and b.~rge.
It is thus an object of the present invention to provide a V-notched barge and tug connection system allowing relative movement between the barge and tuy, even in heavy seas.
. It is another object of the present invention to provide a ~-notched barge and tug connection system which reduces stresses transmitted to the pushing rig.
Another object of the present invention is to provide an improved fender system for transmitting forces between the barge and tug responsive to relative movement therebetween.
Another object of the present invention is to provide a fender system for use between tug and V-notched barge towing arrangements wherein the side fenders have laterally movable fender surfaces which can be retracted for insertion or re-moval of the tug, and actuated to expand with the wear surface during operation being forced into pt-e~sured contact with the barge.
Another object of the present invention is to provide a resilient fender arrangement for V-notched barge and tug connections which absorbs shock between the tug and bar~e generated during operation.
Another object of the present i.nvention is to provide a V-notched barge and tug connection system wherein the connec-tion is safely made without direct human intervention in the vicinity of the s~ressed pushi.ng lines.
Another object of the present invention is to provide a V-notched barge and tug connection system which is quickly, easily, and safely dlsengaged during, for example, emergency situations.
Still another object of the present invention is to provide a V-notched barge and tug connection system which eliminates the chance of pushing lines becoming slack during the pushing opera~ion, even during excessive relative move-ment between the barge and tug as occurs in heavy seas.
Brief Des r pt _ n of the Dra _ n~l~
For a furt21er understanclin~ of the nature and objects of the present invention, reference should be had to the following detailed description, taken in conjunction with the accompanying drawings, in which like parts are given like reference numerals and wherein:
Figure 1 is a side elevational view of the pre-ferred embodiment of the apparatus of the present invention;
Figu.re lA is a partial perspective view of a ~arge tower and beari.ng surface portion of the preferred embodiment of the apparatus of the present invention;
ligure 2 is a top view of the pre~erred embodiment of the apparatus of the present invention;
Figure 3 is an enlarged partially hroken eleva-tional v.iew of the bow fender portion of the preferredembodiment of the apparatus of the present invention;
Figur~ 4 is a partial plan view bow fender portion of the preferred embodiment of the apparatus of the present invention;
Figure 5 is a front view of the bow fender portion of the preferred embodiment of the apparatus of the present invention;
Figure 6 is a sectional view taken along lines 6-6 of figure 5;
Figure 6A is a fra~mentary view o~ a portion of the bow fender of figures 5-6;
Figure 7 is an elevational view of the inflatable pad side fendeL- portion of the preferred embodirnellt of the apparatus of the present invention;
Figure 8 is a sectional view -taken alon~ li.nes 8-8 of figure 7; alld l~i.cJure 9 is c~ perspectiv~ view o~ the in~ t~ble pad side fen(ler oE figurcs 7-8 showi~ Llle hy~]r~ li.c p~d cover porti.on tllereof;
Fiqure 10 is a part.ial sectional view of the hydraulic pad portion of the preferred embodiment oE the apparatus of the present invent:ion showing details of construction thereof;
Figure 11 is a partial sectional view of the hydraulic pad portion of the preEerred embodiment of the ~pparatus of the present invention showing details of construction thereof Figure 12 is a sectional view taken along lines of figure 9; and ~ Figure 13 is a perspective view of the hydraulic ]5 pad portion of the preferred embodiment of the apParatus of the present invention.
DETAIIJED DESCRIPTIO'~ T~iE PREFF:RREI) J MB(~DIMF,~lT
. ~
Figures 1 and 2 illustrat:e the ~referred embodiment of the apparatus of the present invention in elevation and in plan respectively and designated generally by the numeral 10.
