Seaworthy barge and push unit with such barge

Abstract: A seaworthy barge for transport of goods over water, adapted to be coupled to a pusher tug, wherein the barge, at the side to be coupled to the pusher tug, has such a shape and comprises such coupling members, that coupling to a pusher tug for river transport as well as coupling to a pusher tug for transport over sea is possible. The barge can have a stern (5) having a rearwardly projecting part (6,7) along each of the long sides of the barge, to create a recess or gap (8) at the rear end for receiving the bow of a pusher tug, with, in or on the stern, a coupling mechanism for seagoing barges and means for coupling the barge to a river pusher tug. The barge can consist of a pontoon with a superstructure (12) suitable for transport of passenger cars and trucks and/or containers. In the pontoon portion, ballast tanks (2) can be provided for controlling the draft of the barge.

Description: The invention relates to a seaworthy barge or flat-bottom craft for transport of goods over water, adapted to be coupled to a pusher tug, with a stern having a rearwardly projecting part along each of the long sides of the barge, to create a recess or gap at the rear end for receiving the bow of a pusher tug, with known coupling mechanisms, conventional for seagoing barges, being provided in the rearwardly projecting parts. The invention also relates to a push unit comprising such a barge and a pusher tug. Seaworthy barges and push units having such a barge are generally known. A description of a barge with recess at the rear end and of a coupling mechanism for coupling a stem of a pusher tug, which stem fits in the recess, to that barge, is for instance given in US Patent 3,726,248. As explained in column 1, lines 3-5, this known push unit is intended for transport over sea. Up to the present, such barges have only been used for the transport of bulk goods, such as coal, ores, petroleum. Hence, the known seaworthy barges with a recess or gap at the rear end are essentially real containers into which the bulk goods to be conveyed are dumped in bulk. A coupling mechanism for such a seaworthy barge is for instance the coupling of the type Articouple K, marketed by Taisei Engineering Consultants, Inc. In that known coupling mechanism, there is provided, on the associated (seaworthy) pusher tug, a construction having pins that can be moved laterally leftwards and rightwards and that engage a rack on or in the corresponding rearwardly projecting part of the barge, as is for instance described rather summarily in US Patent 3,550,550. Thus, a coupling is obtained which, in operation, enables the pusher tug in rough seas to pivot about a transverse axis relative to the barge. A comparable coupling is further known from US Patent 3,605,675. In the known seaworthy barges, the shape of the stern is practically entirely adapted to the shape of the bow of the pusher tug, so that the gap (recess) at the stern is more or less round. The object of the invention is to provide an entirely new concept for the transport of light, voluminous goods, wherein use is made of seaworthy barges. In accordance with the invention, the object set is realized with a seaworthy barge, as defined in claim 1. Preferably, the portion of the stern between the projecting parts is essentially a flat face perpendicular to the longitudinal axis of the barge, while at the stern, means are provided for coupling the barge in a manner conventional for river barges to a river pusher tug by means of cables or the like. Coupling systems for river push units are generally known, for instance from German DE-A-12 44 604. In a suitable embodiment of the seaworthy barge according to the invention, the barge essentially consists of a pontoon with a superstructure suitable for receiving and transporting light, voluminous cargo. Preferably, the superstructure comprises vertically displaceable tween decks, lift constructions and other provisions, known for ferry ships, for transport of passenger cars and trucks in roll-on/roll-off mode and/or transport of containers in lift-on/lift-off mode. Further, in the pontoon portion, ballast tanks are preferably provided, by means of which the draft of the barge can be controlled. It is also possible to arrange a part of the pontoon portion for cargo. With a push unit according to the invention, it is possible to convey light, voluminous goods to be transported, such as trucks, passenger cars and containers, palletized or packeted cargo, both over sea and over rivers, without requiring transshipment between times. Hitherto, all cargo that is for instance to be conveyed from an English harbor across the North Sea and then to the interior of, for instance, Germany, has had to be loaded into a seagoing ship first and conveyed across the North Sea to a harbor in the Continent, for instance Rotterdam. In the harbor of Rotterdam, the cargo is transferred into inland ships and then conveyed up the Rhine. Conversely, cargo from