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Journal articles on the topic 'Barges'
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1
Raju, Rahul Dev, and Madasamy Arockiasamy. "Coastal Protection Using Integration of Mangroves with Floating Barges: An Innovative Concept." Journal of Marine Science and Engineering 10, no. 5 (April 30, 2022): 612. http://dx.doi.org/10.3390/jmse10050612.
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Mangroves and moored barges are used individually for coastal protection and beach restoration. This conceptual paper discusses about the integration of mangroves with moored floating barges for coastal protection. The concept involves towing of a barge to a particular location, mooring it to the seafloor and planting mangroves along the shore or beach. The barges will be unmoored and towed away once the mangroves attain certain growth and are well rooted in the soil. Mangroves can protect the beach from incoming waves using their roots and branches. The incoming waves can be reduced by 50% to 99% using mangroves of 500 m width. Mangroves have a life span of 20–100 years, and they do not need any yearly maintenance as do any other conventional coastal protection measures. Mangroves are considered as soft coastal protection structures and are environmentally friendly. Mangroves will also improve the aesthetic appearance of the beach. This paper discusses about some of the research methodologies for the development of the barge-assisted mangroves coastal protection method. The dimensions of the barge, gap width between the moored barges and the environmental condition at the location determines the performance of the barge-assisted mangroves coastal protection method. The gap width between the barges, draft of the barge and breadth of the barge influence the resonant frequency of the fluid between the barges. The shielding effect of the floating barges can be used for other applications, such as berthing of ships and growing living shorelines using oysters, rocks, sand, plants, coir, etc. for coastal protection.
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McKernan, J. Cameron. "OPA 90: Double-Hull Tank Barges—A Small Pacific Northwest Barge Builder’s Experience." Journal of Ship Production and Design 27, no. 01 (February 1, 2011): 14–25. http://dx.doi.org/10.5957/jspd.2011.27.1.14.
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This paper describes the 18 double-hull oil tank barges built by a Portland, OR, barge builder since 1993. Of the 18 barges, there are 7 completely different designs. This builder had previously built many single-hull tank barges. This paper records the experiences of this builder during development of the new designs and the constructing of the barges to conform to the new OPA 90 Regulations.
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Łebkowski, Andrzej, and Wojciech Koznowski. "Modeling of an Autonomous Electric Propulsion Barge for Future Inland Waterway Transport." Energies 16, no. 24 (December 14, 2023): 8053. http://dx.doi.org/10.3390/en16248053.
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International trade is continuously rising, leading to an increase in the flow of goods passing through transportation hubs, including air and sea. In addition, the aging fleet of inland vessels necessitates renewal through the construction of new vessels, presenting opportunities for the adoption of modern transport technologies. Autonomous barges can transport bulk and containerized cargo between the central port of a specific region and smaller satellite ports, enabling the dispersal of goods over a wider area. Equipping autonomous barges with advanced sensors, such as LIDAR, computer vision systems that operate in visible light and thermal infrared, and incorporating advanced path finding and cooperation algorithms may enable them to operate autonomously, subject only to remote supervision. The purpose of this study is to explore the potential of autonomous electric propulsion barges in inland waterway transport. Given the increasing demand for efficient and sustainable transport solutions as a result of various new policies, which have set new ambitious goals in clean transportation, this study aims to develop a proposition of an electric propulsion hybrid drive inland waterway barge, and compare it to a conventional diesel-powered barge. The methodology involves the creation of a simulation model of an inland waterway class IV electric barge, equipped with advanced sensors and autonomous control systems. The barge’s navigation is managed through a multi-agent system, with evolutionary algorithms determining a safe passage route. This research also utilizes a proprietary networked ship traffic simulator, based on real inland vessel recorded routes, to conduct the autonomous navigation study. The energy consumption of the barge on a route resulting from the ship traffic simulation is then examined using the mathematical model using the OpenModelica package. As a result of the study, the proposed hybrid propulsion system achieved a 16% reduction in fuel consumption and CO2 emissions, while cutting engine operation time by more than 71%. The findings could provide valuable insights into the feasibility and efficiency of autonomous electric propulsion barges, potentially helping future developments in inland waterway transport.
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Lindwasser, O. Wolf, and Marilyn D. Resh. "Multimerization of Human Immunodeficiency Virus Type 1 Gag Promotes Its Localization to Barges, Raft-Like Membrane Microdomains." Journal of Virology 75, no. 17 (September 1, 2001): 7913–24. http://dx.doi.org/10.1128/jvi.75.17.7913-7924.2001.
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ABSTRACT The Gag polyprotein of human immunodeficiency virus type 1 (HIV-1) organizes the assembly of nascent virions at the plasma membrane of infected cells. Here we demonstrate that a population of Gag is present in distinct raft-like membrane microdomains that we have termed “barges.” Barges have a higher density than standard rafts, most likely due to the presence of oligomeric Gag-Gag assembly complexes. The regions of the Gag protein responsible for barge targeting were mapped by examining the flotation behavior of wild-type and mutant proteins on Optiprep density gradients. N-myristoylation of Gag was necessary for association with barges. Removal of the NC and p6 domains shifted much of the Gag from barges into typical raft fractions. These data are consistent with a model in which multimerization of myristoylated Gag proteins drives association of Gag oligomers into raft-like barges. The functional significance of barge association was revealed by several lines of evidence. First, Gag isolated from virus-like particles was almost entirely localized in barges. Moreover, a comparison of wild-type Gag with Fyn(10)Gag, a chimeric protein containing the N-terminal sequence of Fyn, revealed that Fyn(10)Gag exhibited increased affinity for barges and a two- to fourfold increase in particle production. These results imply that association of Gag with raft-like barge membrane microdomains plays an important role in the HIV-1 assembly process.
