US2691355A - Log barge - Google Patents

Description

Oct. 12, 1954 Lfs. BAIERV 2,691,355

LOG BARGE Filed April 21, 1952' 5 Sheets-Sheet l I I f l E l' I I II w ill Milli- 83 I I uh.-

ATTORNEY L. S. BAIER LOG BARGE 5 Sheets-Sheet 2 Filed April 21, 1952 W; A ORNEY L. S. BAIER LOG BARGE Oct. 12, 1954 s Sheets-Sheet 3 Filed April 21, 1952 1N VENT QR .LAS" Baier- BY ammb wu z ,6; ATTORNEY L. S. BAIER LOG BARGE Oct. 12, 1954 s Sheets-Shet 4 Filed April 21, 1952 ATTORNEY Oct. 12, 1954 1.. s. BAIER 2,691,355

LOG BARGE Filed April 21, 1952 5 Sheets-Sheet 5 Figlz.

DECK AND WINE LDAD COMBINED VERTICAL [ENTER DFERAVITY f .w.| DRAFT 11.511"

} I aqLLA-T 7 I CUNVENTIUNAL DECK LDAU) P5017. t I I 9 x PAYLIJAD (1.055)

310,000 Bu. FT. 1cm- LDAD HEIGHT 9 E VEETIEAL CENTER DFERAYITY me: ammo ETEEL HULL DRAFT 9.52

" INVENTOR 15a TONS EIALLAST nequman 16,. ATTORNEY Patented Oct. 12, 1 954 UNITED STATES PATENT OFFICE LOG BARGE I Ludwig S. 'Baier, Portland, Oreg. Application April 21, 1952, Serial No. 283,327

9 Claims. 1

This invention relates to coastal and seagoing transportation of logs, and material having like buoyant characteristics.

It has been customary to employ various equipment in shipping logs, such as rafts, .deck barges and the like, but all have been found impractical for various reasons, such as failures of the bindings and lashings in retaining the logs together, especially in bad weather, and due to losses, and increased insurance by the underwriters has restricted the towing of log rafts .to a few .months of the year. 'Then again, some barges because of too great a deck load have capsized. In view of these and other conditions, and losses of loads, the .cost of such transportation is very high, and withbargeloads the capacitymust be materially reduced orlimitedto provide proper stability.

The assembling .of a seagoing raft .is most costly due to todays high .labor costs an .dthe failure oflashings or bindings to properly hold the raft together, especially in heavy weather, has resulted in considerable loss. Furthermore, .when a raft breaks up at sea it becomes a menace to navigation as logs four feet and up in diameter and of lengths fromthirty to forty feet can cause severe damage to a ship. I

In making up a log raft for sea tow, chains andcables are used for bindings. While these are tightened at the time the raft is assembled, it is impossible to get them tight enough to prevent working of the mass of logs when in a sea way. Therefore, the raft is nota rigid member. This continual weaving .and rolling motion of the sea sets up considerable friction among the logs, and even though they are wetted this friction is sufficient to cause-fire. It will be appreciated that it is difiicult to tie or bind alarge number of logs of various sizes andlengths into an absolutely rigid member whereby this frictional condition between the logs can be eliminated.

It .is, therefore, one of the purposes of this invention to overcome :these objections, and to provide transportation forgreater loadsw'ith increased stability.

The invention consists =in providing a rigid buoyant center member, to the sides of which, logs or timbers are Jlashed or secured, whichwill increase the stability and buoyancy of the center member-and at'the load carrying capacity of the loading area above the combined center memberand side loads. Extending the load laterallybeyond-the center member :makes it possible to maintain a low center of gravity, .andeliminates the possibility of capsizing.

same time increasing the hull lines is immaterial Another-"feature of the invention is in the provision of a ship or barge which will act and function as a rigid buoyant member, to which a log or timber cargo can be properly secured, and utilizing a part of the load for buoyant purposes by securing it to the sidesof the hull, thereby increasing the buoyancy and stability of the ship or barge and the load carrying capacity.

A further feature of the invention is insecuring to the rigid buoyant member or steel hull the logs or timbers in such a manner that regardless of weather or conditions of the sea, the cargo vwill remain intact; and which securing means can be readily manipulated in the discharge of the cargo from the buoyant member or hull.