Germany, intended for England, is first conveyed by inland ship over the Rhine to Rotterdam, where the cargo is transferred to a seagoing ship and conveyed to England. It is true that there are small seagoing ships that are able to travel up the Rhine for some distance, but such seaworthy ships cannot generally get any further than the Ruhr region. With the seaworthy barges according to the invention, cargo can be conveyed between places that are not necessarily located by the sea, but which are located on a navigable river, without requiring transshipment of that cargo between times. In the above example, a seaworthy barge according to the invention is loaded in the English harbor and conveyed across the North Sea to Rotterdam by means of a seaworthy pusher tug. At Rotterdam, the seaworthy pusher tug is uncoupled from the barge and a river pusher tug is coupled thereto. The thus changed push unit travels up the Rhine to its destination. There is no transshipment or the cargo, only a change of pusher tug during the voyage. It will be understood that in this manner, a substantial gain of time can be obtained. In the concept according to the invention, the seaworthy barges used therefor should be provided with two different coupling mechanisms, one for pusher tugs for sea transport and one for river pusher tugs. Accordingly, unlike the pusher tugs known thus far, the stern should have a relatively flat part between the rearwardly projecting parts of the gap (the recess), against which the river pusher tug can push. In known seaworthy pusher tugs, the gap has a round shape and is more adapted to the shape of the bow of the seagoing pusher tug. In an advantageous manner, the invention provides a new manner of sea and river transport of in particular voluminous but light general cargo, such as containers, trucks and the like. Up to the present, no seaworthy barges for such transport have existed. In accordance with the invention, the seaworthy barge suitably consists of a pontoon having a superstructure thereon, which superstructure is comparable with that of a ferry ship for roll-on/roll-off transport of trucks and passenger cars and/or lift-on/lift-off transport of containers. The skilled artisan will be able to conceive for himself how such a superstructure can be constructed. Further, the pontoon is preferably provided with ballast tanks. By manipulating such ballast tanks, the draft of the barge can be regulated, which is particularly suitable in cases where there is relatively little water in a river (slight draft. required) and in cases where there is a very high water level (great draft required, for instance to be able to pass bridges). A part of the pontoon portion can be arranged for the transport of cargo. The invention enables a new system for conveying voluminous goods, operating with maximum economy. To that end, in the above-outlined case of transport between England and Germany, three or four barges according to the invention, one seagoing pusher tug and one river pusher tug are required. While one barge is loaded (unloaded) in England and conveyed across the North Sea to Rotterdam, a second barge is conveyed from Rotterdam towards its final destination over the Rhine. At the final destination, a third barge according to the invention is at the same time unloaded (and, if necessary, loaded with other voluminous goods). After this, the second barge is unloaded at the final destination in Germany (and subsequently reloaded, if necessary), while the third barge travels down the Rhine. By that time, the first barge has arrived at Rotterdam. The seagoing pusher tug takes over the third barge for transport to England, and the river pusher tug takes over the first barge for transport up the Rhine. This cycle can be repeated continuously. With the concept according to the invention, a drastic saving is realized on the costs for loading, unloading and stowage, while, further, the transport over the road (or by rail) is relieved. Moreover, owing to less loading and unloading, the risk of damage to the cargo is smaller. Although the above explanation was made on the basis of an example of transport of goods between England and Germany, it will be understood that the invention can be used wherever transport over sea connects to transport over a river (or canal). The invention is explained with reference to the accompanying drawing, wherein: Fig. 1 is a schematic representation, in side elevation and partly in section, of an embodiment of the seaworthy barge according to the invention, and Fig. 2 is a representation, in top plan view, of the barge according to Fig. 1. In the Figures, similar or corresponding parts have been provided with identical reference numerals. The embodiment of the seaworthy barge according to the invention shown in the Figures essentially consists of a pontoon 1, wherein a number of ballast tanks 2 are provided. Constructed on and against the pontoon 1 is a superstructure 3, comprising a stem 4 and a stern 5. As appears in