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Perijoc, Dumitru-Silviu, and Leonard Domnisoru. "STRUCTURAL EVALUATION OF AN INLAND BARGE STRUCTURE UNDER FORE AREA GROUNDING IMPACT LOADS." International Journal of Modern Manufacturing Technologies 15, no. 3 (December 20, 2023): 117–24. http://dx.doi.org/10.54684/ijmmt.2023.15.3.117.
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The inland shipping industry has a long history of utilizing barges for transportation purposes. However, due to their design and navigation conditions, barges are susceptible to impact damage when navigating through inland waterways. In this study, the authors investigated the effects of a grounding impact on the fore area of a barge structure. The analysed finite element model has been developed with a high structural fidelity representation of a typical inland navigation barge of 3000 DWT. The specific fore area of the barge was subjected to a range of grounding impact scenarios, and the response was analysed using 3D FEM simulations. The results of the study include external force, total internal deformation energy, maximum recorded von Mises stress, and stress triaxiality factor. This study provides valuable insights into the behaviour of barges subjected to foregrounding impact scenarios. The results of the study are intended to be used by shipbuilding structural designers to develop safer and more robust barge hulls that are less susceptible to impact damage. Furthermore, the results of the study can also be used to inform regulations and guidelines for the maritime industry, to improve the safety and reliability of barge transportation.
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Sihombing, Irene Lestari, and Jance Murdjani Supit. "PRODUKVITAS ALAT ANGKUT UNTUK PEMUATAN NIKEL KE TONGKANG PT GAG NIKEL DISTRIK WAIGEO BARAT KEPULAUAN KABUPATEN RAJA AMPAT PROVINSI PAPUA BARAT." INTAN Jurnal Penelitian Tambang 3, no. 2 (April 1, 2022): 125–28. http://dx.doi.org/10.56139/intan.v3i2.64.
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PT. Gag Nikel sales its product in the form of mix laterite with 1.8% nickel content. The shipping of the product conducted by transportation contractor PT. Sinar Terang Mandiri using nickel shipping barges. There are two barges used, Bisai barge and Seadragon barge. The planed loading capacity of Bisai barge is 13,000 MT in 3 days loading time while Seadragon barge is 8,000 MT in 2 days loading time. Thus, using 89 dump trucks per day, the working time rate of the Bisai barge is 6.95 hours/day while Sedragon barge is 4.92 hours/day. However, the actual loading capacity of Bisai barge is 12,550.27 MT in 4 days loading time while Seadragon barge is 7,528.64 MT in 3 days loading time. In as much, the loading efficiency is less than 100%. This issue most likely due to the utilization of the dump trucks, thus loading time efficiency using the dump trucks should be evaluate to understand the cause and find the solutions.
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Tabaczek, Tomasz, Jan Kulczyk, and Maciej Zawiślak. "Analysis of hull resistance of pushed barges in shallow water." Polish Maritime Research 14, no. 1 (January 1, 2007): 10–15. http://dx.doi.org/10.2478/v10012-007-0002-4.
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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.
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Hong, Chunbeom, and Sangmin Lee. "A Study on Barge-Bank Interaction Forces Considering the Reflected Waves." Journal of Marine Science and Engineering 8, no. 6 (June 19, 2020): 451. http://dx.doi.org/10.3390/jmse8060451.
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Because of the relative location between the ship and the bank, the fluid flow becomes complicated such that unstable hydrodynamic forces result in the yaw movement of the ship in an unintended direction. To consider the nonlinear effect, this study calculated the lateral force and yaw moment of barges with different shapes in confined waters, using computational fluid dynamics (CFD). We analyzed the effect of the reflected waves from the bank on the barges. The sway force tended to increase as both barges became closer to the bank, because it worked as a suction force that pulled them toward the closest bank. The yaw moment increased as the barges became closer to the bank, regardless of the shape of the bow. At y′ = 0.2B, when the barges were at the closest to the bank, it rapidly soared. The wave pattern showed that the diverging waves from the shoulder did not disperse, and were blocked by the bank and returned to the ship; such phenomena resulted in changing the hydrodynamic force on the barge. It is determined that the effect of free surface must be considered when conducting a comprehensive analysis of the bank effect when the ship is close to the bank.
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Atok Wijaya, Ali Azhar, and Maha Rizqi Karunia Ilahi. "Barge Planning for Covid-19 Patient Isolation." BAITA Engineering: Journal of Naval Architecture and Marine Engineering 2, no. 1 (July 12, 2023): 21–27. http://dx.doi.org/10.30649/baitaengineering.v1i1.14.
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The ship is a means of water transportation that is widely used, one of its functions is to transport passengers. Barge is a type of ship with a flat hull or a large floating box, barges generally do not have a propulsion system but nowadays many barges have a propulsion system which is usually called a Self Propelled Barge. While barges are usually used to transport dry bulk goods or liquid bulk or recently also used to transport containers in connection with short sea shipping. So that in this study the aim is to design a general plan for room arrangement for the isolation room for COVID-19 patients. the need to design a room arrangement for the isolation room for covid-19 patients and the need to know the number of patients that can be brought. Equipped with several safety components, medical equipment, hospital facilities or a preventive measure that must exist in an emergency condition. The safety components on board must be managed as well as possible and must go through inspection procedures before being installed on the ship. This serves to ensure that everything is in good and optimal condition. This research will provide methods of data collection, design of plain lines and general plans, determination of load space capacity. The results obtained are barges with a capacity Alternative 1 patients amounted to 32 people and alternative 2 amounted to 48 people. From this capacity, the stability of the ship has met the requirements.
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Peeters, Gerben, Senne Van Baelen, Gökay Yayla, Tim Catoor, Muhammad Raheel Afzal, Christos Christofakis, Robrecht Louw, et al. "Decoupled Hydrodynamic Models and Their Outdoor Identification for an Unmanned Inland Cargo Vessel with Embedded Fully Rotatable Thrusters." Journal of Marine Science and Engineering 8, no. 11 (November 7, 2020): 889. http://dx.doi.org/10.3390/jmse8110889.
