Barge Hull Research Articles

Modular design of the barge platform

The paper presents the solution of the problem of creating the design of the barge-platform of the "M-SP 3.5" class of the Russian Classification Society (RCS), intended for manufacturing outside the shipbuilding and ship-repair enterprise on the prepared site near the water body. Hull assembly should be made of separate parts (modules), which are manufactured in the conditions of shipbuilding production and delivered to the place of assembly by automobile or railway transport. Welding should not be used in the assembly process. It is suggested to assemble the barge hull from flat sections of 12,00×2,40 m and fractional sizes; bolted joints should be used during assembly. An example of barge construction of op-determined dimensions is considered. Calculation of the overall strength of the hull assembled from individual sections by means of bolted joints is performed using the ANSYS program complex. It is shown that the strength of the hull and bolts is ensured for the load regulated by the Rules of RCO. The use of bolted joints in forming the hull makes it difficult to ensure its impermeability, in this connection the buoyancy and non-floodability of the barge is proposed to be ensured by means of flexible tanks filled with air. Design and production of such tanks is currently carried out by a number of companies in the Russian Federation.

Delays in the Landing Process When Loading at Gurimbang Jetty Impact of Financial 101 Barge Bill Leaking Due to Anchor Chain Friction

In the incident of a tugboat approaching the dock at Gurimbang Jetty, they experienced friction between the barge hull and the anchor chain, resulting in a hull breach in the barge belonging to PT. Mitra Bahtera Segara Sejati's branch in Berau, East Kalimantan. Consequently, the coal loading activity faced departure delays. Therefore, as a ship owner company, they are responsible for all vessel-related activities from before entering the Port until the vessel departs. The aim of this research is to identify the causes of the barge leakage during coal loading at the dock and the efforts made by PT. Mitra Bahtera Segara Sejati's branch in Berau to address the issue. The research method employed in this study is a qualitative descriptive research method. The research data consists of primary and secondary data collected through data processing from observations, interviews, and documentation with the branch office of PT. Mitra Bahtera Segara Sejati. The data was then analyzed by conducting daily operational reports provided by the ship's personnel. At the same time, interviews were conducted to obtain more in-depth information regarding the daily operational reports and to understand the efforts to address the issues. The research findings indicate that the leakage of the barge significantly affects the company, leading to increased costs for docking services and a decrease in the monthly target of coal long towing from 4 to 3 due to the barge's hull leakage. Efforts have been made to prevent barge hull leakage by conducting regular inspections, routine monitoring, and coordination with relevant parties to address the issue and enhance the safety and operational performance of the vessel.

Damage Stability Study of A 500 DW Ro-Ro Ferry Vessel

The development of the crossing transportation industry is currently increasing in the island areas. The use of Ro-Ro type ferry boats is extremely efficient in moving people, goods, and vehicles. The current research focuses on the damage stability of the 500 DWT Ro-Ro ferry, which aims to meet the needs of the Ro-Ro ferry in the archipelago area. The previously existing initial design of a barge hull with a main size Lpp = 40.15 m, B = 12 m, H = 3.2 m, and T = 2.15 m was used to analyze the damage stability condition further. First, the drawings were redrawn. Then, 3D modeling was performed and the tanks were inspected. The processing of the input data design was finally tested under several criteria based on damage stability in SOLAS 2009. This study concluded whether the 500 DWT Ro-Ro ferry design is acceptable considering damage stability. The GZ value is standardized in the scenario of calcge stability of the Ro-Ro ferry as a whole. Attention should be provided to the range of positive stability in intermediate stages considering the forward damage case, wherein the ship departs and the full load experiences failure.

