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WO2006033640A1 - Peniche et procede pour la decharger d'une cargaison - Google Patents

Peniche et procede pour la decharger d'une cargaison Download PDF

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Publication number
WO2006033640A1
WO2006033640A1 PCT/SG2004/000311 SG2004000311W WO2006033640A1 WO 2006033640 A1 WO2006033640 A1 WO 2006033640A1 SG 2004000311 W SG2004000311 W SG 2004000311W WO 2006033640 A1 WO2006033640 A1 WO 2006033640A1
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WO
WIPO (PCT)
Prior art keywords
barge
hull
deck
ballast
tank
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/SG2004/000311
Other languages
English (en)
Inventor
Eng Soon Goh
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
SALAM INTAN
Original Assignee
SALAM INTAN
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by SALAM INTAN filed Critical SALAM INTAN
Priority to PCT/SG2004/000311 priority Critical patent/WO2006033640A1/fr
Publication of WO2006033640A1 publication Critical patent/WO2006033640A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B35/00—Vessels or similar floating structures specially adapted for specific purposes and not otherwise provided for
    • B63B35/28—Barges or lighters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B35/00—Vessels or similar floating structures specially adapted for specific purposes and not otherwise provided for
    • B63B35/28—Barges or lighters
    • B63B35/30—Barges or lighters self-discharging
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B43/00—Improving safety of vessels, e.g. damage control, not otherwise provided for
    • B63B43/02—Improving safety of vessels, e.g. damage control, not otherwise provided for reducing risk of capsizing or sinking
    • B63B43/04—Improving safety of vessels, e.g. damage control, not otherwise provided for reducing risk of capsizing or sinking by improving stability
    • B63B43/06—Improving safety of vessels, e.g. damage control, not otherwise provided for reducing risk of capsizing or sinking by improving stability using ballast tanks