In figure 1 there can be seen a tug 12 having a bow 14 which supports as seen in figure 1, an articulated forward bow fender assembly ll and sicle fender assemblies lO0, 1~2, which during operation abuts barge 20 at surface 22 which normally is a flattened surface as best seen in figures 1 and 2 The connec-~ion achieved between tug 12 can pitch and heave with respectto barge 20. In such a case, bow fender assembly 11 provides a forwardmost surface 13 which abuts the surface 22 of barge 20 and slides upwardly and downwardly with respect ~hereto in a free, unattached manner, as ~ill be described more fully hereinafter. Side fender assemblies 100, 102 are provided on the port and starboard sides respectively of tug 12 and face outwardly to barge 20 sliding thereagainst during operation.
Barge 20 would be a notch-type barge having a notch 25 defined by opposed port and starboard wings 23 and 24 respectively, extending aft of barge 20. As best seen in figure 2, tug 12 is partially received into notch 25.
As will be described more fully hereinafter, when tug 12 enters barge notch 25, side fenders lO0, 102 which are hydraulically operated are deflated, thus leaving a desirable clearance of on the order of, for example~ one inch between wear surfaces provided on the barge and on the respective side fender. ~hen tug 12 is fully within notch 25, side fender assemblies are hydraulically inflated to a pre-deter-mined desired pressure closing the clearance between the re-spective wear surfaces of barge 20 and tug 12. ~ubsequentdeflation of the hydraul;cally operated side fenders 100, 102 allows for release of the tug.
A pair of pushing lines 28, 29 secure tug 12 into notch 25 by attaching generally at the transom 26 of wing 23 and at the transom 27 of wing 24. This pushing line system is more particularly described in my U. S. Patent No~ 4,347,801, Collin, issued September 22, 1981.
Tensile force applied by the pushing line system and more particularly by lines 28, 29 urges tug 12 into notch 25 abutting the bow 14 portion thereof towards surface 22. Side fender assemblies 100 face port 24 w:ing of barge 20 while side fender assemblies 102 face starboard 23 wing of barge 20.
Figures 7 and 8 show more particularly the construction of side fender assemblies 100, 102. Each side fender assembly 100, 102 is positioned to bear and slide against provided corresponding bearing tower extensions 17, 18 (see Figure lA
and Figure 2) of barge 20. Each side fender assembly 100, 102 can include a number of inflatable hydraulic pads 103 with between one and four pads being exemplary.
Figures 3 and 4 show more particularly the construction of bow fender 11. Bow fender 11 provides at least one general-ly vertical coupling plate 30 with three plates 30-32 being shown in the plan view of Figure 2. ~orizontal brackets 35, 36 are also seen. The forwardmost leading edge 37 of each vertical plate 30-32 provides upper and lower indentations 60, 62 for receiving resilient blocks ~for example, rubber) 40, 42 as best seen in Figure 3. The centralmost portion of vertical plates 30-32 project outwardly providing a projected 38 portion which contains opening 43 through which pin 45 is placed. The aforementioned vertical plates 30-32 and hori-zontal plates 35, 36 are rigidly connected to tug 12 at bow 14. A movable, articulated section 50 of bow fender 11 is also provided which attaches to the rigid section 52 as afore-described portion of bow fender 11. The connection is formed by means of pin 45 with o~eniT-gs 4~ being provided in each vertical plate 3n-32 as well as the vertical plates 52-57 o~
articulated section 50 of bow fender ll.. In similar fashion to ehe rigid 52 section of fender 11, articulated section 50 likewise provides a plurality of horizontal brackets 58, 59.
The construction of articulated secti.on 50 o fender 11 can be of welded construction, for example, of structural steel or like suitable material. Each vertical plate S2-57 provides a similar profile to the pro~ile as aforedescribed with re~ard to plates 30-32 of rigid section 52. Indentations 6~-62 are provided which receive blocks 40-42 as shown in figure 3.