ON THE EVALUATION OF TWO DESIGN VERSIONS OF A 23000T OFF-SHORE BARGE BY THE HYDROELASTIC LONG-TERM APPROACH

In this paper the hydroelastic study is developed for a 23000T off-shore barge, with a maximum length of 189 m, focusing on a comparative study for two design versions with 40 m and 50 m breadth. The initial off-shore barge with 40 m breadth has been extended to 50 m breadth by adding a supplementary tank section at the centerline, so making it possible to ensure transport capabilities for cargo structures extra wide. The two versions of the off-shore barges are analyzed at full cargo capacity of 23000 t case, for speed values 0 and 7 knots, corresponding to operation on-site at zero speed and maximum transition speed conditions, under head irregular waves with interference components, for a short-term averaged waves’ spectrum. The hull structure of the off-shore barge versions is almost uniform over the whole length, mainly being recorded stress hot-spot at the hull transversal bulkheads connection with the other orthogonal panels and forepeak of the barge, with a maximum of 1.2 hot-spot factor at the prismatic barge hull part. This study is developed by own software DYN-HYD, involving the modules for the hydroelastic long-term approach, applied for the evaluation of the safety limit in the long-term operation conditions.

The hopper barges of Marseilles

The archaeological excavations of Place Jules-Verne in Marseille, France, at the beginning of the 1990s revealed three ancient sister­ships (JV3, JV4 and JV5) abandoned near the shoreline around AD 100. These shipwrecks feature a central cavity, which made them difficult to identify. Medieval sources have now helped us to identify them as hopper barges designed to pickup sludge from the bottom of the harbour and to carry and dump it in another place by means of a ‘door’ we can now reconstruct in the bottom of the barge hull.

Numerical investigation of shallow water effect on a barge ship resistance

The inland waterway cargo transport has extended over the decades, bringing up specific technical issues. From the hydrodynamics point of view, for the inland ships one of the most challenging issue is the effect of shallow water on the ship resistance. In the present study, there are developed numerical analyses for the viscous flow around a barge hull in the case of the shallow water fluid domain. The barge hull has prismatic shapes, in the cargo holds areas, with vertical sides, and geometric non-linear shapes more significant at the fore part. The hull shape CAD model is developed by Rhinoceros software. The numerical analyses are performed by CFD RANS-VOF method, with free surface and shallow-water, using the NUMECA / FineMarine software, having free sinkage and trim conditions. The shallow-water flow induces significant hydrodynamic non-linearities in compare to the deep-water flows. Several ship speeds and water depths are considered. We have focused on the identification of the ship’s induced waves system and the resulting barge resistance. The conclusions of this study are stressing out the significant influence of the shallow-water conditions on the barge resistance, making possible to draw up practical technical information’s for the barge hull design.

Recovery of a Toxic Cargo from a Sunken Tank Barge: Lessons Learned and Policy Implications

Abstract: In December 2015, operations were successfully completed in the recovery of a highly toxic cargo from the sunken tank barge ARGO in Lake Erie. The ARGO, constructed in 1911, sank in 1937 with a cargo of benzol that contained a high percentage of the carcinogen benzene. The ARGO was previously listed as the highest environmental risk in the Great Lakes by the National Oceanic and Atmospheric Administration’s Remediation of Underwater Legacy Environmental Threats (RULET) study. To recover the cargo, salvors designed a diver directed hot-tapping and pumping system to pump the remaining high benzene cargo from the sunken barge at a depth of approximately 50-feet below the lake’s surface. The cargo off-load system included pumping the cargo to a series of storage tanks onboard a barge equipped with designed-for-purpose inert gas and vapor recovery systems to ensure the safety of the public and responders. Working in a Unified Command that included the Coast Guard, U.S. and Ohio Environmental Protection Agencies and National Oceanic Atmospheric Administration, the salvage crew achieved all operational objectives – from safely conducting around-the-clock cold-water contaminated water diving operations to collecting environmental and barge hull samples for further analysis. The ARGO case study will provide lessons learned to assist future responders in safely performing subsea oil removal operations. Additionally, the case study will frame the discussion of current submerged oil recovery regulations and guidance, including the 2016 American Petroleum Institute (API) sunken oil detection and recovery guidance and the U.S. Coast Guard’s guidance on the classification of Oil Spill Removal Organizations (OSRO) that perform non-floating oil detection and recovery operations.