Definitions

  • This invention relates to a barge and a method of discharging a load on the barge.
  • this invention relates to flat top barges and methods of discharging bulk materials by controlled rolling/tilting of the barges.
  • Erosion of land by running water is a natural process.
  • the eroded materials are carried down by the running water into drains, canals, rivers and finally into the seas. Once these channels of water lose their potential energy, such as at the distributaries of a river, sedimentation occurs.
  • An aim of the present invention is to provide a barge for transfer or discharge of bulk materials, and a method of transferring or discharging the load from the barge in an efficient manner when compared to known methods.
  • a flat deck barge operable to transfer and unload bulk materials
  • said barge comprising: a hull and a deck, and the void between the hull and deck is compartmentalised by one or more longitudinal and/or Jateral buffer plates to form one or more longitudinal rows of compartments; each compartment has one or more ballasting ports; wherein water is allowed to flow through the ballasting ports into at least a first row of compartments to shift the centre of gravity to one side of the hull and cause the hull and deck to roll or list, thereby allowing the bulk materials on the resulting inclined deck to discharge over the -edge, and wherein water is allowed to flow out through the ballasting ports to shift the centre of gravity back to its normal position and the deck to assume its horizontal position, thereby allowing the barge to transfer materials.
  • compressed air is provided to the ballast compartments to dewater these compartments.
  • a flat deck barge operable to transfer and unload bulk materials
  • said barge comprising: a hull and a deck, and the void between the hull and deck is partitioned into ' at least two ballast tanks, each tank further compartmentalised by one or more longitudinal and/or lateral buffer plates to form one or more rows of compartments, and each compartment has one or more ballasting ports; and a compressed air supply means to each ballast tank, said air supply means including a manifold, an air release valve and air pipes, said air release valve is operable to close and compressed air to supply from said selected manifold to the associated ballast tank with each ballasting port operable to open, so that the compressed air is provided to dewater the selected ballast tank, at least partially; wherein ballasting water into the one or more rows of compartments of the first ballast tank and/or dewatering one or more rows of compartments of the second tank shifts the centre of gravity to one side of the hull and causes the hull and deck to roll
  • a flat deck barge operable to transfer and unload bulk materials
  • said barge comprising: a double split hulls, each hull has a deck and the void between the hull and deck is partitioned into at least two ballast tanks, each tank further compartmentalised by one or more longitudinal and/or lateral buffer plates to form one or more rows -of compartments, and each compartment has one or more ballasting ports; at least two pivot assemblies connecting said split hulls to each other; and a compressed air supply means to each ballast tank, said air supply means including a manifold, an air release valve and air pipes, said air release valve is operable to close and compressed air to supply from said selected manifold to the associated ballast tank and each ballasting port operable to open, so that the compressed air is provided to dewater the selected ballast tank, at least partially; wherein ballasting water into the one or more rows of -compartments of the first ballast tank and/or dewatering one or more rows of compartments of the
  • a flat deck barge operable to transfer and unload bulk materials
  • said barge comprising: a triple- split hull, wherein the split lines are parallel and along an axis of the barge, each hull has a deck and the void between the hull and deck is partitioned into at least two ballast tanks, each tank further compartmentalised by one or more longitudinal and/or lateral buffer plates to form one or more rows of compartments, and each compartment has one or more ballasting ports; at least two pivot assemblies connecting each component hull to each adjacent hull; and a compressed air supply means to each ballast tank, said air supply means including a manifold, an air release valve and air pipes, said air release valve is operable to close and compressed air to supply from said selected manifold to the associated ballast tank with each ballasting port operable to open, so that the compressed air is provided to dewater the selected ballast tank, at least partially; wherein ballasting water into the one or more rows of compartments of the first ballast tank and
  • each baJlast tank is further compartmentalised to enhance controlled rolling/listing and stability of the barge.
  • ballast port for barge where both sides are provided with ballast port, they can be opened/closed at the same time for water to enter the ballast tank when the deck surface is required to submerge horizontally into the water to a required depth.
  • control rolling/listing for the barge where their ballast tank is empty/almost empty and where their ballast tank already filled with substantial water can be achieved as follows:
  • ballast tank For barge where the ballast tank is empty/about empty: rolling/listing of barge is achieved by ballasting the water into the ballast tank by; open the ballast ports at the ⁇ selected side and open the release valve; once the ballast ports and release valve are opened, the ballast tank is ventilated and water starts to enter into the ballast tank through the ballast ports at the selected side and air inside the ballast tank is forced to enter into the air port and air pipes and escape out from the ballast tank through the release valve.