Likewise, a projected central portion 64 allows an opening 43 for the placement of pin 45,therethrougl~ en tug 12 pitches and heaves responsive to heavv seas, the tug position with respect to harge 20 will var~ as shown by phantom lines 12A in figure 3 indicatin~ the varyin~ positions of the tug 12 hull with respect to the llull of barge 12. This articula-tion produces expansion and compression of blocks 40-42 as articulation wi~h respect to rigid 52 and articulated 50 sections of coupling takes place about pin 45 and axis 45A.
The forward face 13 of bow fender 11 provides as best seen in figure 5 a matrix of blocks 70, each of which is depicted in section in figure 6. Blocks 70 can be, for . example, o plastic or like material and can be square or rectangular being on the order of one foot square, for example.
A plurality of vertical shear bars ~n-~h and a plurality of horizontal shear bars 75-78 define borders about each pad 70.
Openings 90-92 as shown in figure 6 provide means for inser-tion of anchor bolts 93-94 or the like to secure block 70 against surface plate 41 of fender 11. Surface plate 41 could be, for example, of structural steel or like material and would be we:lded, for example, to the plurality of vertical plates 52-57 and the plurality of horizontal plates 52-58 provided in figures 3 ~ncl 4. ~enillg~ could be of a depth which would allow the heacl 95 of each bolt 93-94 to be at roughly the same depth as the s~lrface 97 of .~hear bars ~ 86.
Plugs 98, 99 of plastic material similar to the plastic material o pad 70 coul~ be provided to thus p,ive an overall continuolls plastic surface to each hlock 70. Each plug 98, 99 would have a chamfer at its inner surface (see figure 6A). The chamfer would insure exposure of the bolts 93, 94 when excess wear occurs. When the bolt head 95 of any bolt 93, 94 appeared, it would mean to ~he visual inspector that the surface 72 of any particular block 7n had ~orn to a degree which required its replacement since at the time the surface 72 of pad 70 would coincide roughly with the surface 97 of the various shear bar ~0-86 or 75-78.
On the port and starboard sides of tug 12 can be seen infla~able side fender assemblies 100, 102, each of which comprises one or more hydraulically inflatable pads 1~3.
Figures 7-12 show more particularly the construction of each inflatable pad 103.
Figures 7-13 illustrate the side fender assembly 100, 102 portions of the preferred embodlment of the apparatu~s of the present invention. In figure 7, a side fender assembly is designated by the numeral 100, 102 representing the same assembly which could be used on both the port and starboard sides respectively of tug 12.
In figure 8, a sec~ional view illustrates an indi-vidual inflatable pad portion 1~3 of a side fen~er assembly with figures 9-12 sho~ing details of construction thereof.
Each side fender assembly ln~, 102 includes, for example, one to four inflatable pad~s 1~3, each having a wear surface 101 which during operation bears against barge 20 at the inner surface of the notched portion thereof. ~ach si~e inflatable pad 103 is provided wi~h a wear surrace to bear and slide against which includes the inner wall of the barge notch 25 as well as a plurality of towers each having a resp~ct-ive inner surface directed inwardly and facing tug 12 and more particularly side fender assemblies 100, 102. Towers 17, 18 are vertically arranged, each providing a surface receptive of pads 103 and which allows vertica:L relative movement of tug 12 with respect to barge 20 and further allows each side fender assembly 100, 102 to move upwardly and downwardly responsive to pitching and heaving motion of the tug 12 and barge 20.
In Figure lA, wear surface 101 of pad 103 is shown in phantom lines, the arrows indicating schematically both extended upward and downward motion of the wear surface 101.
The towers 17, 18 provide a vertical extension of barge 20 which provide the necessary wear surface above the deck of barge 20 when excess pitching and heaving of the tug and barge produces great vertical relative movement during operation.
In Figure 8, a sectional view of an individual hydraulic pad 103 is shcwn. A suitable backup structure 125 would in-clude, for example, a plurality of gusset plates 130 as wellas a second plurality of gusset plates 131 placed at angles thereto.
140 indicates generally the hull line of the vessel, with 120 indicating the hull side shell portion of pad 103.