It is the purpose of this invention to provide a hull, of ship or barge shape, to act as a rigid buoyant member to which a log cargo would be properly secured. The particular design ,of the so far as this application is concerned as all seagoing hulls must be assigned a load line by the American Bureau of Shipping and outfitted to meet United States Coast Guard Regulations. One, particular type of hull suitable for the purpose is ship shaped, and having dimensions of 183 feet, by 33 feet, by 15 feet, and has a safe loadcapacity of 370,000 board feet of logs. By providing this hull with side cradles vor pockets, which will be more sp'ecifically set forth hereinafter, it has a safe load capacity of 708,000 board feet. In the event of hull damage the logs in the cradles .or pockets would tend .to act as outriggers or outboard lifting po-ntoons.

A hull constructed of steel, which when loaded would permit a greater payload by virtue'of the fact that part of the payload is carried in the cradles or side pockets disposed along the sides of the hull, and the remainder or deck load is arranged to project and extend over the side pockets. The logs in the side pockets provide additional buoyancy for the hull and add to the stability of the hull to such an extent that a greater, than ordinary, deck load can be safely transported.

In a normal ship hull loaded either inside or on deck there are limits 'to what the hull can carry with proper consideration to stability. It should be appreciated, however, that because this invention is directed to the carrying of a cargo consisting of timbers or logs which in themselves are buoyant, and not a dead weight cargo, such as-concrete or structural steel, and utilizing part of this load for buoyant purposes, the problem of transporting logs and timber by employing a rigid buoyant member or steel hull and securing the logs or timbers thereto the cargo will remain in tact as it cannot move or change its position regardless of the weather or conditions of the sea as the cargo is being transported.

In the accompanying drawings:

Figure 1 is a view in side elevation illustrating the load of logs or cargo lashed to the hull of a ship or barge;

Figure 2 is a top plan of the hull of a vessel without its cargo, showing the trip lines for unloading the vessel;

Figure 3 is a detail vertical sectional taken on lines 33 of Figure 1;

Figure 4 is a similar view taken along lines 4- 3 of Figure 1;

Figure 5 is a view similar to Figure l, but illustrating the manner of supporting the end chains or lashings during the loading of a pocket;

Figure 6 is a detail view in front elevation showing a chock post in upright position;

Figure 7 is a detail view in side elevation of a chock post attached to a portable skid beam taken on line l'i of Figure 6;

Figure 8 is a detail View in section of a portable skid beam attached to the girder;

Figure 9 is a detail horizontal sectional view showing the connection between a skid beam and a portable beam;

Figure 1G is a View in top plan of the operating cable and trip lines attached thereto for releasing the lashings of the cargo, wherein the operating cable is being drawn in the direction indicated by the arrow or toward the bow of the hull;

Figure 11 is a somewhat similar view to illustrate the action on the trip lines when the cable is moved in a direction toward the stern of the hull or in an opposite direction to that shown in Figure Figure 12 is a detail view in elevation showing the mounting of the sheaves on the deck and about which the trip lines travel;

Figure 13 is a detail sectional view showing a method of attaching trip lines to operating cable;

Figure 14 is a view in detail in perspective showing the outboard girder attached to a side of the hull with the main beams and portable beams supported on the girder; and with lashings and trip lines;

Figure 15 is a transverse vertical sectional view of loaded hull with lashings attached to a central flexible chain or cable, which may be substituted for center posts shown in Figures 1 and 2;

Figure 15a is a detail view in section, showing a trip line passing over a sheave on the deck and extending along side of the hull in a fender or guard;

Figure 1517 is a detail view in cross section of the side of the hull and fender or guard, taken along line Rib-i lib of Figure 15a;

Figure 16 is a diagrammatic view to illustrate the load or cargo that can be carried on a given hull in accord with the present invention; and

Figure 17 is a similar view illustrating the same size hull with the usual pay load or cargo.

This invention is primarily directed to transportation of logs or timbers and the like, wherein a log raft or barge having a center buoyant member or hull is employed and on which and to the sides thereof the logs are lashed or bound. The logs or timbers being of a buoyant character when lashed to the sides of the hull afford additional buoyancy to the hull and provide facilities for transporting greater pay load and at th same time make for a more buoyant raft or barge having greater stability for safe transportation.