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Expanding the automation level of the freshly introduced fleet of self-propelled Watertruck+ barges, which house fully-rotatable embedded thrusters, might increase their ability to compete with their less sustainable but dominating road-based alternatives. Hydrodynamic motion models, which reveal the manoeuvring capabilities of these barges, can serve as inputs for many pieces of this automation puzzle. No identified motion models or hydrodynamic data seem to be publicly available for the hull design and the novel actuation system configuration of these barges. Therefore, this study offers: (i) decoupled motion model structures for these barges for surge, sway, and yaw, with a focus on the thruster and damping models; (ii) two identification procedures to determine these motion models; (iii) all the experimental data, generated outdoors with a scale model barge to identify (i) based on (ii). In addition, the identified surge models were compared with both computational and empirical data. These comparisons offer more physical insights into the identified model structures and can aid in the model selection for which the desired complexity and accuracy evidently depend on their envisaged application. Finally, this methodology need not be limited to the vessel and actuation types utilised by us.
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Yim, Solomon C. S., Tongchate Nakhata, Warren A. Bartel, and Erick T. Huang. "Coupled Nonlinear Barge Motions, Part I: Deterministic Models Development, Identification and Calibration." Journal of Offshore Mechanics and Arctic Engineering 127, no. 1 (February 1, 2005): 1–10. http://dx.doi.org/10.1115/1.1854700.
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This paper focuses on the development of optimal deterministic, nonlinearly coupled barge motion models, identification of their system parameters, and calibration of their prediction capability using experimental results. The ultimate objective is to develop accurate yet sufficiently low degree-of-freedom stochastic models suitable for efficient probabilistic stability and reliability analyses of US Naval barges for preliminary design and operation guideline development (see Part II). First a three-degree-of-freedom (3DOF) fully coupled roll-heave-sway model, which features realistic and practical high-degree polynomial approximations of rigid body motion relations, hydrostatic and hydrodynamic force-moment specifically suitable for barges, is examined. The hydrostatic force-moment relationship includes effects of the barge’s sharp edge and combined roll-heave states, and the hydrodynamic terms are in a “Morison” type quadratic form. System parameters of the 3DOF model are identified using physical model test results from several regular wave cases. The predictive capability of the model is then calibrated using results from a random wave test case. Recognizing the negligible sway influence on coupled roll and heave motions and overall barge stability, and in an attempt to reduce anticipated stochastic computational efforts in stability analysis, a two-degree-of-freedom (2DOF) roll-heave model is derived by uncoupling sway from the roll-heave governing equations of motion. Time domain simulations are conducted using the 3DOF roll-heave-sway and the 2DOF roll-heave models for regular and random wave cases to validate the model assumptions and to assess their (numerical) prediction capabilities.
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Zhang, Chi, and Allan R. Magee. "Effectiveness of Floating Breakwater in Special Configurations for Protecting Nearshore Infrastructures." Journal of Marine Science and Engineering 9, no. 7 (July 20, 2021): 785. http://dx.doi.org/10.3390/jmse9070785.
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This paper investigates the effectiveness of floating breakwaters consisting of two barges (L-shape), three barges (U-shape), four barges (barge frame), and conventional single floating breakwater. The floating breakwaters of different spatial layouts have sheltered internal gaps/moonpools when compared to their conventional counterparts. The motions of these floating breakwaters and their effectiveness in wave transmission and motion reduction of the protected floating bodies are evaluated. The study is conducted based on a subsystem of a floating hydrocarbon storage facility that combines a floating breakwater with two floating tanks, studied previously. Numerical models based on linear potential flow theory are built for these floating breakwaters with and without the floating tanks. The numerical models of the barge frame are validated through laboratory experiments, and the dipole damping lids to reduce the resonant fluid motions in the gaps/moonpools are calibrated with experimental results. The L-shape floating breakwater is found effective in reducing wave transmissions without the presence of the floating tanks, while the barge frame is the most effective in the motion reduction of the floating tanks. In addition, significant fluid resonant motions are identified for all investigated floating breakwaters, including the conventional one. Orienting the structure obliquely can improve the performance of the floating breakwaters of special configurations, especially the barge frame. The results and findings show the importance of considering the protected floating structures in the analysis when designing floating breakwaters for many types of marine structures, including floating fish farms and floating cities in coastal waters.
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Howard, GREGORY A., and Donald L. Laisure. "ASPHALT BARGE MM53 AND THE OHIO RIVER." International Oil Spill Conference Proceedings 2008, no. 1 (May 1, 2008): 957–62. http://dx.doi.org/10.7901/2169-3358-2008-1-957.
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ABSTRACT On January 26th, 2006, while southbound on the Ohio River, a towboat with three barges attempted to enter Louisville, Kentucky'S McAlpine lockway during high water levels. The barge tow allided with the starboard approach fender resulting in the loss of the entire tow. While two barges were recovered without loss of product, the third struck the K&I railroad bridge and eventually flipped onto its port side, discharging 220,000 (832.8 m3) gallons of oil into the river. This paper will examine the challenges associated with the release of asphalt in a major navigable river, removal of solid asphalt from a stricken 300-foot (91.4 m) long barge and the ultimate salvage of the barge beneath a working railroad bridge. This paper will discuss operational decisions from the perspective of pollution response, salvage, safety, and command experiences coordinating efforts of the federal government and two states, a protracted event in urban setting and environmental pressures.
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McAllister, Marc. "Evolution and State of the Art of the Log Barge." Marine Technology and SNAME News 32, no. 02 (April 1, 1995): 132–39. http://dx.doi.org/10.5957/mt1.1995.32.2.132.
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The movement of tows, or cargoes, of logs through the coastal waters of British Columbia has progressed from the towing of immense floating "rafts" of wired-together logs in calm, protected waters to sophisticated self-loading/self-dumping barges capable of navigating in less-calm conditions without risk of destruction. The evolution of these barges is described along with the ingenious method of quick offloading, or dumping, of cargo, and its attendant risks. The principal particulars of some of the more successful, modern vessels, including tug-and-barge units, are given, as well as a brief overview of the state of the industry at large.
