US3091204A - Shallow-draft cargo vessel with captive air spaces - Google Patents

Description

May 28, 1963 H. E. PICKRELL, JR

SHALLOW-DRAFT CARGO VESSEL. WITH CAPTIVE AIR SPACES 2 Sheets-Sheet 1 Filed Sept. 12. 1960 Hugh EPickrell Jr:

IN VEN TOR.

May 28, 1963 H. E. PICKRELL, JR 3,091,204 SHALLOW-DRAFT CARGO VESSEL WITH CAPTIVE AIR SPACES Filed Sept. 12, 1960 2 Sheets-Sheet 2 I26 93 i 93 I22 A28 30 I2 /24 W Q6 9 44 4O we 43 we 60 as Hugh E. Pickrel] Jr.

INVENTOR.

3,091,294 Patented May 28, 1963 3,091,204 SHALLGW-DRAFT CARGO VESSEL WITH CAPTIVE AIR SPACES Hugh E. Pickrell, Jr., Vancouver, Wash, assignor to R.P.T.Z. Patco Inc, Portland, Greg, a corporation of Oregon Filed Sept. 12, 1960, Ser. No. 55,298 Claims. (Cl. 11426) This invention concerns a novel construction for a cargo vessel, and more particularly relates to a shallowdraft cargo vessel that can handle multiple types of cargos constructed with captive air spaces along the sides of the vessel extending substantially along its entire length, whereby the vessel may be fully loaded with the captive air spaces buoying and serving to stabilize the vessel in the water.

In certain operations, particularly in river traffic, a cargo vessel such as a barge and the like may have to be constructed with a relatively flat bottom, so that the vessel can navigate in waters impassable for vessels with a deep draft. While shallow-draft vessels in some localities are fairly widely used, known constructions have been characterized by certain disadvantages that have detracted from their use, and it is toward the correction of these disadvantages that this invention is directed.

The ordinary, shallow-draft barge adapted to carry liquid cargo comprises a hull wtih a relatively fiat bottom, and decking extending between the sides of the hull that closes off its top. Liquid cargo, such as petroleum and the like is carried in the interior of the hull. The vessel, if loaded to carry its maxim-um pay load, ordinarily has relatively little free board along its sides. Thus, loading must be carefully controlled, particularly if the vessel is to encounter rough water. A barge too fully loaded may dive beneath the surface of the water, and sometimes then completely fill up and sink to the bottom. Even should the barge not sink, when submarining occurs, towing is complicated. The difficulties indicated above are particularly troublesome in vessels adapted to handle multiple types of 'cargos. Vessels of the latter description preferably should have separate cargo-carrying spaces for different types of cargos, as this makes for faster loading and unloading and easier cleaning. But the pro vision of separate cargo-carrying spaces adds to the weight of a barge, with the result that the payload that can be carried, without danger of diving or sinking, is less with a multiple cargo vessel than with a single cargo vessel.

It is a general object of this invention to provide an improved construction for a multiple cargo vessel, such as a multiple cargo barge and the like, that takes care of the hereinabove indicated difficult-ies and requirements in a practical and satisfactory manner. The vessel contemplated provides for carrying liquid and bulk cangos in separate spaces, and a novel organization wherein the spaces for carrying the two types of cargos are separated by captive air spaces along the sides of the vessel producing buoyance inhibiting diving, listing, and submarining of the vessel.

More specifically, it is an object of this invention to provide, in a vessel such as a barge and the like, a first cargo-carrying space along the bottom of the Vessel adapted to carry liquid, and a second cargo-carrying space for material such as salt, grain, and the like, disposed above the first cargo-carrying space and completely separated therefrom by void spaces extending along the sides of the vessel. Upright, fluid-tight bulkheads along the sides and ends of the hull of the vessel extend upwardly from the hull and define the side and end limits of the second cargo-carrying space. The bottom of the second cargo-carrying space is defined by a floor spaced above a horizontal partition that extends between the sides of the hull and forms the top of the first cargo-carrying space.