  • water continues to enter into the ballast tank from the selected side air continues to escape out from the ballast tank; this causes the center of gravity of the barge to shift and allows controlled rolling of the barge, thereby enabling the unloading of the bulk materials from the resulting inclined deck surface.
  • the opening/closing of the release valve and/or ballast ports the amount/speed of water entering the ballast tank/compartments is controlled thus, the rolling/listing of the barge is controlled.
  • the angle of inclination of the barge deck surface also increases, although in many cases, most of the material would be discharged from the barge deck surface when the barge has rolled/listed.
  • all the valve and ballast ports be closed to prevent/stop water from entering the ballast tank and to keep the barge at this last position for preparing the barge to roll back to the horizontal position and this can be achieved by the following:
  • rolling/listing of barge is achieved by dewatering water out from the ballast tank, closing release valve, opening the ballast ports at the selected side and opening the on/off valve (at the manifold determined to be on the top after the barge rolled/listed) and supplying compressed air enters the ballast tank to displace the water in the tanks/compartments.
  • this causes the center of gravity of the barge to shift and allows controlled rolling of the barge, thereby enabling the unloading of the bulk materials from the resulting inclined deck surface.
  • By controlling the opening/closing of the on/off valve and/or ballast port the amount/speed of water escaping the ballasting is controlled thus, the rolling/listing of the barge is controlled.
  • the angle of inclination of the barge deck surface would also increase, although in many cases, most of the material would be discharged from the barge deck surface when the barge has rolled/listed to an angle.
  • ballast ports located at the lower portion of the barge with respect to the barge vertical position
  • on/off valve and closing of the air release valve allows compressed air to enter the ballast tank. Once compressed air starts entering the ballast tank, water would be forced out from the ballast port. It is understood that after the discharge, the total weight of the barge would reduce and the out going water created a push force from the said side would also be used as a pushing force to roll the barge back to the horizontal position in a revert direction.
  • one or more bow thrusters 50 are installed at the side and/or bow/stern of the barge. These bow thrusters are provided to assist rolling/listing of barge in the selected direction before and/or after material discharge.
  • one or more buffer plates are used for compartmentalising each ballast tank; these buffer plates are provided for improving controlled rolling and stability of the barge.
  • one or more flow valves near the bottom of the partitioning plates separating each adjacent ballast tank are also provided, wherein opening the flow valves allow waters and/or air to flow from one ballast tank to another, whereas, closing the flow valves will stop water/air to flow from one ballast tank to another.
  • each barge/component hull should have at least one manifold to facilitate easy air control/connection.
  • barge/component hull provided with two and/or more ballast tanks can also share one unit of manifold with pipes connected to the ballast tanks/compartments.
  • these manifolds can also be connected to each other using interlink pipes/hoses and selector valves can be used to selectively control the air/compressed air for the selected ballast tanks/compartments
  • the manifold and air release valve are located near the sides of the barge/component hull, such that after the barge has rolled/listed, the manifold and valve in use are above the water level.
  • manifolds are interconnected with a pipe section complete with selector valves for additional control of ballasting.
  • one or more air pipes serve as air passages between the manifold and the ballast tanks/compartments.
  • air pipes with protective enclosure are provides on top the deck surface and branches of pipes are use to joint between the air pipes and the ballast tanks/compartments for air controls.
  • air ports are provided along the air pipe, said air port provide point for air/compressed air to escape/enter the selected ballast tank/s.
  • the barge having split-hulls further comprise a chain or rope of adjustable length to .limit the opening of the split hulls.
  • locking means are also provided to prevent the split hulls from accidentally opening.
  • the barge is towed or pushed by means of push type and/or tow type tugboats, and power and/or controlled rolling is carried out remotely from the tugboats.
  • on/off valve to control amount/speed of compressed air supply are provides on the compressors.
  • pumps are provided for ballasting water into the ballast tanks/compartments, and/or for dewatering these tanks/compartments.
  • Fig. 1 is a plan view showing a first embodiment of the barge.
  • Fig. 2 is a side view of the barge shown in Fig. 1.
  • Fig. 3 is a plan view showing a second embodiment of the barge.
  • Fig. 4 is a side view of the barge shown in Fig. 3.
  • Fig. 5 illustrates a variation of the second embodiment of the barge shown in Fig. 3.
  • Fig. 6 illustrates a method according to an aspect of the present invention for discharging bulk materials from the inclined deck of a barge.