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Greene, Thomas C. "The Apex Barges Spill, Galveston Bay, July 19901." International Oil Spill Conference Proceedings 1991, no. 1 (March 1, 1991): 291–97. http://dx.doi.org/10.7901/2169-3358-1991-1-291.
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ABSTRACT A major spill of 692,000 gallons of catalytic feedstock oil resulted when the Greek tankship Shinoussa collided with and sank the tank barge Apex 3417 and damaged the tank barge Apex 3503 in the Houston Ship Channel, Galveston Bay, Texas on July 28, 1990. The owner of the barges took immediate action to contain and recover the oil and salvage the sunken barge, but on the sixth day withdrew from the cleanup. The Coast Guard On-Scene Coordinator (OSC) federalized the cleanup and continued for another 15 days, completing the cleanup on August 17, 1990. Bioremediation microbes were used for the first time by the OSC to treat oiled marsh areas. Visually, the treatment appeared successful. Several problems were encountered and lessons learned during the major cleanup operation.
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Dana Bisignani. "Night, Barges." Prairie Schooner 83, no. 4 (2009): 27–28. http://dx.doi.org/10.1353/psg.0.0337.
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Li, Shu, and Bin Teng. "Fluid Resonance Between Twin Floating Barges with Roll Motion Under Wave Action." China Ocean Engineering 35, no. 6 (December 2021): 789–801. http://dx.doi.org/10.1007/s13344-021-0070-8.
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AbstractThe wave-induced fluid resonance between twin side-by-side rectangular barges coupled with the roll motion of the twin barges is investigated by both numerical simulation and physical model test. A 2D numerical wave flume, based on an open source computational fluid dynamics (CFD) package OpenFOAM, is applied for the numerical simulation. After numerical validations and convergent verifications, the characteristics of the fluid resonance in the gap between the twin rolling side-by-side barges are examined. The resonant frequency of the oscillating fluid in the gap between the twin rolling barges decreases compared with that between the twin fixed barges. Generally, the twin barges roll in the opposite directions, and their equilibrium positions lean oppositely with respect to the initial vertical direction. A physical model test is carried out for a further investigation, in which the twin barges are set oppositely leaning and fixed. From the present experimental results, a linear decrease of the resonant frequency with the increasing leaning angle is found. Combined with the numerical results, the deflection of the equilibrium positions of the twin barges is a relevant factor for the resonant frequency. Besides, the effects of the gap width and incident wave height on the fluid resonance coupled with roll motion are examined.
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Caballero Rosas, A., and T. Verduijn. "Smart Ships and implications in logistics chains a case study in Zeeuws Vlaanderen." Journal of Physics: Conference Series 2618, no. 1 (October 1, 2023): 012017. http://dx.doi.org/10.1088/1742-6596/2618/1/012017.
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Abstract Autonomous shipping is expected to be gradually adopted in the coming years. While many scientific studies in the field have focused on technological development, recent research has started to explore the effects of this innovation on the cargo transportation industry. This study investigates the economic dynamics that can drive logistics entrepreneurs to adopt teleoperated barges, a specific type of smart shipping. By conducting a case study of cargo transportation between two companies using roundtrips with trucks and barges, the study evaluates a modal shift to intermodal transport and looks into the conditions that are affected if barge teleoperation is implemented. A major conclusion of the study is that the transport distance, the equipment size, and the mix of captain-only tasks versus all the sets of crew tasks affect the expected economic gains that are obtained as a result of implementing smart shipping. In this case, a conventional modal shift to waterborne transport is already economically attractive. When opting to operate a smaller barge, teleoperation becomes preferable when a shore-control captain can only focus on exclusive sailing tasks and when more than one ship is monitored simultaneously.
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Dager, Chrisman A., Larry G. Bray, C. Michael Murphree, and Charlotte Ann Leibrock. "Elasticity of Demand for Barged Corn Shipments on the Upper Mississippi River–Illinois Waterway." Transportation Research Record: Journal of the Transportation Research Board 1909, no. 1 (January 2005): 1–7. http://dx.doi.org/10.1177/0361198105190900101.
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Qualitative evidence is presented to contend that the predominant response of waterway grain shippers on the Upper Mississippi River-Illinois Waterway to increases in barge shipping costs is most likely to be modal shift. Even so, modal shift faces serious constraints, moderating its ability to substitute for barges as waterway shipping costs rise. In addition, empirically derived estimates of demand price elasticities for barge transport are offered on four reaches of the river system. The elasticities are moderately inelastic, ranging from −0.7 to −0.3.
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Łozowicka, Dorota, and Magdalena Kaup. "The Conceptual Design Algorithm of Inland LNG Barges." Management Systems in Production Engineering 25, no. 1 (March 1, 2017): 16–21. http://dx.doi.org/10.1515/mspe-2017-0002.
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Abstract The article concerns the problem of inland waterways transport of LNG. Its aim is to present the algorithm of conceptual design of inland barges for LNG transport, intended for exploitation on European waterways. The article describes the areas where LNG barges exist, depending on the allowable operating parameters on the waterways. It presents existing architectural and construction solutions of barges for inland LNG transport, as well as the necessary equipment, due to the nature of cargo. Then the article presents the procedure of the conceptual design of LNG barges, including navigation restrictions and functional and economic criteria. The conceptual design algorithm of LGN barges, presented in the article, allows to preliminary design calculations, on the basis of which, are obtained the main dimensions and parameters of unit, depending on the transport task and the class of inland waterways, on which the transport will be realized.
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Duldner-Borca, Bianca, Laura Hoerandner, Bernhard Bieringer, Reza Khanbilverdi, and Lisa-Maria Putz-Egger. "New Design Options for Container Barges with Improved Navigability on the Danube." Sustainability 16, no. 11 (May 29, 2024): 4613. http://dx.doi.org/10.3390/su16114613.