A further object of the invention is to provide a vessel with two cargo-carrying spaces, one spaced above the other, as indicated, that also includes an elongated hollow channel extending along each side of the vessel, with the interior of each channel connected to the first cargooarrying space whereby it may operate as an expansion system for liquids carried in the first cargo-carrying space and also functions as a captive air space lending buoyancy to the vessel.

Other features and objects of the invention will become more fully apparent as the following descniption is read in conjunction with the accompanying drawings, wherein:

FIG. 1 is a side view of a barge constructed according to this invention, middle portions of the barge having been removed for the purpose of shortening the drawing;

FIG. 2 is a cross-sectional View, taken along the line 2-2 in FIG. 1, illustrating the shape of the hull of the barge in cross section, and the bulkheads joined to the hull that extend upwardly from the hull;

FIG. 3 is a cross-ectional view taken along the line 3-3 in FIG. 1 illustrating further details of the barge; and

FIG. 4 is a view, slightly enlarged, of conveyer mechanism shown in FIG. 2 provided for unloading material from a cargo-carrying space in the barge.

Referring now to the drawings, at 10 there is indicated an elongated, shallow-draft barge having a bow and stem indicated at 12 and 14, respectively. The barge, as can be seen with reference to FIGS. 1 and 2, comprises a hull 16, with sides 18, 20 joined to a flat bottom 22. Sides 18, 20 converge on each other at the bow and stern of the barge, and bottom 22 slopes upwardly at the bow and stern, whereby the ends of the barge are tapered.

The construction of the hull is fairly typical. Thus, the sides may be made of the usual steel plate 19 secured to longitudinals 24 extending along each side of the hull, and the bottom may be made of plate 23 secured to longitudinal 26. Longitudinals 24 and 26 are secured to vertical frame sections such as the one indicated generally at 282 in FIG. 2. Vertical frame sections, similar to section 28c, are provided at regular intervals along the length of the hull, at the locations indicated by the paired dotted lines indicated at 28a28h in FIG. 1.

Each frame section, as illustrated by frame section 28s shown in FIG. 2, comprises uprights 30 at the sides and spaced at intervals between the sides of the hull, and transverse beams 32 joining the top set and bottom set of ends of uprights 3d. The beams and uprights are interbraced by braces 33.

Sides 18, 20 and bottom 22 define an elongated first cargo-carrying space 35 along the bottom of the vessel. This cargo-carrying space, in the embodiment illustrated, is adapted to carry a liquid cargo, such as petroleum. The cargo-carrying space is closed off adjacent the ends of the vessel, and the space itself is divided into a series of compartments following one another along the length of the vessel, by making fluid-tight bulkheads that extend transversely of the hull out of selected ones of the sections 28a28h. Thus, with reference to FIG. 2, steel plate 34 is secured to the uprights, transverse beams and braces of section 282, and also has margins sealed to the sides and bottom of the hull, whereby a fluid tight bulkhead is formed at the location of section 28a. Similar fluid-tight bulkheads are formed out of sections 28b and 28g (these defining the ends of the cargo-carrying space), and alternate sections between these two sections (for instance, section 28:1 in FIG. 1). The compartments are further divided between sections 28b, 28g by a vertical.fluid-tight bulkhead 36 that extends along the midline of the vessel between these sections. Bulkhead 36 comprises plate 37 sealed along the lower margin thereof to bottom 22 and secured to one side of the uprights 30 that follow one another along the midline of the vessel. Longitudinal strengtheners 38 are secured to the other side of plate 37.