A rectangularly-shaped fairing 122 would surround the hydraulic pad 103 moving parts with the fairing 11 providing a generally beveled surface beginning at a point flush with hull line ]40 and gradually thickening to a position sub-stantially coplanar with the fully compressed position of wear surface lOlo Designated in Figure 8 would be the normal working position of wear surface 101 as well as its maximum position. As will be described more fully hereinafter, these ~ ~ ~ 8 ~
positions will be reached d~lring operation at ti~es responsive to the expansion and contraction o:E the inflatable pad bladder 104 portion of hydra~llic pad 103, ~hich responsive to pressuri-zation causes pad cover assembly 105 to move away from hull side shell 120 and likewise responsive to contraction allows pad cover assembly 1~5 to return to a normal position. }Iy-draulic fluid would be provided through spigot lnfi to inflat-able pad 103 with hydraulic fluid being supplied thereto using an accumulator and a hydraulic sys~em as more particu-iarly explained in my prior U.S. Patent ~o. 4,031,843, which is hereby incorporated by reference. A peripheral fairing wall 123 surrounds pacl cover assemblv ln5 and inflatable pad 104.
Fi~ures 9-12 show more particularly the construction of hydraullc pad cover 105. Pad cover 1~5 provides a genera]ly rectangular configuration including cover plate 108 which is substantially square or rectangular in construction, and which is reinforced by a reinforcing shoulder lln. A peripheral side retaining wall 109 extends away from cover 1~8 in a di.rec-tion normal thereto and provides a retainer for hydraulic pad bladder 104 during operation. A pl~lrality of openings 107 are provided through cover 105 (and reinforcing shoulder 110) which will be occupied during o~eration by return springs 112 and studs 118.
In figures 10 and 11, the attachment of studs 118 to hull side shell 120 is shown as ~ein~ welded, for example.
Each stud 118 provides a nut llq which could be, for example, threadably attached to stud 118 and affixed thereto. A cup 117 surrounds stud 118 and is placed generally within one of the openings 107 in pad cover assembly ln5. A .srnall opening is provided in cup 117 of a diameter slightly larger than ~he diameter of stucl 118 so that stud 118 will p.~ss therethrough.
However, the opening is smaller than the outside diameter of nut 119 thus retai.nill~ pad cover ln5 in F)o.s; tion yet: a].lowing it ~o move inwardly and outwardly responsive to inflation and deflation of inflatable pad 103.
In fi~ure 11, return sprin~ 112 is shown as being S mounted upon spring retainer 115 ~7hich is secured to hull side shell 120 by nut 114 and stud 113. The nut 114 in con-junction with stud 113 allows a preloading of the spring to a predetermined foree. A spring cup 111 is provided within opening 107 and spring eup stop 116 provides a stop for ~he connection o~ spring 112 to pad cover assembly lOS. It wlll be understood by one skilled in the art from the above, that return springs 112 will normally hold and re~ister pad cover assembly 105 and i.ts at~ached working wear surface 101 in a normal working position as schematically illustrated in both figures 10 and 11. The position of wear surface 101 can be expanded to a maximum allowed position responsive to the intro-duction of hydraulic fluid t~rough spigot 106 and into hydralic pad 104. During neutral pressure wi~hin pad bladder 1~4, a retracted working position will be occupied as return springs 112 would normally index nad cover assembly 105 in that posi-tion. Pressurization forces the pad surface outwardly.
During operation, force applied against working surface 101 as, for example, when tug 12 and barge 20 are sailing trans-mitting force from barge 20 to working surface 1~1, a fully retracted position as sho~n in figures 1~ and 11 would be realized with side wall 109 abutting against hull side shell 120. An access opening 126 would be provided through a rear-most reinforcing plate 132 provided to backup structure 125 allowing the assembly of piping, for example, to spigot 106 for the introduction of hydraulic fluid to inflatable pad 104.