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One of the measures set forth by the European Green Deal to decarbonize the freight transport sector is the promotion of inland waterway transport (IWT), and particularly intermodal transport in Europe. To facilitate intermodal transport on the Danube, we developed six new barge designs for the transport of 45′ pallet-wide high-cube containers using a four-step approach. Our approach consisted of detailed desk research, followed by the design and further analysis of the identified barge types, considering, for example, sightlines and stability. Their container carrying capacity reaches up to 90 containers in three layers, which is double the capacity of existing standard barges on the Danube. Nevertheless, three-layer transport is hardly feasible in several cases, due to restrictions regarding sightlines and stability. We conclude that each loading condition must be evaluated separately to determine the best barge design option for each case. This study is limited by its geographical scope and the type of container used to develop the new barge designs. A possible direction for further research could be using other container types and/or extending the geographical scope to extend the usability of our container barge designs.
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Fitriadhy, Ahmad, Nur Amira Adam, Izzati Pison, Mohd Asamudin A. Rahman, Mohd Azlan Musa, and Mohd Hairil Mohd. "CFD investigation into resistance characteristics of a pusher-barge system in calm water." Journal of Naval Architecture and Marine Engineering 18, no. 2 (December 31, 2021): 241–54. http://dx.doi.org/10.3329/jname.v18i2.52593.
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Prediction of ship’s total resistance of a pusher-barge system has become enormous complexity involving nonlinear-hydrodynamic flows behaviour along their hull forms. Both of empirical and simplified numerical solutions may still lead into inaccurate results due to presence of nonlinear characteristics of the pressure and viscous resistances. The use of a more sophisticated method would obviously necessitate to solve the above problem. This paper presents a Computational Fluid Dynamics (CFD) approach to predict the total ship’s resistance of a pusher-barge system at various barge’s configurations. To achieve such objective, four different configurations of the barge models incorporated with various Froude numbers have been taken into account in the computational simulation. In general, the results revealed that the increase of Froude number (Fr = 0.182 to 0.312) was proportional to the magnitude of RT, RP and RV. Regardless of the various Froude number, the pusher-barge system with a 13BP configuration provides the highest resistance compared to the 12BP and 11BP. In addition, the arrangement of barges in the longitudinal (12BP) and lateral (21BP) configurations produced a significant effect with increases in RT, RP and RV values of 110%, 167.5% and 77.6%, respectively. The possible reason for this is that the increase of the total wetted surface area for 21BP has produced to a proportionally higher amount of the pressure and viscous resistance. Overall study, the numerical results were presented and analysed based on few aspects involved the total resistance and resistance coefficient in terms of pressure and viscous resistance of the pusher-barge system. This analysis provides very valuable information on choosing the most reliable arrangement of pusher-barge system. This analysis provides very valuable information on choosing the most reliable arrangement of pusher-barge system
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Jenkins, David. "North Devon Barges." Mariner's Mirror 102, no. 4 (October 2016): 498–99. http://dx.doi.org/10.1080/00253359.2016.1241025.
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Garcia, Breno Tostes de Gomes, Alexandre Simas De Medeiros, Filipe Almeida Corrêa Do Nascimento, and Marcelino Aurélio Vieira Da Silva. "Impact of Drought on the Life Cycle of Barge Transport." Civil Engineering Journal 8, no. 12 (December 1, 2022): 2693–705. http://dx.doi.org/10.28991/cej-2022-08-12-02.
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This paper aims to analyze the impact of drought on the life cycle of barge transportation. The LCA method was used to quantify the environmental impact of barge transportation services on the Madeira River/Brazil: Transportation Operation, Barge Fleet, and Waterway Infrastructure. A model for barge convoy formation was developed as a function of river water level variation. From this, the transport operation was simulated, considering the loading of grains from the Madeira River in 2021, as well as the respective fuel consumption and CO2Eq emissions. The results indicate that barge transportation is more harmful to the environment during drought, since only a convoy of nine barges is allowed to navigate, and its energy efficiency is compromised due to the longer travel time and lower loading capacity in one trip. The intense use of this barge convoy implied an increase of 22.25% in CO2Eqemissions when compared to the full river. Doi: 10.28991/CEJ-2022-08-12-02 Full Text: PDF
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Domnisoru, Leonard. "On seakeeping capabilities evaluation of a large off-shore barge." Analele Universităţii "Dunărea de Jos" din Galaţi Fascicula XI Construcţii navale/ Annals of "Dunărea de Jos" of Galati Fascicle XI Shipbuilding 44 (December 3, 2021): 23–30. http://dx.doi.org/10.35219/annugalshipbuilding/2021.44.04.
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Usual specially designed barges are involved in the off-shore operations that have to be evaluated by several criteria, inclusive of the seakeeping capabilities. The paper includes a comparative seakeeping study of two constructive versions for a large off-shore barge with a length of 189 m, having different breadths 40 m and 50 m. Both constructive versions are on the full cargo 23000 t condition. The seakeeping analyses are done with our own software DYN-OSC, developed by linear potential Lewis’s strip theory. The seakeeping studies are done in oblique irregular waves with a maximum height of 12 m and for the off-shore barge maximum operation speed of 7 knots. The results of this comparative study reveal the differences in the seakeeping operation capabilities for the two off-shore barge constructive versions.
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Watanabe, Eisuke, and Ryuichi Shibasaki. "Extraction of Bunkering Services from Automatic Identification System Data and Their International Comparisons." Sustainability 15, no. 24 (December 10, 2023): 16711. http://dx.doi.org/10.3390/su152416711.