Fastened to the top of each of the frame sections that is made into a fluid-tight bulkhead ( sections 28b, 23d, 28e, and 28g in FIG. 1), and adjacent each side of hull 16, is an upright, substantially rectangular, core plate 49. These core plates are nonperforate, and each forms a continuation of the fluid-tight bulkhead directly below it. Fastened to the top of each of the frame sections that alternate with those formed into fluid-tight bulkheads (sections 280, 28f in FIG. 1), and adjacent each side of hull 16, is a core plate 41 similar to core plate 40 but having a limber hole 42. Plate 19 along each side of the vesselextends up to the top of the core plates 40, 41 disposed along the side, and is joined to outer edges of these core plates. Top edges of the core plates along each side of the hull are covered by plate 43, and along each side of the vessel, vertical inner edges of the core plates 40, 41 are covered by plate 44. In this manner there is provided an elongated hollow channel along each side of the hull (indicated at 46 and 47, respectively) that extends substantially the length of the hull,

with upper portions of plate 19, plate 43 and plate 44 defining the channels, and core plates 40, 41 providing inner support for the channels. The sides and top of the channels are fluidetight, and the channels have open bottoms, so that the channels communicate along their length with the compartments of the first cargo-carrying space. The channels are divided into sections, by the nonperforate core plates 40, at location directly above those frame sections that are made into fluid-tight bulkheads.

Extending between sides 18, of the hull is a horizontal deck or partition 69. This comprises plate 62 fastened to longitudinals 64 supported on the top edges of upper transverse beams 32. The partition or deck is fluid tight, and along each side of the vessel a fluidtight connection is made between plate 44 of the channel along the side, and the outer margin of deck 60. Plate 34 that'makes a fluid-tight bulkhead of selected frame sections ( sections 28b, 28d, 282, 28g in FIG. 1), extends up'to and is sealed to the underside of plate 62. Thus, partition or deck 60 closes oil the top of the first cargocarrying space, and it will be noted that the Various compartments of the space are isolated one from another.

As already indicated, the cargo-carrying space along the bottom of the hull and beneath deck 60 is adapted to hold liquidcargos such as petroleum, and such a cargo is fed into and removed from the vessel, using conventional piping indicated at 68. Each compartment of the space isprovided with an ullage pipe 70. The hollow channels along each side of the hull (each defined by upper portions of plate 19, plate 43, and plate 44) function as an expansion system for the various compartments.

The sections of channel 46 along one side of the hull, and the sections of channel 47 along the other side of the hull, are connected to a vent conduit 72 by pipe connectors 74 (see FIG. 1). Vent conduit 72 has an end 72a disposed substantially above the highest normal 'load water line for the vessel with the vessel loaded (such water line being indicatedat 76)." End 72a is equipped with a pressure responsive valve 78 sensitive to diflerences between atmospheric pressure and the pressure within the channel vented by conduit 72. The valve operates to relieve pressure diflerences exceeding a predetermined amount, normally in the range of about one and a half pounds per square inch, by accommodat ing appropriate inflow or outflow of gas through vent conduit 72:

In the usual construction, channels 46, 47 are of sucha size that the spaces within the interiors of the channels have a combined volume that is approximately 5% of the volume of the cargo-carrying space below deck or partition 6%. When the vessel is filled with a petroleum cargo, the interiors of channels 46, 47 are left open. That is to say, the vessel ordinarily is filled approximately to the level of the underside of deck 60. This enables the spaces within the channels to function as an expansion system. The spaces within the'channels also serve another important function, in that they constitute captive air spaces disposed along the sides of the barge. These captive air spaces produce a buoyancy along the sides of the barge that gives the barge lateral stability, and inhibits diving and submarining of the barge.