Figures 16 and 17 disclose the loading or cargo of given size hulls, and the difference, based on calculations, between the load that could be carried without the side pocket loadings and the necessary ballast required to give stability, see Figure 17, and the load that can be carried or transported in accordance with the present invention, Figure 16, with increased stability, buoyancy, and carrying capacity, and to maintain a low center of gravity. It will be apparent from the disclosure in Figure 16 that the greater portion of the logs in said pockets will be submerged when the entire deck load is on the vessel or hull. This arrangement will thus add to the buoyancy and also increase the stability of the vessel or hull. It would not be feasible to totally submerge the entire pocket load of logs for the reason that that the vessel would have no freeboard. Again, the degree of submergence of the side pockets of logs would be governed by the payload carried on the deck. By carrying the logs in the side pockets as wing loads the waterlin plane is increased thereby increasing the stability of the vessel or hull.

A hull or buoyant member ill, preferably of metal, is constructed in the shape of a ship or barge having the usual bow and stern, and is provided with a deck ii. For the purpose of illustration and for practical purposes the hull may be 183 feet, by 33 feet, by 15 feet, and attached to each side l2 oi. the hull is an outboard girder 13. The girder is suitably laterally spaced with respect to the side of the hull and is connected at its ends to the sides 12 but intermediate the ends metal gussets id are interposed between the sides 52 and the girder and secured to the girder and hull by any suitable means, such as welding. The gusset-s Hi are arranged in spaced relation to each other and are substantially thirty feet apart. Mounted upon the deck are a plurality of transverse beams l5, preferably I-shaped metal beams, which extend from the center line of the hull in both directions and overlie the gussets id and are connected at their outer ends to the girders l3. These transverse beams are preferably welded to the deck and girders, although other fastening means might be employed. Interposed between adjacent transverse beams and mounted on the deck H are two skid beams Iii which may be of like construction to the transverse beams or could be otherwise constructed of both metal and wood, or metal faced wood beams,

, however, in this instance they have been shown as made of metal. The outer ends of these skid beams terminate short of the sides 12. Connected to the outer ends of the skid beams are portable skid beams 1?, preferably of I-beam construction. Plates iii are secured to the web of the skid beams i6 by rivets or welding l9, and the web of the portable skid beams ii are secured to these plates 13 by means of a bolt 20 to allow for disconnecting the portable skid beams from the skid beams 16. The outer ends of the portable skid beams i'l are supported upon the girders l3. Ears or lugs 22 formed on the girder i3 are disposed on each side of a portable skid beam ll and a bolt 23 extends through the ears and the portable skid beam for removably holding the portable skid beam on the girder l3.

Secured to the outer ends of the portable skid beams ii and transverse beams 15 and on each side of the said beams 15 and ii are plates 24 forming bifurcated ends at the outer ends of these beams. hock posts 26 are located between plates 24 and are pivotally connected to these plates at their lower .ends by pivot pins- 21. 'These posts za-proiect upwardly'from the girder and their inner surfaces abut against the outer ends of thebeamsIS and I7. These posts during the loading of the deck are held in their upright positions by means of latches 28 which are pivotally connected to a plate 24 and receivedin a recess or slot .29 in the opposite plate 24 so that the .posts are held in an .upright position. With the beams I5 and i! secured or connected to the girder t3, the girder is substantially secured to theside of the ship to provide a rigid structure.

Located between the inner ends of th transverse beams l5 and the skid beams l6 are center posts 30. .These posts are secured in any suitable manner to the deck II. Connected to the upper endsof each centerpost 3B are lashing chains or binders-32. These'chains extend over the top of the logs or timbers toward both sides of the hull and are connected to pelican hooks attached to the upper ends of the chock posts 26 by shackles 34. It is well known that the pelican hook consists of a shank 3B and a member 3'! hinged thereto, which member is intended to overlie the shank when the pelican hook is in place and a ring 38 carried by the shank 36 is adapted to be swung over the beak or end of the pivoted member 8'! for locking the pelican hook members together. For each lashing chain or binder 32 is provided a turn buckle 60 attached to center posts 30, for the purpose of taking up any slack in the chain or binder after it has been connected to its respective chock post 26-.

In Figure the deck load is supported in a similar manner to that just described, and as illustrated in the other figures, but in Figure 15 center chains II: are substituted for the center post 30 and these chains 42 are secured to the deck II. Two turn buckles 40 are attached to the ends of each chain 42, to which lashing chains 32 are connected.

