Boat that can have different bow sections and/or stern sections to perform in different work functions bolted together with a watertight sealant therebetween

The present disclosure is directed to a boat having a self-propelled watertight intermediate propulsion section, a watertight bow section connectable to the front of the intermediate section, a stern section connectable to the rear of said bow and intermediate section and the stern section being watertight and buoyant and having steel flat bar framing outlining the perimeter of their transverse extremities welded to the end of each said section which it abuts. Spaced openings are drilled through the flat bar framing in alignment with each section for being selectively joined by bolts and nuts to make up a boat of variable length of bolted abutting sections. A watertight bulkhead is set back from the flat bar framing and water-tight sealant means having openings in alignment with the flat bar openings of each section which makes up a water-tight modular craft of any combination of sections forwardly and rearwardly of the self-propelled intermediate propulsion section having longitudinal rigidity from bow to stern and the sections have utility for various activities such as pushing barges, towing barges, working around bridges, oystering, shrimping and the ferrying of vehicles. Each of the bow and stern sections being especially adapted for a specific activity and being selectively addable to or removable from the intermediate propulsion section to permit qualified licensed ship handlers of craft of varying length to operate a craft within their licensed length.

TECHNICAL FIELD 
The present invention is directed to a basic boat having at least a 
watertight intermediate propulsion section to which may be joined by a 
bolted watertight joint a bow and a stern section. 
My invention provides a boat made up of independent watertight sections 
which are bolted together and which permits dry docking of the whole 
vessel or less than the whole vessel for using a smaller dry dock 
depending upon repairs required and which because of the bolted connection 
between sections and each section being watertight permits the flexibility 
of a multisection boat. 
BACKGROUND ART 
Numerous multisectional vessels are known such as shown in UK patent 
application No. GB 2173744A of 1986, which discloses numerous methods of 
joining the ship sections none of which teach or suggest bolting 
watertight sections together to permit dry docking less than the entire 
vessel. The closest art known to me at the filing of this application for 
joining multiple watertight working sections of a vessel having a 
propulsion section including crew quarters and having eating and living 
facilities are the following patents: 
______________________________________ 
Germany DAS 1,100,495 
1961 
United Kingdom 902,908 1962 
U.S. Pat. No. 957,820 1910 
3,508,514 1970 
3,557,742 1971 
3,614,938 1971 
3,787,911 1974 
3,799,199 1974 
3,816,865 1974 
3,878,806 1975 
4,356,784 1982 
4,522,145 1985 
______________________________________