Continuing with the description of the barge, above partition or deck 60 is a second cargo-carrying space, indicated at 80, adapted to carry dry cargos such as grain, salt, coal, and the like. Space 80 is completely isolated from space 35, and each may be used-for: a selected cargo without the cargo of one space contaminating the cargo of the other space. For instance, petroleum may be carried in first cargo-carrying space 35 with the barge traveling in one direction, and grain carried in the return trip for the barge in space 80, with the grain loaded directly into space 80 without the necessity of any steam cleaning, as Would be necessary if petroleum and grain were carried in the same space. The sides of space 80 are defined by upper portions of fluid- tight bulkheads 86, 88 extending upwardly from locations adjacent the sides of the hull. Each bulkhead comprises vertical ribs 99 with enlarged bottom ends 92 joined to plate 62 of deck 60. Ends 92 are also secured to plates 44 that define the inner sides of channels 46, 47. Longitudinally extending strengtheners in terconnecting the ribs are indicated at 93. Steel plate 94 extends over the outside of ribs of each bulkhead and is secured to the ribs. The bottom margin of plate 94 is sealed to plate 43 of the channel therebelow. With reference to FIG. 1, the ends of space 80 are defined by fluid- tight bulkheads 96, 98 that constitute continuations.

of the fluid-tight bulkheads formed of frame sections 2817, 28g. Toward the bow and stern of the hull from bulkheads 98, 96, respectively, are fluid- tight decks 100, 102 that seal ofl the top of hull 16 at the bow and stern.. Thus, completely around space 80 are walls that are fluid tight, that enable the vessel to ride in the water with tlze7s6urface of the water at the load water line indicated a Over the top of space 80 is roof structure 1 10 comprismg panels 111 supported on longitudinals 113 and roof ibeams 112. Stanchions supporting middle portions of the roof structure are shown at 116. along the midline of the roof structure, and 1s opened and closed by slidable covers 120.

Within the space bounded by bulkheads '86, 88 and bulkheads 96, 98 is fluid-tight floor structure 121. This inthe opening cludes floor sections '122, 124 sloping downwardly and.

to saddles 149 and stanchions 116. Floor structure 121 defines the bottom of space 80. Since the floor sections of the structure slope toward the troughs, dry material 7 tends to fall by gravity into the troughs during unloading.

Material isunloaded from space 81) by moving it along troughs 126 toward the bow of the barge, Where it dumps from the troughs into a collecting pit or sump 146 (s'ee An opening 118 extends floor sections are supported FIG. 1) positioned below and adjacent the ends of the troughs. Preferably automatic unloading mechanism of the type disclosed in US. Patent 2,889,942, for instance, is provided for removing material from a trough. A-s described in this patent, and with reference to FIG. 4, such an unloading mechanism comprises a pair of elongated conveyor screws, such as those indicated at 150 and 152, mounted Within each trough, and an overlying hood structure, indicated at 154, that covers the conveyor screws and prevents material from falling around and completely engulfing them. Material falls into opposite sides of a trough through slots 156 that extend longitudinally along opposite sides of the trough.

Screws 150, 152 are driven by motors 160 disposed in a motor room adjacent the stern of the vessel, indicated at 162. The motor room has a fioor 164, a front wall 170 and a ceiling 172, that join bulkheads 86, 88 and that together close off the room from the first and second cargocarrying spaces described. Drive from a motor to a conveyer screw is through a speed reducer, indicated at 174. The screws are rotated by the motors in a direction that causes material falling into a trough to be carried toward the bow of the barge, where it may tall into collection pit 146.

Adjacent the bow of the vessel, and directly above pit 1 6, is a hatch 176. Material is removed from pit 146 by any suitable conveyer mechanism inserted downwardly into the pit through hatch 176. A hatch cover 178 is swung downwardly over the hatch to close it, when the hatch is not in use.

With particular reference to FIG. 2, it will be seen that fioor sections 122, 124 of structure 120 are spaced a substantial distance above partition or deck 60. Thus, there are large voids between the upper side of the deck and the underside of the floor sections, one along each side of the barge, and these voids extend along the sides of the barge the entire length of space 80, which is a major portion of the length of the barge. These voids also function as captive air spaces providing buoyancy for the barge and inhibiting diving, listing, and submerging of the barge.

Using the barge of the invention, a load can be carried where little if any free board exists along the sides of the barge. In fact, the barge can be loaded to such an extent that the sides of the hull along portions of the barge intermediate the bow and stem are completely under water. Even when fully loaded, and when moving in rough water, the barge maintains its lateral stability and is buoyed from diving and sinking, by the captive air spaces described that extend along opposite lateral sides of the hull. The barge can handle with equal facility multiple types of cargos.