Cradles or pockets are formed or provided along each side at intervals throughout the length of the hull. These pockets or cradles are provided between the sides I2 and the girder I3 and between the gussets I4 and beams I5. As previously stated the distance between the gussets is approximately thirty feet and by attaching lashing chains 45 to pad eyes 48 on the outer walls of the hull or sides It by pelican hooks 36 and then attaching the short lengths of chains 43, which are connected to ring links 44 provided in the lashing chains 45, to pad eyes 4'I locatedon the underside or flange of outboard girder l3, a loadingpocket or cradle is "provided. As illustrated, there are preferably four lashing chains 45 for each pocket provided between the adjacent gussets, girder I3 and side of hull, however, it is not the intent to be limited to the number of the lashing chains tfito be employed. The free and re-' maining portions of the lashing chains may be draped or looped over the girder [3 until the pocket or pockets are filled with the logs or timhers. When a pocket is filled or loaded the draped. ends or lashing chains 45 are passed over the logs and shackled to turn buckles :29 attached to pad eyes is mounted on the deck H. The chains '55 are now secured about the logsby adjusting and tightening the turn buckle 49. This causes the short lines +43 to swing upwardly with chains 65 and to slacken-01f as the chains 45 assume and carry the load of logs. The load imposed on the short chains 43 andgirder I3 is now transferred-to. the. chains 45; and pad. eyes. on thersides. ofvthe hull andadeck. JIo-Joad: the

6. pockets, and this is performed before .the deck is.loaded, the lashing chains 4'5 aresupported by the pad eyes 46 and Glen the hull. sides and girders, respectively, with the endsof the chains 25 draped over the girders I3, to provide or form the pockets, between the sides of the hull and girders. The logs may now be deposited by crane into these pockets or cradles with the longitudinal axis of the logs disposed substantially parallel to the axis of the hull and pocket; after the portable skid beams H are removed by disconnecting these beams from .the skid beams I6 upon removal of the bolts'Zii and the withdrawal of the pins or bolts 23 which attach the portable skid-beams H to the girder I 3. See Figures 7, 8 and '9. After the desired number: oflogs or'timbers are :deposited into this space :between the ship and girder and principally supported by the end chain lashings t5, the upper portion of all lashings #5 are then attached to turnbuckles d9 which are permanently secured to deck pad eyes 58, and the turnbuckles tightened, thus shortening the lashings 45 and securing the logs or timbers in the several side pockets against movement.

After this operation the portable'skid beams I'I areagain placed in position whereby they-are connected to their respective skid beams is and girder it. The chock posts 26 are now lifted and held by the latches 28 whereupon the deck is loaded and the logs and timbers piled in a pyramid like shape against the chock post 26, so that the logs overlie the pocket lOgs and girder I 3, and with the axis of the logs disposed substantially parallel to the axis of the hull. This "method of loading increases the load capacity more than double.

The pelican hooksof the lashing chains 32 and #55 are independently operated for the DUI- pose of unloading the cargo. It will be noted that the pelican hooks each have their hinged end adjacent the chock posts Ztor pad eyes 3% on the hull so that the hinged member of the pelican hook 37 can swing so as to release the lashings from the fastening on'the chock posts and pad eyes. Also the latch 28 for each chock post is disengaged from the plates 24 and swung outwardly as indicated in Figure 6 after the logs have been lashed to the deck so that upon the release of pelican hooks of the lashing chains 32 these chock posts will swing outwardly and downwardly as indicated in Figure 7 so that the logs may roll oif from the deck on the beams andskid beams. To accomplish this a cable 5i extends lengthwise of the hull through the center thereof and each end is attached to a winch and 53 located onthe deck II. Located on the deck are a plurality of pairs of sheaves 55 disposed on each side of the cable 5|. These sheaves are located adjacent the beams I 5, I5 and 5?. Attached to the cable 5! by means of a coupling 5! are trip lines A and B. Each pair ofsheaves 55, is preferably mounted between upper and lower faceplates 53, 5s and intermediate face plate 69. Theseplates are maintained in spaced relation by means of bolts ti provided -with spacers 62. The sheaves are journaled between the plates on a pin 63; The lower face plate 5%? is attached to angle iron supports 6 which are attached to deck in any suitable manner. The face plates 58, 59 and Gil prevent the trip lines from becoming fouled and jumping off the sheaves, especially when any of the trip lines are slack.