  • Fig. 7 illustrates a barge with a double split hull according to a third embodiment.
  • Fig. 8 illustrates a barge according to a fourth embodiment.
  • Fig. 9 illustrates a barge with a triple-split hull according to a fifth embodiment.
  • Fig. 10 illustrates a barge with bow thrusters at the bow and stern.
  • Fig. s 11 a - 1 1e illustrate the tilting or rolling of the barge according to yet another aspect of the present invention.
  • Fig. s 12a - 12f illustrate the tilting or rolling of the barge after the barge is submerged according to a further aspect of the present invention.
  • Fig. s 13a - 13e illustrate the tilting and overturning of ihe barge according to a further aspect of the present invention.
  • Fig. s 14a - 14e illustrate the tilting or rolling according to a variation of a barge according to the present invention.
  • Fig. 15 & Fig 16 illustrates yet another embodiment of a barge of the present invention.
  • Fig. 1 shows the plan view of a flat top pontoon or barge 10.
  • Fig. 2 shows the side view of barge 10.
  • the length and width of this barge 10 may vary, for example, from about 20m to 60 m and about 10m to 30 m respectively, and has a carrying capacity- of, for example, from about 100 tonnes to about 3000 tonnes.
  • the size of the barge is not a limitation of the present invention. . ,
  • the flat top barge 10 has a generally flat top and flat bottom. This barge 10 is suitable to be towed or pushed by tugboats.
  • the flat top is suitable for barge 10 to carry bulk materials M such as landfills, sand and aggregates for sea reclamation, or sediments dredged out from the river or sea beds.
  • the edges 12 around the barge 10 may have fenders 14 that are -erectable, detachable or pivotable. These fenders 14 are to minimize or prevent loss of the bulk materials, for example by rainwater runoff.
  • ballast tank 22 The void between the hull 20 and the deck 21 forms a ballast tank 22.
  • This tank 22 is compartmentalised by means of one or more longitudinal buffer plates 15 and one or more lateral buffer plates 16 into one or more rows of ballast compartments 22a, 22b, 22c... 22n. These compartments are not fully partitioned but are in fluid communication over the top of the buffer plates 15, 16.
  • Each ballast compartment has one or more ballast port, for example ballast ports 24, 25 at the wails, 26, 27, 28, 29 at the bottom of the barge.
  • Each ballast port is operable to allow water to enter or discharge.
  • At the deck and near the stern and/or bow of the barge is a compressed air supply point with an air manifold 30.
  • Each manifold has an air release valve 34- and air pipes 38 leading to each ballast compartment.
  • air pipes 38 run along the ceiling of the ballast tank/compartments and release valve 34 controls the air into or out of the ballast tank.
  • the compressed air is about 2 bar (30 psi) or more and the positive air pressure is provided to dewater the ballast compartments when the air release valve is closed and the associated ballast ports 24/26/28 are open.
  • ballast the compartments with water To ballast the compartments with water, the selected ballast ports 24/26/28 and air. release valve 34/35 are opened. The release of air in the tank 22 then allows water to flow into the selected ballast compartments. The ballast water is therefore controllable ballasted into these compartments by the opening of the associated ports 24/25/26 and release valve 34/35.
  • ballasting water in the compartments is dewatered. This is to increase the buoyancy of the barge and by doing so the amount of rolling is further achieved. To cause the barge to roll even further, more water is ballasted so that after the first row of compartments is full, the ballast water flows over the longitudinal buffer plate 15 to the adjacent rows of compartments.
  • Figs. 3 and 4 show another barge 10a.
  • a longitudinal partition plate 17 dividing the void to form two ballast tanks 22, 23.
  • These tanks 22,23 are further compartmentalised by one or more lateral buffer plates 16 to form two rows of ballast compartments 22a, 22b ... 22n; 23a, 23b ... 23n.
  • the purpose of compartmentalising the ballast tank is to provide better control of rolling/listing and stability of the barge.
  • Each ballast compartment has one or more ballasting port, for example 24,25 at the sid e wall and optional ballasting ports 26, 27 at the bottom.
  • Optional flow valves 47 are provided near the lower portion of the partition plate 17 between ballast tanks 22 and
  • Opening flow valves 47a, 47b ...47n allow water and/or air to flow from one ballast tank to another, whereas closing these flow valves 47 prevent water/air. to flow from one ballast tank to another.
  • a compressed air supply point with two manifolds 30, 31 , each manifold 30, 31 having a release valve 34, 35 for controlling air release from the ballast tanks/compartments; air pipes 38,39 provided along the ceiling of the ballast tanks 22,23 allow control of air to each row of ballast compartments.
  • air ports 37 are the points where air/compressed air is released from or supplied to the selected rows of ballast compartments.
  • a check valve or on/off valve 36 is .also provided at the manifold 30,31 to maintain the air in the ballast tank when the air supply stops.
  • ballast tank 22 for example tank 22 is to be filled or partially filled with water
  • the release valve 34 and the balJast ports 24, 26 are opened, This allows water to enter the ballast compartments 22a, 22b, ...22n through the ballast ports, at the same time air in the ballast compartments 22a, 22b ....22n is released.
  • the centres of gravity and buoyancy are controllably shifted, thereby allowing the rolling or listing of the barge 10a to be controlled, and thereby allowing the bulk materials M on the deck to be discharged over the side of the barge.