It is claimed and desired to secure by Letters Patent:

1. A shallow-draft cargo vessel comprising an elongated hull with bottom and sides defining an elongated first cargo-carrying space along the bot-tom of the vessel, 21 horizontal fluid-tight partition spaced vertically above said bottom and extending between the sides of the hull and closing ofi the top of said first cargo-carrying space, an upright longitudinally extending fluid-tight bulkhead joined to the hull and extending upwardly from each side of the hull and said partition, an upright transversely extending fluidti-ght bulkhead joined to the hull and extending upwardly from said partition adjacent each end of the hull, said bulkheads defining the side and end limits of a second cargo-carrying space disposed above said first cargo-carrying space, a fluid-tight floor for said second cargocarrying space extending between said bulkheads above said partition, said floor along each side of the hull being spaced a substantial distance above said partition and the underside of said floor and the topside of said partit=ion along each side of the vessel defining an elongated captive air space in the vessel.

2. In a shallow-draft cargo vessel comprising an elongated hull with bottom and sides defining an elongated first cargo-carrying space along the bottom of the vessel, and means along each side of the vessel defining an elongated hollow channel communicating adjacent the bottom there- 'of with :said first cargo-carrying space, said channels functioning as expansion chambers for said first cargo-carrying space, the improvement comprising a horizontal fluid-tight deck extending between the sides and ends of the hull and closing off the top of said first cargo-carrying space, an upright longitudinally extending fluid-tight bulkhead joined to the hull and extending upwardly from each side of the hull and said deck, and an upright transversely extending fluid-tight bulkhead joined to the hull and extending upwardly from said deck adjacent each end of the hull, said bulkheads defining the side and end limits of a second cargo-carrying space disposed above said first cargo-carrying space, and a fluid-tight floor for said second cargocarrying space extending between said bulkheads above said deck, said floor along each side of the hull being spaced a substantial distance above said deck, the underside of said fioor and the top of said deck defining an elongated captive air space in the vessel along each side of the vessel, said captive air spaces being closed oil? from said expansion chambers.

3. A shallow-draft cargo vessel comprising an elongated hull with bottom and sides defining an elongated first cargo-carrying space along the bottom of the vessel, 2. horizontal fluid-tight partition spaced vertically above said bottom and extending between the sides and ends of the hull and closing off the top of said first cargo-carrying space, an upright longitudinally extending fluid-tight bulkhead joined to the hull and extending upwardly from each side of the hull and said partition, an upright transversely extending fluid-tight bulkhead joined to the hull and extending upwardly from said partition adjacent each end of the hull, said bulkheads defining the sides and end limits of a second cargo-carrying space disposed above said first cargo-carrying space, and a fluid-tight floor for said second cango-carrying space extending between said bulkheads and defining the bottom of said second cargo-carrying space, said floor along the length of the vessel sloping downwardly progressing from the sides of the vessel toward the midline of the vessel whereby material carried in the second cargo-carrying space on unloading is directed by the floor toward the midline of the vessel, said fioor adjacent the sides of the vessel being spaced a substantial distance above said partition and the underside of the floor and the topside of said partition providing along a substantial portion of the length of the vessel a captive air space along each side of the vessel.