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Despite the increased demand for alternative fuel bunkering and the importance of its base formation, quantitative information or statistics on bunkering are very limited due to data availability. This study aims to develop a quantitative method to extract bunkering operations and analyze and compare the actual bunkering operations, such as bunkering service times and starting times in the port area, by extracting anchored vessels using a clustering method and matching them with bunker barges spatio-temporally. The algorithm also reflects the characteristic behavior of bunker barges, including calling at refineries and bunker barge bases. This study then focuses on bunkering in three port areas and compares their characteristics from various perspectives. The study’s key findings reveal variations in vessel types and service times across three port areas, particularly in Tokyo Bay, where shorter service times are observed for containerships and dry bulk carriers due to high fuel prices. Additionally, it highlights differences in bunkering start times, with Tokyo Bay for daytime operations and Singapore Port for a more balanced distribution throughout the day. Furthermore, bunkering locations differ, with Tokyo Bay and Busan Port having most operations at container terminals, while offshore bunkering is prevalent in Singapore Port.
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Edgar, John L. R., and William L. Hurley. "Design and Development of the M.S.-5: 5000 Cubic Yard, Split-Hull Dump Barge." Marine Technology and SNAME News 33, no. 01 (January 1, 1996): 69–79. http://dx.doi.org/10.5957/mt1.1996.33.1.69.
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Fig. 01Launch of the J.D.-6(sister to the M.S.-5), July 15, 1995 (courtesy Gunderson Marine Inc.)This paper presents an overview of the design and development process leading to the construction of the M.S.-5, the first in a class of 5000 cubic yard, split-hull dump barges for the Dutra Construction Company, San Rafael, California. This design process incorporates current dredging industry practice, regulatory body criteria and specific owner requirements into engineering procedures to develop and assess the stability, longitudinal strength and structural details for this unique class of barge.
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Yoshie, Muneo, Isamu Fujita, and Kenji Takezaki. "DEVELOPMENT OF AN OIL SKIMMER OPERATED BY CRANE BARGES." International Oil Spill Conference Proceedings 2008, no. 1 (May 1, 2008): 469–73. http://dx.doi.org/10.7901/2169-3358-2008-1-469.
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ABSTRACT This paper reports about an oil skimming system for crane barges. It was tested with heavy fuel oil and emulsion in a large test tank and its operational test was carried out at SAKAI PORT in Japan. We can estimate performance of the skimmer from experiment data in large test tank, recovering C heavy fuel oil and its emulsion in waves. Estimated oil recovery rate is 5.9tlh and recovery efficiency is 70% when the oil slick thickness is about 2 cm. The recovery rate is equal to, and the recovery efficiency is 2 times higher than the performance of the grab-bucket (capacity 4m3). As a result of the field test, we can propose the oil skimmer as the most immediate oil recovery equipment with a crane barge'S operation.
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Won, Deokhee, Jihye Seo, Osoon Kwon, Hae-Young Park, and Hyoun Kang. "The Construction Conditions of a Pre-Piling Template for Foundations of Offshore Structures." Journal of Marine Science and Engineering 12, no. 1 (January 16, 2024): 174. http://dx.doi.org/10.3390/jmse12010174.
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The foundations of offshore wind power can be classified as floating, tripod, jacket, monopile, or gravity-based, depending on the support type. In the case of tripod- and jacket-type supports, the structures require precise construction. There are two main methods for installing substructures: post- and pre-piling. The post-piling method involves moving the completed substructure to the site and fixing it to the seabed by inserting a pile into the leg pile and driving it, allowing it to be constructed without special off-shore equipment; however, the construction period is long. Contrarily, the precision of foundation installation can be improved by installing a pre-piling template, which is special equipment that serves as a basic structure, on the seabed in advance, and subsequently inserting substructures. This study presents a new type of underwater pre-piling template and method for achieving optimal construction environment conditions. Construction precision was analyzed based on the wave condition, current speed, winch speed, wave direction, and current direction while the under-water template was anchored to the seabed. It was found that the wave conditions, winch speed, and vessel type had a significant influence. The results obtained considering the Douglas sea scale show that precise construction could only be achieved within Grade 2 for general barge ships, while jack-up barge ships could be used even at Grade 3 or higher. The higher the winch speed, the more stable construction becomes possible, and jack-up barges show greater constructability than general barges.
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Rogers, John, Michael Foulkes, and Hans-Joerg Mettig. "A Classical Cycle of Activity in the North Tropical Region of Jupiter, 1996-1999." Highlights of Astronomy 12 (2002): 651. http://dx.doi.org/10.1017/s1539299600014556.
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AbstractJupiter’s North Equatorial Belt (NEB) occasionally undergoes cycles of activity that consist of rapid broadening of the dark belt to the north, often accompanied by cyclonic bright “rift” activity, followed by development of large circulations in the expanded northern part (cyclonic dark “barges” and anticyclonic bright “portholes”), and a reddish colour across the belt (Rogers 1995). In 1996 there was a classic NEB broadening event with typical evolution over the following years. The broadening to the north began in 1996 April and spread around the belt by the summer. By 1997 April, there was an array of “barges” and “portholes” (white ovals) all around the broadened NEB, and increased redness of the belt. During 1997 the northern extension gradually reverted towards the normal bright albedo for this latitude, but the barges and ovals persisted. Indeed they still persist in 1999/00. Features in 1998/99/00 have included a rapidly-prograding white oval which destroyed barges ahead of it and had retrograding dark spots created following it; these retrograding spots have circulated as was observed in Voyager maps.
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Lindstrom, Naomi, and María Esther Vázquez. "Barges: Esplendor y derrota." World Literature Today 70, no. 4 (1996): 925. http://dx.doi.org/10.2307/40152355.
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Sayer, P., and H. K. Liang. "Wave Interactions Between Barges." Journal of Waterway, Port, Coastal, and Ocean Engineering 112, no. 3 (May 1986): 402–17. http://dx.doi.org/10.1061/(asce)0733-950x(1986)112:3(402).
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Ma, Yuying, and Guang Chen. "Calculation and analysis of sea-fastening support and welding strength of topside module." Journal of Physics: Conference Series 2174, no. 1 (January 1, 2022): 012067. http://dx.doi.org/10.1088/1742-6596/2174/1/012067.