When ~he tug 12 enters in bar~,e notch 25 all hydrau-lic pads 103 are deflated thus leaving a clearance of, for example, on the order of one inch between surface 101 of infla~able pad 103 and the ~c~or~r~ p~on~ing wear surface of towex-s 105, 106 of barge ?0 ()nce the tu~ 1~ is ~ully in notch 25, the hydraulic pads 103 are inflated to a predetermined pressure and ~he clearance between bearing surfaces of the tug and barge are cancelled.
At sea, tug ]2 and barge 20 are subject to hydro-dynamic forces which more particulArly tcnd to move tug 12 side-ways and notch 25J and tug 12 is subject to roll relative to the barge. Hydraulic pads 1~3 have an internal pressure which varies according to the force and prevents the tug to sway, roll, and yaw relative to barge 20.
When tug 12 is to be discomlected Erom barge 20, pushing lines 28, 29 are castoff and hydraulic pads 103 are deflated by opening of a valve. Return sprin~s 112 then force hydraulic lS pad cover 105 toward hull 140 thus building a clearance between tug 12 and barge 20. At that time the tug 12 can leave notch 25.
Hydrauli.c pad bladders 104 can be of a pliable, inflat-able material such as rubber reinforced with steel S (Figs. 10-11).
Components of side fender assemblies 1~0, 102 can be manufactured o~ structural steel or the like.
A flat hydraulic cylinder could be used with a dynamic seal and/or in conjunction with an internal bladder to contain the hydraulic fluid avoiding the necessity to have a dynamic seal subject to wear and tear. A person skilled in the art could make a one piece assembly of the metallic hydraulic cylinder and the cover plate.
The steel rei.nforced bladder or hydraulic flat cylinder could be replaced with a closed-end bellows of, for example, metallic construction.
Because many varying an~ different embodiments may be made within the scope of the inventive concept herein taught, and because many modifications may be made in the embodiments herein detailed in accordance with the descriptive re~uirement of the law, it is to be understood that the details herein are to be interpreted as illustrative and not in a limiting sense.-
Claims (20)
1. A barge and tug connection apparatus comprising:
a. a barge providing a V-notch portion for receiving a tug thereinto, said V-notch portion having a generally uniform horizontal section with its bottom open to the sea;
b. a tug for pushing said barge with said notch of uniform horizontal section allowing said tug to pitch and heave along its entire length in said notch relative to said barge;
c. a plurality of inflatable pad assemblies mounted on said tug, each comprising an outer housing having an outer movable wear surface positioned to bear and slide against said barge at sea and inner inflatable means for maintaining said wear surface in contact with said barge absent substantial clearance at sea;
d. pushing line means for maintaining said tug into said notched portion of said barge; and e. bow fender means between the bow of said tug and said notch for longitudinally spacing the bow of said tug from said barge at the bow of said tug, while allowing the bow of said tug to pitch and heave responsive to wave action and with respect to said barge.
a. a barge providing a V-notch portion for receiving a tug thereinto, said V-notch portion having a generally uniform horizontal section with its bottom open to the sea;
b. a tug for pushing said barge with said notch of uniform horizontal section allowing said tug to pitch and heave along its entire length in said notch relative to said barge;
c. a plurality of inflatable pad assemblies mounted on said tug, each comprising an outer housing having an outer movable wear surface positioned to bear and slide against said barge at sea and inner inflatable means for maintaining said wear surface in contact with said barge absent substantial clearance at sea;
d. pushing line means for maintaining said tug into said notched portion of said barge; and e. bow fender means between the bow of said tug and said notch for longitudinally spacing the bow of said tug from said barge at the bow of said tug, while allowing the bow of said tug to pitch and heave responsive to wave action and with respect to said barge.