  • ballasting ports 24 remain opened and the operator closes the air release valve 34, supplies compressed air to ballast tank 22.
  • the positive air pressure causes water in ballast tank 22 to discharge through ports
  • ballast tank 23 is selected instead of ballast tank 22
  • the discharge and barge rolling processes is achieved by controlling release valve 35, supply compressed air to ballast tank 23, open ballast ports 25, 27 in the same manner as for ballast tank 22.
  • the flat top barge 10a is operable to roll or list to either side, to discharge the bulk material M over the edge of the barge and thereafter allows the barge to return to its normal position.
  • ballast tank 22 When ballast tank 22 is first selected to be filled with water and after water has filled ballast tank 22 according to the method described above, the operator opens one or more optional flow valves 47a, 47b, ... 47n between ballast tanks 22 and 23 and opens release valve 35. This allows water to continue flowing into ballast tank 22 and at the same time, allows water in ballast tank 22 to flow into ballast tank 23.
  • release valve 35 By controiling release valve 35, the amount of water in the ballast tanks is controllable and the barge is operable to roll/iist, even to a degree where the deck is perpendicular and/or submerged below water. By submerging the barge to a depth below water, the deck surface can be effectively cleaned to remove any residual materials.
  • the barge is described and illustrated with two ballast tanks.
  • the barge is provided with further numbers of ballast tanks, for example five ' ballast tanks to achieve better control of rolling/listing and stability, as shown in Fig. 5.
  • Fig. 6 illustrates discharge of materials M from the inclined deck.
  • the fenders 14 at the edges of the barge are preferable to be removed or pivoted over the edge of the barge before discharging the bulk materials.
  • water pumps are further provided for pumping water into/out of the ballast tanks.
  • Fig. 7 shows a barge 1 10 having a split hull 1 12, 1 14 along a central axis. Connecting the split hulls 112,1 14 are at least two pivot assemblies 116,118 about the axis a distance above the deck of the barge 1 10. Within each half of the split hull 1 12 or 114 are two ballasting tanks 122,123. Optional flow valves 147 are provided at the lower portion of the partition plate 117 between ballast tanks 122 & 123. Opening flow valves 147a, 147b, ...147n allows water and/or air to flow from one ballast tank to another, whereas closing these flow valves 147 prevents water/air from flowing from one ballast tank to another.
  • ballast tanks 122, 123 are preferably further compartmentalised into compartments using buffer plates 15, 16.
  • the split hull 112 or 114 also has two compressed air supply manifolds 130, 131 , each manifold 130,131 having release valve 134,135 for controlling air release from the ballast tank/compartments and on/off or check valve 136 for controlling compressed air supply into ballast tank/compartments.
  • Air pipes 138,139 serve as air passages are provided along the ceiling of the ballast tanks 122,123.
  • Air ports 137 are provided on pipes 138,139 to compartments 122a, 122b .... 122n; 123a, 123b .... 123n. These air ports 137 are the points where air/compressed air escape/enter the selected ballast tank/compartments.
  • ballasting ports 126, 127 are provided at the bottom of the ballast tanks 122,123. Again, these ballast ports are operable to open or close.
  • ballast ports 126,127 allow ballasting or dewatering of selected ballast tanks/compartments of each split hull. This allows each split hull to roll controllably.
  • the inclination of flat deck of the split barge is controllable.
  • the pivot axis is a distance above the deck of the barge, the inward roll of the split hulls causes the two halves of the hull to open out and the bulk material to be discharged through this opening.
  • at least a chain or rope 40 of adjustable length is provided to limit the opening of the split hulls.
  • the split hulls are brought back to their normal positions.
  • the split hulls are provided with locking means, for example a hook and peg assembly 42, such that unintentional or accidental inward roll of the hulls 112,114 is minimised.
  • Fig. 8 shows another barge 210 with split hulls 212, 214 along a central axis.
  • the pivot assemblies 216, 218 are located at the bottom of the barge. Pivot assemblies 216, 218 have a pivot axis that is a distance away from the bottom of the barge.
  • Each split hull has two ballast tanks 222, 223.
  • Optional flow valves 247 are provided near the lower portion of the partition plates 217 between ballast tanks 222, 223.
  • the ballast tanks 222, 223 are further compartmentalised into compartments using buffer plates 15, 16.
  • barge 210 has two compressed air manifolds 230,231 , each manifold 230,231 having release valve 234,235 for controlling air release from the ballast tanks/compartments and on/off or check valve 236 for controlling compressed air supply into ballast tanks/compartments; air pipes 238,239 serve as air passages are provided along the ceiling of the ballast tanks 222,223. Air ports 237 are provided on pipes 238,239 to compartments 222a, 222b .... 222n; 223a, 223b .... 223n. These air ports 237 are the points where air/compressed air escape/enter the selected ballast tanks/compartments. Similarly, optional ballasting ports 226, 227 are provided near the boitom of the ballast tanks 222,223. Again, these ballast ports are operable to open or close.
  • ballasting and dewatering of selected ballast tanks/compartments 222,223, allows the split hull to roll or list controllably.