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Abstract Marine structures are usually built on land as a whole modular, using barges to transport to the designated area for installation. This paper presents the sea-fastening design methodology and results of the topside module which is to be transported by self-propelled barge. The combination of its self-weight, wind load and barge acceleration in waves will act on the topside module and barge in the process of marine transportation, this paper mainly analyzes and calculates the temporary support frame and the grillage members of the topside module by SACS software. Then the top plates and the base plates transmit the member end forces of sea-fastening grillage members taken from SACS output, in order to ensure the strength, the bracket plates are welded to the grillage columns, braces and the bottom of temporary support frame. The strength of all fillet welds shall be checked.
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Abramowicz-Gerigk, Teresa, and Zbigniew Burciu. "Design and Operational Innovations in Adapting the Existing Merchant River Fleet to Cost-Effective Shipping." Polish Maritime Research 26, no. 4 (December 1, 2019): 157–64. http://dx.doi.org/10.2478/pomr-2019-0078.
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Abstract Modernisation of the existing river fleet adapted for the local conditions of the Middle and Lower Vistula can be considered as a solution to slow down the progressive decrease of river transport in this area. The implementation of technical improvements, smart technologies and enhancement of transport performance may partially solve the problem of growing demand for multimodal transport of containers and oversized loads in a shorter perspective than the expected period of planned revitalisation of the river. The paper presents investigations on the modernisation of river convoys adapted to the current navigational conditions of the Lower Vistula. The different options have been discussed by the authors with river fleet operators and the best recognised solution was agreed to be the use of river convoys combining modernised motor barges and the pushed barges previously used in this area. Improvement of the transport profitability, reduction of fuel consumption, air pollution and noise can be achieved at minimum costs by modernisation of the main power-propulsion systems of outdated motor barges and the implementation of innovative steering systems on pushed barges. The demand for power-propulsion and manoeuvring performance of modernised convoys is discussed in the paper.
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Harrington, K. E., R. Hansen, A. L. Marshall, and M. Hubert. "The Weight of Concrete Barge and Pontoon Hulls." Marine Technology and SNAME News 28, no. 04 (July 1, 1991): 213–22. http://dx.doi.org/10.5957/mt1.1991.28.4.213.
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Increased structural weight has always been a major disadvantage and probably the main objection to using concrete hulls. Postwar development in materials and construction techniques has led to claims that it is now possible to achieve structural weights equalling or closely approaching those of equivalent steel hulls. After reviewing the postwar material and construction technique developments, this paper compares the structural weight of existing and equivalent steel and concrete barge and pontoon hull designs. It is found that increased structural weight is a dual factor advantageous in some applications but disadvantageous in others, and that despite the postwar developments concrete barges and pontoons are still heavier than equivalent steel hulls.
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Khelifa, Ali, and Yvon Ouellet. "Étude sédimentologique de sites de dépôt de matériaux de dragage dans le fleuve Saint-Laurent. II Analyse quantitative de la stabilité des sédiments déposés." Canadian Journal of Civil Engineering 21, no. 6 (December 1, 1994): 1037–48. http://dx.doi.org/10.1139/l94-108.
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This paper presents the second part of a sedimentological study on four disposal sites of dredged material along the St. Lawrence River between Sorel and Saint-Pierre-les-Becquets. A quantitative analysis of the stability of non-cohesive sediments disposed at those sites comprises, on one hand, a study of the erosion process by currents at those sites and, on the other hand, of the erosion by currents and waves at Yamachiche in Lake St-Pierre. The results show that the daily eroded quantity at the site of Cap-de-la-Madeleine varies from 0.1 to 6 times the capacity of a barge of 500 m3 when the river discharge varies from low-water to flood conditions with a 20-year recurrence. When wave conditions corresponding to a significant height of 0.5 m and a peak period of 3.5 s (event with a probability of the order of 10%) are superposed on currents at the Yamachiche site, the calculated erosion corresponds to 0.7 to 2.5 barges. Under high-wave conditions of 0.7-m height and 4 s period (event with a probability of the order of 0.1%), the erosion rises to about 2.5 to 7 barges. These results are in good agreement with measures taken at Cap-de-la-Madeleine and Yamachiche. Key words: dredging, sediments, St. Lawrence River, Lake St-Pierre, erosion, waves.
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Zhidkova, A. M. "Simulation of the barge-tug combinations operation using the matrix routing method." Vestnik Gosudarstvennogo universiteta morskogo i rechnogo flota imeni admirala S. O. Makarova 15, no. 6 (February 6, 2024): 1015–29. http://dx.doi.org/10.21821/2309-5180-2023-15-6-1015-1029.
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The problems of modeling the operation of classic (constant configuration) and variable vessel combination of barges by matrix routing methods are discussed in the paper. Regrouping the combination directly on the route allows you to operate a larger number of barges compared to a permanent combination, which increases its load capacity. The efficiency of water transport is determined by the volume of cargo delivered in relation to operating costs, which depend on the time the vessel is on the route. Additional stops during the voyage of the vessels combination for its reformation allow to increase the total cargo turnover, but lead to an increase in the voyage time, which is a certain contradiction, the solution of which is possible through the use of a variable approach to organizing the work of barge-tug combinations. The results of the mathematical apparatus development for describing the model of the barge-tug combinations movement on inland waterways are presented; the influence of turns on the change in the combinations speed and on the total voyage time is taken into account, and a particular task of regrouping the combination is additionally considered. The route from the Nizhnesvirsky lock to Ladoga Lake, on which turning points and places, where it is necessary to change the barge-tug combinations configuration to pass it are identified, is analyzed. For the mathematical description of the vessel movement along the route, a system of calculation matrices, which allows us to generalize the change and relationship of the speed and time parameters of the vessel movement with its route, including taking into account the time of regrouping the combination, is proposed. The main factors influencing the effectiveness of the combinations operation organization with their reorganization along the route are identified. As a basis for constructing matrices, it is proposed to use turning points, the system of which is formed in the form of a three-level model. The complex of matrices allows to obtain a quantitative presentation of the vessel movement and voyage time, while providing detailed parameters for the combination passage along the individual sections of the waterway, which in general is the basis of the developed information technology for intelligent control of the barge-tug combinations operation.