2. The apparatus of claim 1 wherein said how fender means is affixed to said tug.
3. The apparatus of claim 1 wherein said bow fender means provides in part a first coupling plate secured to said barge and a second coupling plate pivotally affixed to said first coupling plate and allowing relative movement therebetween.
4. The apparatus of claim 3 wherein said first and second plates are connected together at least in part by a pinned connection.
5. The apparatus of claim 1 wherein each of said inflatable pads provides an outer surface which is movable responsive to an increase or decrease in hydraulic volume within said pad.
6. The apparatus of claim 1 wherein said maintaining means comprises at least in part one elongated pushing line secured between said barge and said tug.
7. The apparatus of claim 1 wherein said urging means comprises at least in part one elongated elastic pushing line, said pushing line providing barge and tug end portions, said pushing line stretching during operation responsive to relative movement between said tug and said barge, and there is further provided pre-stressing means associated with said pushing line for pre-stressing said pushing line uniformly along its length between its connection to said barge and to said tug with said pushing line being stressed continuously during operation disallowing a slackening of said pushing line.
8. The apparatus of claim 1 wherein each of said inflatable pads comprises at least in part a pliable bladder.
9. The appartus of claim 8 wherein said bladder is of a steel reinforced rubber material.
10. A barge and tug connection apparatus comprising:
a. a barge providing a V-notch portion for receiving a tug thereinto;
b. a tug for pushing said barge, with said notch portion being of generally uniform horizontal cross-section allowing said tug to pitch and heave in said notch relative to said barge;
c. port and starboard elongated elastic pushing lines, said pushing lines each providing barge and tug end portions connected during operation respectively to said barge and said tug, said pushing lines stretching during operation responsive to relative movement between said tug and said barge;
d. a bow fender mounted on the bow of said tug, and unattached to said barge, sliding thereagainst during operation, said fender comprising:
- a first support member affixed to said tug, - a second support member movably affixed to said first member;
- a vertically disposed wear plate having a wear surface, said surface being positioned forwardly of said tug bow to bear and slide against said barge; and - port and starboard hydraulically inflatable fender means for maintaining said wear surface in contact with said barge absent substantial clearance at sea.
a. a barge providing a V-notch portion for receiving a tug thereinto;
b. a tug for pushing said barge, with said notch portion being of generally uniform horizontal cross-section allowing said tug to pitch and heave in said notch relative to said barge;
c. port and starboard elongated elastic pushing lines, said pushing lines each providing barge and tug end portions connected during operation respectively to said barge and said tug, said pushing lines stretching during operation responsive to relative movement between said tug and said barge;
d. a bow fender mounted on the bow of said tug, and unattached to said barge, sliding thereagainst during operation, said fender comprising:
- a first support member affixed to said tug, - a second support member movably affixed to said first member;
- a vertically disposed wear plate having a wear surface, said surface being positioned forwardly of said tug bow to bear and slide against said barge; and - port and starboard hydraulically inflatable fender means for maintaining said wear surface in contact with said barge absent substantial clearance at sea.
11. The apparatus of claim 10 further comprising pre-stressing means associated with said tug connection means for pre-stressing said pushing line uniformly along its length between said barge connection means and said tug connection means, with said pushing line being stressed continuously during operation on said pre-stressing means disallowing a slackening of said pushing line.
12. The apparatus of claim 10 wherein said port and starboard fender means are affixed to said tug.
13. The apparatus of claim 10 wherein each of said fender means comprises:
- a collapsible hollow rubberized pad defining an inner fluid-containing space and having an opening for transmitting fluid thereinto, and a lateral support frame surrounding in part said pad.
- a collapsible hollow rubberized pad defining an inner fluid-containing space and having an opening for transmitting fluid thereinto, and a lateral support frame surrounding in part said pad.
14. The apparatus of claim 10 wherein said first and second plates are connected at least in part by a pinned connection.