  • the inclination of the decks of the split barge are controlled, and discharge of the bulk materials over the edges of the resulting inclined deck is therefore effected.
  • the outward roll of the split hulls is limited by at least a chain or rope 40 of adjustable length. Locking means are also provided to prevent accidental rolling and opening of the split hulls from their normal positions.
  • a barge 310 with four split hulls as shown in Fig. 9 is also provided.
  • the hulls along the centre split are designed to roll inwardly or outwardly depending on whether the pivot assemblies are located at the top or bottom of the barge. The location of the other pivot assemblies about the adjacent split would have to be opposite that about the centre split.
  • split barge 110, 210, 310 has the split lines along the longitudinal or lateral axis of the barge.
  • the advantage of the split barge is that the barge is operable on shallower waters than a unitary hull barge.
  • manifold 30, 130, 230, 330, 31 , 131 , 231 , 331 and their control valves By arranging the manifold 30, 130, 230, 330, 31 , 131 , 231 , 331 and their control valves near the side of the barge allow the manifolds and valves when in use to be above water level after the barge has rolled/listed.
  • These manifold and so does their control valves can also be protected by housing them inside a waterproof enclosure and float can also be provided for keeping them above the water level, in this case, flexible hose is used to connect the manifolds to the air pipes.
  • control valves can add on to the manifold.
  • manifold with build-in control valves can also be provided.
  • the manifold facilitate easy connection; the on/off valve for control the compressed air into the ballast tank, the release valve to control air from escape out of the ballast tank, the air pipe provide passage for air/compressed air, the air port are point .where air/compressed air escape/enter the baJlast tank. It is understood that certain control valve having both on/off and release functions in a single unit can also be used.
  • each ballast tank Preferably, two sets of air pipes for example 38a, 38b, 39a, 39b are optionally provided in each ballast tank, each set of pipe located near the wall of the ballast tank. This is provided so that when the barge is rolled to a side and one set of the air pipe is submerged under water, the second set of air pipe can still function to release air from the tank during ballasting.
  • interlink pipes 48 as illustrated in Fig. 10 linking the manifolds are provided to control the release of air from the ballast tanks.
  • selector valves 32, 33 are also provided to selectively allow air release.
  • vibrators are installed on the deck of the barge to ensure more effective discharge of the bulk materials from the inclined deck when the barge is controllably rolled or list to a side.
  • the barge 10,1 Oa, 110, 210, 310 is operable to be temporarily submerged for purposes of discharging or cleaning the residual materials from the deck. This submerging operation is carried out when the deck surface(s) is/are either inclined, perpendicular or in the normal horizontal position.
  • ballast tanks/compartments ports are often towed or pushed by tugboats.
  • Supply of compressed .air, hydraulic or electrical power, and control of the valves and ballast ports during ballasting water in and/or dewatering of the ballast tanks/compartments ports is carried out, preferably, remotely from the tugboat.
  • all the point of connections needed for the controls are connected before the rolling/listing operation takes place.
  • one or more bow tnmsters 50 are installed in the port and starboard sides of the barge.
  • These bow thrusters 50 are pivotable or slidable, and when not in use are withdrawn into recesses at the sides of the barge.
  • These bow thrusters are operable to control or assist the direction of rolling, for example, when the barge has turned to its side, as shown in Fig. 11a-11e, Fig. 12a-12f, Fig. 13a-13e and Fig. 14a- 14e.
  • bow thrusters 50 are also provided at the bow and/or stern, as shown in Fig.1 , 3 or 10.
  • Fig. 15 and Fig. 16 yet another embodiment of the barge according to another aspect of the present invention is provided.
  • two buffer plates 15 are provided in the void between the hull and the deck to form two ballast compartments such that these compartments are in fluid communication with each other over each buffer plate. This is provided so that when the barge has been overturned, one of the buffer plates remains effective in compartmentalising the ballast tank.
  • further lateral buffer plates 16 are provided to compartmentalise these ballast compartments.
  • ballast tanks/compartments are also suitable to be retrofitted with ballast tanks/compartments, means for ballasting and/or dewatering the ballast tanks/compartments.
  • the ballast tanks can be constructed by installing buffer/partitioning plates in the void below trie deck or by inserting enclosed vessels or shells into the void.
  • optional mechanical shovers, excavators, tilting/dumping devices or equipment can also provides for used to discharge bulk materials M from the decks, for example when a portion of sea reclamation is near completion and the water is not deep enough for the barges to roll/list for discharging the load.
  • the flat top deck of these barge can also be used for transporting/handling other cargo.
  • pulling cable come with winches and/or pushing cylinder can also provide on the split hull barge, they are operable to pull/push to assist rolling/listing of the split hull barge during ballasting/dewatering the ballast tanks/compartments.