The trip lines A extend about their: respective sheaveL-S5,:and a'1ong the decki I. l :iparallel to the beams l5, l6 and I7, over sheaves 66 mounted on the deck, and which sheaves are provided with face plate 51' to prevent trip lines from becoming disengaged from sheave, see Figure a, which is representative of all sheaves for the trip lines. The trip lines A continue over sheaves $8 journaled on pin 22 of the chock posts 28 and then over a sheave iii) on upper portion of chock posts 23 to their respective pelican rings 38.

The trip lines B are conducted similarly to trip lines A, over sheaves 55 and 36 to outer edge of deck ii and then downwardly along the sides i2 of the hull to pelican hook rings 33 attached to pad eyes it. Located along the sides E2 of the hull are vertical recessed fenders or guards ill, into the recessed portions of which the trip lines are received, see Figures 15a and 15b. These guards it protect the trip lines B from engagement by the logs or timbers in the pockets and becoming jarmned or bound and interfere with their free travel and movement. It is to be noted that the trip lines A and B are positioned along the deck and beams so that they will not come in contact with the cargo, but are so arranged that there is nothing to interfere with their free travel movement.

From Figures 18 and ii it will be observed that two trip lines A are attached together with the cable bl at opposite points on the cable from the two trip lines B, and on opposite sides or" their respective sheaves 55, so that one set of trip lines A and B lead to one side of the hull and the other set of trip lines A and B to the other side of the hull.

In operating the trip lines the deck load is first released, therefore, the trip lines A will be caused to function upon operating the winch or drum 52. This will put strain on the lines A and slack on the lines B. By placing the pull or strain on the line A the rings 33 of the pelican hooks 2-3 will be withdrawn from the pivoted member 31 allowing the hooked end to swing outwardly and become disengaged from the chock posts. lhe chock posts will, due to the action of the cargo, to roll from the deck on each side of the hull. Upon operation or" the drum or winch 52 trip lines B will be tightened causing the rings of the pelican hooks or" the side pockets to disengage the pivoted member of the pelican hooks and allow it to be disengaged from the pad eyes ll; on the sides or" the hull. This will release the logs or timbers carried in the side pockets so that they can become detached from the hull.

It is evident from the foregoing that some details of construction are capable of some modifications and substitutions, such as substituting winches for the turnbuckles, and hence it is not the intent to be limited to the: exact construction and combinations of parts herein disclosed and described.

I claim:

1. In a log barge assembly, a barge having a deck and sides, means on said deck and extending beyond said sides, a buoyant cargo positioned along said sides in the water and under means and secured to said deck and said sides thereby aftording additional buoyancy to said barge, and a load on said means and deck and extending beyond the sides, said load being supported jointly by said barge and buoyant cargo and augmented by the buoyancy of the cargo with said buoyant cargo substantially in complete submersion.

2. In a log barge assembly, a buoyant hull emswing outwardly and allow the load bodying a deck and sides, outboard means connected to each of said sides and arranged lengthwise and laterally of said sides, flexible means interposed between said sides and said outboard means and connected thereto to provide pockets along said sides, and a plurality of logs received in said pockets and supported by said means with the greater portion of the logs in said pockets being submerged upon the loading of said hull, the logs in said pockets increasing the bouyancy, stability and load capacity of said hull.

3. In a log barge assembly, a buoyant hull comprising a deck and sides, an outboard girder spaced laterally from each side of said hull and extending lengthwise thereof and secured to the sides of said hull, lashings connected to the sides of said hull and to said girders and to said deck for forming pockets along the sides of said hull, logs received in said pockets and supported and secured to said sides by said lashings with the greater portion of the logs in said pockets being submerged upon the loading of said hull, the logs in said pockets increasing the stability, buoyancy and load capacity of said hull, and means on said deck to which said lashings are connected when said pockets are filled to securely bind the logs to the sides of said hull.

i. In a log barge assembly, a buoyant hull comprising a deck and sides, an outboard girder spaced laterally from each side of said hull and extending lengthwise thereof and secured to the sides of said hull, lashings connected to the sides of said hull and to said girders and to said deck for forming pockets along the sides of said hull, logs received in said pockets and supported by said lashings with the greater portion of the logs in said pockets being submerged upon the loading of said hull, the logs in said pockets increasing the stability, buoyancy and load capacity of said hull, means on said deck to which said lashings are connected when said pockets are filled to securely bind the logs to the sides of said hull, beams mounted on said deck and extending over said logs and connected to said girders, additional logs mounted on said deck beams, and means for lashing said last mentioned logs to said beams and deck.