15. The appartus of claim 10 wherein said vertically disposed wear plate provides a low friction bearing surface.
16. The apparatus of claim 10 wherein said port and starboard hydraulically inflatable fender means comprises:
- an inflatable, rubberized hollow pad backing against the hull of said tug;
- a cover plate placed atop said pad sandwiching said pad between said cover plate and said hull, said cover plate further comprising lateral means extending therefrom toward said hull for containing said pad in a lateral direction; and indexing means elastically connecting said hull and said cover plate for returning said cover plate to a neutral position absent presurization of said pad.
- an inflatable, rubberized hollow pad backing against the hull of said tug;
- a cover plate placed atop said pad sandwiching said pad between said cover plate and said hull, said cover plate further comprising lateral means extending therefrom toward said hull for containing said pad in a lateral direction; and indexing means elastically connecting said hull and said cover plate for returning said cover plate to a neutral position absent presurization of said pad.
17. The apparatus of claim 10 further comprising a spigot penetrating said hollow pad and the hull of said tug and a source of hydraulic pressurized fluid connectable to said spigot.
18. The apparatus of claim 10 further comprising a rigid cover plate covering said hollow pad at the outermost surface thereof, and a plurality of indexing springs placed between said rigid cover plate and the hull of said tug for indexing said cover plate with respect to said hull when said hollow pad is unpressurized.
19. A barge-tug connection apparatus comprising:
a. a barge having a notch at its stern end, said notch being defined by provided inner walls of a pair of oppositely disposed spaced apart wing portions, said inner walls being generally vertical and smooth;
b. a tug for pushing said barge, said tug having a bow portion and port/starboard sides respectively, at least the forward portion of said tug occupying a position within said notch during operation;
c. an articulated bow fender assembly affixed to said tug at the bow portion thereo, providing a first member rigidly affixed to said tug bow and a second movable member movably attached thereto, said assembly further comprising a substantially flat vertical forward facing wear surface attached to said movable member and mounted generally perpendicular to the longitudinal axis of said tug, said surface positioned to bear and slide against said barge at the apex of said notch; and d. port and starboard side fender means for maintaining said wear surface in contact with said barge absent substantial clearance at sea.
a. a barge having a notch at its stern end, said notch being defined by provided inner walls of a pair of oppositely disposed spaced apart wing portions, said inner walls being generally vertical and smooth;
b. a tug for pushing said barge, said tug having a bow portion and port/starboard sides respectively, at least the forward portion of said tug occupying a position within said notch during operation;
c. an articulated bow fender assembly affixed to said tug at the bow portion thereo, providing a first member rigidly affixed to said tug bow and a second movable member movably attached thereto, said assembly further comprising a substantially flat vertical forward facing wear surface attached to said movable member and mounted generally perpendicular to the longitudinal axis of said tug, said surface positioned to bear and slide against said barge at the apex of said notch; and d. port and starboard side fender means for maintaining said wear surface in contact with said barge absent substantial clearance at sea.
20. The apparatus of claim 19 wherein said inflatable means is an inflatable pad of steel reinforced rubber.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA000430454A CA1188162A (en) | 1983-06-15 | 1983-06-15 | Barge-tug connection apparatus |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA000430454A CA1188162A (en) | 1983-06-15 | 1983-06-15 | Barge-tug connection apparatus |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA1188162A true CA1188162A (en) | 1985-06-04 |
Family
ID=4125487
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA000430454A Expired CA1188162A (en) | 1983-06-15 | 1983-06-15 | Barge-tug connection apparatus |
Country Status (1)
| Country | Link |
|---|---|
| CA (1) | CA1188162A (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US10202172B2 (en) | 2016-10-05 | 2019-02-12 | Naviform Consulting & Research Ltd. | Articulating tug barge hull |
-
1983
- 1983-06-15 CA CA000430454A patent/CA1188162A/en not_active Expired
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US10202172B2 (en) | 2016-10-05 | 2019-02-12 | Naviform Consulting & Research Ltd. | Articulating tug barge hull |
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