Calculation Method for Optimization of Barge Hull

The article discusses the calculation methods of thin plates by applying them to the barge hull. Some existing methods and their comparison are considered. An improved calculation method of the plates with variable stiffness is proposed. When using such method, it is not required to divide the construction into separate homogeneous parts and support the performance of kinematic and static conditions of the matching points of the neighbouring parts of the construction. Moreover, in contrast with other methods, the proposed method is independent by the boundary conditions. Some experiments for the plates with variable thicknesses under distributed load are made. In addition, FEM analyses are carried out. The results show a good correlation to the theoretical calculation.

Arrival of the alien fanworm Sabella spallanzanii (Gmelin, 1791) (Polychaeta: Sabellidae) in two New Zealand harbours

The distinctive Mediterranean-Atlantic fanworm polychaete, Sabella spallanzanii (Gmelin, 1791), is recorded from New Zealand, in both North and South Island, consequent upon its discovery first in the port area of Lyttelton in Lyttelton Harbour and later 800 km further north in the port area of Auckland in Waitemata Harbour. Morphology distinguishing the species from other sabellids is highlighted. In the initial occurrence in March 2008 one large specimen was identified from samples taken by a surveillance team off subtidal wharf structures in Lyttelton port. In July and August 2008 further large specimens were found both nearby and dispersed across the inner port area, with reproductive maturity appearing imminent in some. The New Zealand Government funded repeated search and culling by divers, directed towards possible local elimination, with over 380 specimens removed from Lyttelton by December 2009. However, in August 2009 a single large specimen was found in an enclosed port area in Waitemata Harbour, then several more, and in October 2009 numerous specimens were found on a barge hull berthed there. Also it became apparent that a second generation of colonisers was present in both harbours. By early 2010 well-grown specimens had been found in disparate Waitemata Harbour locations over a large area. The decision to suspend culls was made in February 2010, and elimination efforts were abandoned in June 2010, two years after first detection. The arrival and apparent establishment of S. spallanzanii in New Zealand is ascribed to accidental international transfer probably in 2007, either via hull fouling or ballast water, but it is not known if the two ports were colonised via the same transiting vessel.

Analysis of hull resistance of pushed barges in shallow water

Analysis of hull resistance of pushed barges in shallow water These authors performed a set of numerical calculations of water flow around pushed barges differing to each other by bow forms. The calculations were executed by means of FLUENT computer software. Turbulent free-surface flow of viscous liquid was considered. In this paper the calculated values of barge hull resistance split into bow, cylindrical and stern part components, have been compared and presented.

Wave Response Analyses of Floating Crane Structure

To analyze the dynamic load of lifting load for floating crane moving in waves is one of the important factors for making the operation manual of the floating crane. In addition, it is necessary to consider the strength of floating crane structure since the inertia load caused by the motion of barge in waves is very large. In this study, the dynamic load of lifting load due to the motion of barge in waves is evaluated by means of elastic response analysis on the interaction between the crane structure and the barge hull body. The tank experiment of acrylic fiber model to one hundredth (1/100) for the floating crane with lifting capacity 3600 tons is made to verify the reasonability of the elastic response analysis. On the other hand, the numerical results of movement between the crane as a rigid structure and the one as an elastic structure are compared for the above-mentioned floating crane. It has been found that(1) They have a good agreement if λ/Lthe wave length to the ship length, is 0.5, but the difference between them become large as λ/L is over 1.0.(2) When the crane is simplified as the elastic structure moving in headseas, the dynamic load of lifting load is about 5% of the lifting load in the case with λ/L=1.5 and the wave height =2 m. However, the dynamic load is 13% of the lifting load under the same conditions if the crane is taken as the rigid structure.