particular from Fig. 2, the stern 2 consists of two parts 6 and 7 which project rearwards on either side of the barge and which define a recess or gap 8. The front limitation of the gap 8 is formed by the virtually flat rear wall 9 of the central part of the stern, so that the gap 8 has a more or less rectangular shape, unlike the known seaworthy barges, whose gaps commonly have a more or less round shape, adapted to the shape of the bow of the associated seagoing pusher tug. Provided in the interior of the superstructure 3 are a number of vertically displaceable car decks 10 and 11, enabling cars to be disposed in floors in the interior for being transported. By displacing the car decks in particular parts of the superstructure, spaces of greater height can be obtained, where trucks and trailers can be disposed for transport. Such space is indicated at 12. It is also possible that at particular locations in the superstructure, no vertically displaceable car decks are present at all, so that a high space is present at that location, where for instance containers can be positioned and stacked. Such space is indicated at 13. Further, in the superstructure, lift installations and other provisions (not shown) can be arranged, as is known from the superstructure of ferry ships. The top deck 14 of the superstructure can be designed for disposing containers thereon, which may or may not be arranged in more than one layer, and for disposing cars and trailers. Around the top deck 14, a railing 15 can be provided. Access to the interior of the superstructure can be obtained via the loading ramp 16 in the stern, which loading ramp 16 may for instance also serve as a ramp for the passenger cars and/or trucks to be moved into the superstructure. In addition, it is also possible to provide such loading ramps in the sidewall of the barge. Provided in the rearwardly projecting parts 6 and 7 of the stern of the barge, at the side of the gap 8, are coupling members 17 and 18 for coupling the barge, in operation, to a seaworthy pusher tug. Such a pusher tug has its bow provided with couplings cooperating with the coupling members 17 and 18 and having pins that can be moved laterally outwards (in the direction of the parts 6 and 7 respectively of the stern 5 of the barge) and that engage the coupling members 17 and 18 respectively. Such a construction of the coupling between a seaworthy barge and a seaworthy pusher tug is known and provides an assembly of pusher tug and barge which is able to pitch in possibly rough seas. As it were, the pusher tug and barge pivot relative to each other about the pins of the coupling. The stern of the seaworthy barge according to the invention further comprises conventional coupling members (not shown) for enabling the barge to be coupled to a river pusher tug. Such coupling is usually effected by means of cables, attached to barge and pusher tug in such a manner that the commonly flat front side of the bow of the pusher tug rests against the flat rear wall 9 of the central part of the stern 5 of the barge.

Claims: A seaworthy barge (3) for transport of goods over water, adapted to be coupled to a pusher tug, having a stern provided with a rearwardly projecting part (6, 7) along each of the long sides of the barge, creating a recess or gap (8) at the rear end for receiving the bow of a pusher tug, with known conventional seagoing barges, coupling mechanisms being provided in the rearwardly projecting parts, for coupling the barge with a pusher tug, characterized in that the portion of the stern between the projecting parts is essentially a flat face (9) perpendicular to the longitudinal axis of the barge, while the stern, is provided with river pusher tag coupling means for coupling the barge to a river pusher tug in a manner conventional for river barges, by means of cables or the like. A seaworthy barge according to claim 1, characterized in that the barge essentially consists of a pontoon having a superstructure suitable for receiving and transporting light, voluminous cargo. A seaworthy barge according to claim 2, characterized in that the superstructure comprises vertically displaceable tween-decks, lift constructions and other provisions, known for ferry ships, for transport of passenger cars and trucks in roll-on/roll-off mode and/or transport of containers in lift-on/lift-off mode. A seaworthy barge according to claims 2-3, characterized in that ballast tanks are provided in the pontoon portion, by means of which ballast tanks the draft of the barge can be controlled. A push unit comprising a seaworthy barge according to any one of claims 1-4 and a pusher tug for river transport. A push unit comprising a seaworthy barge according to any one of claims 1-4 and a pusher tug for transport over sea.

Inventors: HOOGEVEEN TEUNIS, VAN VELTHOVEN JAN, HOOGEVEEN, TEUNIS, VAN VELTHOVEN, JAN
Applicants: MARINE HEAVY LIFT PARTNERS B V, MARINE HEAVY LIFT PARTNERS B.V.
Application year: 1997
Main classification: B63B35
IPC codes: B63B35