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

Abstract

L'invention concerne une péniche (10a) et un procédé destinés à décharger des matériaux en vrac, transportés sur le pont de la péniche. La péniche possède une coque unitaire ou des coques séparées. Chaque coque ou composant de coque possède deux réservoirs de ballast munis de compartiments (22, 23), et chaque compartiment (22a, 22b) possède un ou plusieurs orifices pour ballast (25a, 25b). De l'air comprimé provenant d'un collecteur est alimenté dans chaque compartiment des réservoirs de ballast. En régulant l'alimentation de chaque compartiment en air comprimé ou sa vidange au moyen d'une vanne de mise à l'air (34, 35) et en effectuant l'ouverture des orifices de ballast, on permet à l'eau de pénétrer dans le premier réservoir à ballast ou de s'écouler du deuxième réservoir de ballast. Ce remplissage en ballast et/ou la vidange des réservoirs de ballast séparés et espacés permet de réguler les centres de gravité et la flottabilité. Le roulis contrôlé de la coque permet de décharger les matériaux en utilisant l'inclinaison du pont.
PCT/SG2004/000311 2004-09-24 2004-09-24 Peniche et procede pour la decharger d'une cargaison Ceased WO2006033640A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PCT/SG2004/000311 WO2006033640A1 (fr) 2004-09-24 2004-09-24 Peniche et procede pour la decharger d'une cargaison

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/SG2004/000311 WO2006033640A1 (fr) 2004-09-24 2004-09-24 Peniche et procede pour la decharger d'une cargaison

Publications (1)

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WO2006033640A1 true WO2006033640A1 (fr) 2006-03-30

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PCT/SG2004/000311 Ceased WO2006033640A1 (fr) 2004-09-24 2004-09-24 Peniche et procede pour la decharger d'une cargaison

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Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
NL1037728C2 (nl) * 2010-02-18 2011-08-22 Clement Georgescu Water ballast vrije schip.
CN109250040A (zh) * 2018-06-21 2019-01-22 招商局重工（江苏）有限公司 一种用于驳船或趸船的无动力下潜系统及下潜方法

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4055264A (en) * 1975-08-04 1977-10-25 Brown & Root, Inc. Deck section loading
US4276849A (en) * 1978-08-14 1981-07-07 Bloxham Roger W Ballast control system for submersible vessel
SU1623913A1 (ru) * 1988-07-07 1991-01-30 Предприятие П/Я В-8221 Способ постройки корпуса плавсооружени
JPH0976985A (ja) * 1995-09-14 1997-03-25 Mitsubishi Heavy Ind Ltd 積載甲板昇降式バージ船
WO1999037532A1 (fr) * 1998-01-06 1999-07-29 Johnsen John G Dispositif d'une construction en navire

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4055264A (en) * 1975-08-04 1977-10-25 Brown & Root, Inc. Deck section loading
US4276849A (en) * 1978-08-14 1981-07-07 Bloxham Roger W Ballast control system for submersible vessel
SU1623913A1 (ru) * 1988-07-07 1991-01-30 Предприятие П/Я В-8221 Способ постройки корпуса плавсооружени
JPH0976985A (ja) * 1995-09-14 1997-03-25 Mitsubishi Heavy Ind Ltd 積載甲板昇降式バージ船
WO1999037532A1 (fr) * 1998-01-06 1999-07-29 Johnsen John G Dispositif d'une construction en navire

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
NL1037728C2 (nl) * 2010-02-18 2011-08-22 Clement Georgescu Water ballast vrije schip.
CN109250040A (zh) * 2018-06-21 2019-01-22 招商局重工（江苏）有限公司 一种用于驳船或趸船的无动力下潜系统及下潜方法

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