DESCRIPTION OF THE PREFERRED EMBODIMENTS OF THE INVENTION 
Referring to the drawings and for the moment to FIG. 1, the boat of the 
present invention comprises three sections 20, 21 and 22, a self-propelled 
intermediate section 20, a bow section 21 and a stern section 22. Each of 
said bow and stern sections being joined by bolting same to the 
intermediate section with a bolt and nut connection 23, 24 which pass 
through openings 25 through flat steel bar 26 which is welded to the steel 
plate hull 27 of each section which not only provides the mechanical 
strength to afford stability to the entire hull of the boat both 
longitudinally and transversely of the major axis of the boat but which 
together with a gasket 30 and a watertight bulkhead 28 divides the boat 
hull into the three watertight hull sections 20, 21 and 22, to permit dry 
docking less than the entire vessel for repairs which permits substitution 
of replacement bow and stern sections so the more expensive intermediate 
section 20, containing the power plant of multiple engines and auxiliaries 
in support thereof may be operated with different bow and stern section 
configurations for special uses while repairs are undertaken to damaged or 
special use bow sections which may be connected to a propulsion section 20 
having multiple screws to fill a specific need where a specialized bow 
section is available. 
Referring now to FIG. 3, the intermediate section 20 has a control bridge 
29 where steering and speed of the vessel is controlled in a conventional 
manner, 29A and 29B are crews living and dining quarters and 29C is the 
engine hold for controlling the speed of the shafts, port and starboard 
for propulsion screws 33 and 34. 
FIG. 5 is a transverse section through the lines 5--5 in FIG. 3 showing the 
flat steel bar 26 welded to the bow section hull 21 for receiving a 
plurality of bolt and nut connections between the intermediate section 20 
and bow section 21. This is also best seen in FIG. 2 where bolt and nut 
connections 23, 24 pass through openings 25 in the flat steel bar 26 
welded to the bow section 21 and intermediate section 20. A watertight 
gasket 30 having bolt openings 31 permits of a watertight connection 
between sections 20 and 21. A pair of stacked knees 32 is secured top side 
to the bow section 21. The watertight integrity of each section is further 
enhanced by the watertight bulkheads 28 welded to the hull of each section 
at a distance rearwardly of the flat steel bar 26 sufficient to permit 
insertion of the bolts 23 through the flat bar 26 to effect not only a 
good solid mechanical connection but also a watertight seal between the 
two independent sections 20, 21. The stern section 22 has perforated steel 
flat bar welded to its forward end for securing the stern section 22 to 
the rear of the intermediate section 20 in a manner similar to the joining 
of the bow section 21 to the intermediate section 20 as shown in FIGS. 2 
and 3. Secured to the top side deck of the stern section 22 are a pair of 
stacked knees 36 and a towing stanchion 37 to receive a tow line for 
towing a line of barges, see FIGS. 4A, 4B. Located beneath the stern 
section 22 is a single or plural bladed rudder 45, for extra steeribility 
in a multi barge job. 
Referring now to FIG. 5, the bow section shown has mast 38 and booms 39 for 
handling shrimp nets. 
FIG. 6 shows the front end of the intermediate section with bolt openings 
through the steel flat bar for bolting the bow section 21 to the 
intermediate section 20 similar to FIG. 2. 
FIG. 7 shows the rear of the intermediate section 20 with the flat 
perforated steel bar to which the flat steel bar of the stern section 22 
is to be bolted. There are three screws 20A shown, each driven by a 
separate engine for maneuverability. 
FIG. 7A is a schematic layout of three prime movers driving the three 
screws of FIG. 7. 
FIG. 8 shows a special use bow section 21 having a hydraulic crane 40 for 
working around bridge piers or transferring loads between barges. 
FIG. 9 shows another form of specialized bow section 21 for handling 
loading and unloading of flat bed trailers 41 for transport with or 
without load. The front end of the bow section 21 has a hydraulically 
operated load--unload ramp 42 controlled by cylinder 43 under control of 
lever 44. 
FIG. 10 shows the perforated flat steel bar welded to a hull section 
receiving a connector bolt 23 the head of which seats behind the flat 
steel bar 26 and through a bolt opening 31 in the water tight gasket 30 
for joining an abutting section, for example section 20 to section 21 
shown in FIG. 2. A welded watertight bulkhead 28 secured in place in each 
section to one side of the flat steel bar 26 adds to the watertight 
integrity of each section. The spacing between the watertight bulkhead 28 
and flat steel bar 26 is adequate to permit insertion of the bolts 23 
through the flat steel bar openings so that the bolt heads will seat 
against the flat steel bar 26. Where a section is being joined to another 
section without a watertight gasket 30 therebetween the bolt is covered 
with a flexible sealant of a silicone rubber calk of the type manufactured 
by General Electric Co. designated as Rubber Adhesive Sealant Stock #112. 
This is useful in joining the stern section 22 to the intermediate section 
20 where the watertight bulkhead is not welded to the section rearwardly 
of the flat steel bar 26. The rubber silicone sealant while remaining a 
watertight sealant does not set up rigid but remains somewhat flexible so 
that it will not crack and pass water at the connection between a bolt 23 
and nut 24 connection or flat steel bar connection. It will withstand hull 
vibrations from engines, compressors, etc without cracking or leaking. 
This is particularly advantageous when joining the stern section 22 to the 
intermediate section without a watertight bulkhead welded to the stern 
section aft of the flat steel bar at the front end of the stern section. 
Also useable as a sealant between the flat steel bars 26, bolts 23 and 24, 
in lieu of watertight gaskets 30 are marine sealants designated as A-788 
SPLASH ZONE COMPOUND, and epoxy coating manufactured by Koppers Co., Inc., 
of Pittsburgh, Pa., and VULKEM 116, a polyurethane sealant, marketed by 
MAMECO of Cleveland, Ohio. 
The increased rudder control as shown in FIGS. 4A and 4B may be attained by 
providing three horizontally spaced rudder blades 45 tied to a single 
hydraulic or cable control from the vessel's helm on bridge 29. The rudder 
blades 45 are placed one behind each screw as shown in FIG. 1 to assure 
maximum steering effect. 
FIG. 11 is a view looking forward into the rear of the intermediate section 
20 showing the flat steel bar 26 to which the flat steel bar 26 of the 
stern section is bolted. Three screws 33, 34 and 35 are shown 
schematically, one driven by each of three prime movers 33A, 34A, and 35A 
shown in FIG. 7A to permit a greater maneuverability and twisting of the 
boat. For instance screw 33 could be going forward while screw 35 was 
going rearward to impart a twist or quick turn to the boat assisted by the 
rudder 45. All controls for rudder and engines come from the bridge 29 of 
the intermediate section 20. 
Referring now to FIG. 12 the joint between the intermediate section 20 and 
bow section 21 is shown at an enlarged scale and is broken away to show 
both the port and starboard sides of each section which has a flat steel 
bar 26 having bolt openings 25 drilled there through to permit passage of 
bolts 23 therethrough for joining section 21 to section 20 by a bolt 23 
and nut 24 connection having a watertight gasket 30 therebetween as best 
seen in FIGS. 2, 10 and 12.