5. In a log barge assembly, a buoyant hull embodying a deck and sides, a plurality of flexible lashings each connected to said deck and to said sides of said hull, buoyant logs disposed between said lashings and sides of said hull and supported by said lashings with the greater portion of said buoyant logs between said lashings and said sides of said hull being submerged upon the loading or said hull, said logs increasing the buoyancy, stability and load capacity of said hull, additional logs mounted on said deck of said hull, and additional lashings connected to said deck for securing said additional logs thereto.

6. In a log barge assembly, a buoyant hull embodying a deck and sides, a plurality of flexible lashings each adjustably connected to said deck and releasably connected to the sides of said hull, buoyant logs disposed between said lashings and the sides of said hull and supported by said lashings with the greater portion of said buoyant logs between said lashings and said sides of said hull being submerged upon the loading of said hull, said logs increasing the buoyancy, stability and load capacity of said hull, additional logs mounted on said deck of said hull, and additional lashings connected to said deck for securing said additional logs thereto, and means for disengaging said lash- 9 ings from the sides of said hull to release said ogs.

7. In a log barge assembly, a buoyant hull embodying a deck and sides, an outboard girder secured to each side of said hull and extending lengthwise thereof, a plurality of lashings each connected to said deck and to the sides of said hull, buoyant logs disposed between said lashings and sides of said hull and supported by said lashings with the greater portion of said buoyant logs between said lashings and said sides of said hull being submerged upon the loading of said hull, said logs increasing the buoyancy, stability and load capacity of said hull, beams mounted on said deck and extending transversely thereof and over said logs and connected to said girders for increasing the deck supporting area, additional logs mounted on said beams, and lashings connected to said deck for securing said additional logson said deck.

8. In a log barge assembly, a buoyant hull embodying a how, a stern and deck, an outboard girder spaced laterally from each side of said hull extending lengthwise thereof and secured to the sides thereof, beams mounted on said deck and extending transversely thereof having their outer ends connected to said girders, said beams being arranged at intervals throughout the length of said hull and afiording an opening between adjacent beams for the insertion of logs between said girders and said sides of said hull, flexible lashings connected to the sides of said hull and to said girders and disposed along the sides of said hull below said beams for forming pockets along the sides of said hull, logs supported and carried by said lashings along the sides of said hull withthe greater portion of the logs in said pockets being submerged upon loading of said hull, the logs in said pockets increasing the stability, buoyancy and load capacity of said hull, removable skid beams disposed between said first mentioned beams and having connection with said deck and said girders, additional logs mounted on said first mentioned beams and skid beams, pivoted chock posts connected to the outer outer ends connected to said girders, said beams being arranged at intervals throughout the length of said hull and aiiording an opening between adjacent beams for the insertion of logs between said girders and said sides of said hull, flexible lashings connected to the sides of said hull and to said girders intermediatesaid beams for forming pockets along the sides of said hull, a plurality of logs received in said pockets and supportedby said lashings with the greater portion of the logs in said pockets being submerged upon the loading of said hull, the logs in said pockets increasing the stability, buoyancy and load capacity of said hull, and removable skid beams disposed between said first mentioned beams and having connection with said deck and said girders for forming a support for the logs carried by said deck and girders,

References Cited in the file of this patent UNITED STATES PATENTS Number Name Date 67,433 Ingram et al. Aug. 6, 1867 687,298 I Cady Nov. 26, 1901 705,465 Spencer July 22, 1902 1,260,618 Anderson Mar. 26, 1918 1,788,138 Wilband et al. Jan. 6, 1931 1,943,166 Dickinson Jan. 9, 1934 2,075,711 Gilley Mar. 30, 1937 FOREIGN PATENTS Number Country Date 586,640, Great Britain Mar. 26, 1941

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