Kepiting Field Production/Storage Barge - Design, Installation, and Operation

Summary The Kepiting field is located in 295 ft [90 m] of water in the Natuna Sea, Indonesia. Development of this two-well field required innovative planning andinvolved unique designs of producing systems. The plan includes seafloor wellstied back to a spread-anchored, purpose-built, oil-process and -storage barge. The barge is designed to handle four producing wells and to process 10,000 B/D[1590 m3/d] well fluid and 10 million scf/D [283 × 100 std m3/d] gas. Excessgas beyond barge-fuel needs and artificial-lift requirements is flared on thebarge. Heated oil storage for 53,000 bbl [8430 m3] is available. Processedcrude is transported from the barge to a floating export terminal by a shuttletanker. Kepiting field was operated profitably from Oct. 27, 1986, to Aug. 8,1989, at which time the wells were plugged and the tieback risers disconnected. The production barge currently is operating at the Ikan Pari field, 50 nauticalmiles [80 km] northeast. This paper discusses the design and construction ofthe barge and the operating philosophy and experience. Discussion Project Implementation. The Kepiting field development work-its oil wells, riser system, and the FPSO-was awarded on a basic concept. Bids includeddetailed engineering, from which the final design requirements would evolve. Front-end engineering showed that the proposed systems or their alternativeswould work. As the engineering work progressed and new information (oftenproprietary) became available, changes, alternatives, and details wereselectively included that improved cost-effectiveness or safety aspects(personnel, environmental, and use of resources). The project flow chart isshown in Fig. 3. Major work areas defined were (1) well completion, (2) trees, (3) flexible risers, (4) an FPSO with a shuttle tanker, and (5) a wirelinere-entry system. This complex project required close coordination to bring thesystems together at the right time. This paper focuses on one aspect of theproject, the design and implementation of the FPSO. Contracting and Construction. When we decided to adopt a spread-moored FPSO, we knew that a new build would be required. We chose to lease the FPSO (on abare-boat type of charter) and its companion shuttle tanker (on a timecharter). Therefore, a request for tender was issued for a single-source leasecontract that included detailed design and supply of the FPSO, supply of asuitably equipped shuttle tanker, installing and anchoring the FPSO, startupand 45-day acceptance testing, and identification and procurement of a 2-yearsupply of spare parts. The bid package contained barge hull drawings, processflowsheets, process and instrument drawings (P and ID's), electrical one-linedrawings, specification sheets for equipment identified on the P and ID's, andan instrument index. JPT P. 480⁁

Effect of vortex shedding on the coupled roll response of bodies in waves

Hydrodynamic damping of floating bodies is due mainly to wave radiation and viscous damping. The latter is particularly important in controlling those responses of the body for which the wave damping is small. The roll response of ship hulls near resonance in beam seas is an example of this. The present paper applies a discrete vortex method as a local solution to model vortex shedding from the bilges of a barge hull of rectangular cross-section and hence provides an analytic method for predicting its coupled motions in three degrees of freedom, including the effects of the main component of viscous damping. The method provides a frequency-domain solution satisfying the full linearized boundary conditions on the free surface.

Scale effect in towed barge course stability tests

Abstract Towed barges are engaged in many operations in waterways, ports and coastal waters. The safety and economy of the towing operation require both good course keeping stability as well as low towing resistance. Results from earlier studies have shown the course stability of towed vessels to be a function of tow speed U , barge hull, towline length l , separation of center of gravity from tow point x p , water depth h , as well as critical towline tension T C . This paper considers the influence of the scale effect in towed model and barge resistance R T . The analysis of full scale and 1 25 model resistance data indicates that the scale effect can cause the model barge to appear more course stable than the full scale barge. A method for checking this situation is presented.

Longitudinal Strength Analysis of the Grounded Barge Carrying Independent Cargo Tanks

The problem has been treated of determining deflections and bending moments of the barge hull and independent cargo tanks combination as these occur in Class I and Class II barges during grounding. The method of solution is that of the initial parameters, which is here developed by means of operational calculus. The solution is closed and exact within the limitations of the Euler-Bernoulli beam theory.