4. In a shallow-draft cargo vessel comprising an elongated hull with bottom and sides defining an elongated first cargo-carrying space along the bottom of the vessel, and means along each side of the vessel defining an elongated hollow channel communicating adjacent the bottom thereof with said first cargo-carrying space, said channels functioning as expansion chambers for said first cargo-carrying space, the improvement comprising a horizontal fluid-tight deck extending between the sides and ends of the hull and closing off the top of said first cargo-carrying space, an upright longitudinally extending fluid-tight bulkhead joined to the hull and extending upwardly from each side of the hull and said deck, an upright transversely extending fluid-tight bulkhead joined to the hull and extending upwardly 'from said deck adjacent each end of the hull, said bulkheads defining the side and end limits of a second cargo-carrying space disposed above said first cargocarrying space, and a fluid-tight floor for said second cargo-carrying space extending between said bulkheads above said deck, said floor along the length of the vessel sloping downwardly progressing from the sides of the vessel toward the midline of the vessel whereby material carried in the second cargo-carrying space on unloading is directed by the floor toward the midline of the vessel, said floor adjacent the sides of the vessel being spaced a substantial distance above said deck, the underside of the floor and the top side of said deck defining an elongated captive m'r space in the vessel along each side of the vessel, said captive air spaces being closed oiffrom said expansion chambers.

5. A shallow-draft cargo vessel comprising an elongated hull with a substantially flat bottom and sides defining an elongated holdvjor liquid along the bottom of the vessel, a horizontal fluid-tight deck extending between the sides and ends of the hull and closing off the top of said hold, bulkheads joining with said deck and extending upwardly therefrom and defining the side and end limits of an e-longatedsecond hold extending :along the length of said vessel superimposed over said deck, a fluid-tight floor for said second hold extending between said bulkheads and spaced above said deck, said floor along the length of the vessel sloping downwardly progressing from each side of the vessel toward the midline of the vessel, said floor because 15 of its slope being operable on unloading of material from said second hold to direct such material toward the 0 midline of the vessel, said floor because of its slope also having an underside which along each side of the vessel is spaced a substantial distance above the horizontal deck below the floor so that an elongated captive air space is defined along each side of the Vessel, said captive air spaces being closed off from said hold for liquid.

References Cited in the file of this patent UNITED STATES PATENTS 190,542 Brooks May 8, 1877 643,064 Kershaw Feb. 6, 1900 843,390 Burney Feb. 5, 1907 1,111,740 Frear Sept. 29, 1914 2,594,930 Hudson Apr. 29, 1952 2,889,942 Russell June 9, 1959

Claims (1)

1. A SHALLOW-DRAFT CARGO VESSEL COMPRISING AN ELONGATED HULL WITH BOTTOM AND SIDES DEFINING ON ELONGATED FIRST CARGO-CARRYING SPACE ALONG THE BOTTOM OF THE VESSEL, A HORIZONTAL FLUID-TIGHT PARTITION SPACED VERTICALLY ABOVE SAID BOTTOM AND EXTENDING BETWEEN THE SIDES OF THE HULL AND CLOSING OFF THE TOP OF SAID FIRST CARGO-CARRYING SPACE, AN UPRIGHT LONGITUDINALLY EXTENDING FLUID-TIGHT BULKHEAD JOINED TO THE HULL AND EXTENDING UPWARDLY FROM EACH SIDE OF THE HULL AND SAID PARTITION, AN UPRIGHT TRANSVERSELY EXTENDING FLUIDTIGHT BULKHEAD JOINED TO THE HULL AND EXTENDING UPWARDLY FROM SAID PARTITION ADJACENT EACH END OF THE HULL, SAID BULKHEADS DEFINING THE SIDE AND END LIMITS OF A SECOND CARGO-CARRYING SPACE DISPOSED ABOVE SAID FIRST CARGO-CARRYING SPACE, A FLUID-TIGHT FLOOR FOR SAID SECOND CARGOCARRYING SPACE EXTENDING BETWEEN SAID BULKHEADS ABOVE SAID PARTITION, SAID FLOOR ALONG EACH SIDE OF THE HULL BEING SPACED A SUBSTANTIAL DISTANCE ABOVE SAID PARTITION AND THE UNDERSIDE OF SAID FLOOR AND THE TOPSIDE OF SAID PARTITION ALONG EACH SIDE OF THE VESSEL DEFINING AN ELONGATED CAPTIVE AIR SPACE IN THE VESSEL.

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