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Corré, Xavier. "The hopper barges of Marseilles." Archaeonautica, no. 21 (July 1, 2021): 83–88. http://dx.doi.org/10.4000/archaeonautica.2014.
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Brookes, Douglas S. "THE TURKISH IMPERIAL STATE BARGES." Mariner's Mirror 76, no. 1 (January 1990): 41–49. http://dx.doi.org/10.1080/00253359.1990.10656281.
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Sonstegaard, Miles H. "World standards for shipborne barges." Transportation Research Part A: General 21, no. 2 (March 1987): 139–44. http://dx.doi.org/10.1016/0191-2607(87)90006-9.
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Audiba Karchely, Vindy, Arif Fadillah, and Shanty Manullang. "Analisis Angkutan Crude Palm Oil Multi Trip Dengan Kapal Tongkang." Jurnal Penelitian Transportasi Laut 22, no. 2 (March 5, 2021): 79–86. http://dx.doi.org/10.25104/transla.v22i2.1615.
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Crude palm oil (CPO) merupakan salah satu komoditas ekspor andalan indonesia. Prospek pasar CPO masih cukup cerah dimasa yang akan datang, untuk pasar domestik maupun ekspor. Indonesia menjadi penghasil CPO terbesar di dunia dan untuk membutuhkan optimalisasikan armada angkutan CPO. Pada penelitian ini menggunakan 7 tongkang dengan muatan 3 armada bermuatan 5000 metrik ton (MT) dan 4 armada bermuatan 3500 MT, dimana sistem tarik menggunakan kapal tunda, yang tersedia sebanyak 7 kapal tug. Transportasi angkutan CPO ini memiliki multi alur pelayaran dimana CPO akan di supply ke titik pelabuhan Surabaya sebanyak 92.000 MT dan di pelabuhan Jakarta sebanyak 52.000 MT dari titik muat (Pelabuhan singgah) di Samarinda, Palembang, Bonemanjing, Rengat, Dumai. Seluruh rute akan dioptimalisasikan untuk mendapatkan rute terbaik dan biaya yang minimum dengan menggunakan metode simplex dan linier program. Total biaya Required Freight Rate (RFR) dari 7 tongkang mencapai Rp. 274.003.209.166. Hasil menunjukan bahwa dengan menggunakan rute terbaik dan menggunakan 6 tongkang, kapasitas supply CPO meningkat menjadi 38 Ton. Dengan biaya RFR sebesar Rp. 253.058.332.728 biaya dapat diminimalisir hingga 20 milliar rupiah. Dari hasil penelitian memperlihatkan transportasi menggunakan tongkang dengan sistem tarik oleh kapal tunda masih dapat menjadi pilihan transportasi yang efisien dan efektif.Analysis of Multi-Trip Crude Palm Oil Shipment by Towed Barge; Crude palm oil (CPO) is one of Indonesia's mainstay exports commdity. The prospect of the CPO market still bright in the future, both domestically and exports. Crude palm oil (CPO) is one of Indonesia's mainstay exports. The prospect of the CPO market looks bright in the future, both domestically and in exports. Indonesia is the largest CPO producer in the world therefore the CPO transportation fleet must be optimized. In this study, seven barges with a cargo where 3 fleets with 5000 MT and 4 fleets with 3500 MT, where the tug system uses tugboats, which are available as many as 7 tugboats. This transportation of CPO transportatison has multiple channels where CPO will be supplied to Surabaya port for 92,000 MT, and at Jakarta ports as much as 52,000 MT from loading points in Samarinda, Palembang, Bonemanjing, Rengat, Dumai.All routes will be optimized to get the best route and minimum costs using simplex method and linear programing. The total cost of the Required Freight Rate (RFR) of 7 barges reaches Rp. 274.003.209.166. The results show that using the best route and utilize only 6 barges CPO supply capacity increases by 38 tons. With an RFR cost only Rp 253,058.332.728 can minimize costs up to 20 billion rupiah. The result showed that transportation using barge with a pull system by tugboat still become efficient and effective transport choice.
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Yang, Gong Sheng. "The Analysis & Optimization of the Landing Stage Structure of Hydraulic Axis Car." Advanced Materials Research 550-553 (July 2012): 3088–91. http://dx.doi.org/10.4028/www.scientific.net/amr.550-553.3088.
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At the process of lading large structure with vehicle, the landing stage connects the barges and the dock, it needs to meet a requirement to make the car can be driven to the barges smoothly. Here, on the working condition that lading with hydraulic axis car, finite-element analysis and optimization were taken on the force of the landing stage, then optimized the structure of the landing stage to make it and it’s force distribution more reasonable, and reduced the weight of the landing stage.
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Domnisoru, Leonard. "ON THE EVALUATION OF TWO DESIGN VERSIONS OF A 23000T OFF-SHORE BARGE BY THE HYDROELASTIC LONG-TERM APPROACH." International Journal of Modern Manufacturing Technologies 14, no. 2 (December 20, 2022): 48–60. http://dx.doi.org/10.54684/ijmmt.2022.14.2.48.
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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.
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Zhang, Chongwei, Xiaotong Sun, Pengfei Wang, Lifen Chen, and Dezhi Ning. "Hydrodynamics of a floating liquid-tank barge adjacent to fixed structure in beam waves." Physics of Fluids 34, no. 4 (April 2022): 047114. http://dx.doi.org/10.1063/5.0089127.
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Physical experiments are conducted in a wave flume to investigate the hydrodynamic behavior of a liquid-tank barge floating near an identical barge. The two barges are arranged side-by-side and subjected to the action of beam waves. The floating barge is equipped with two liquid tanks and encounters the waves before the second barge. Systematic investigations on the effects of liquid tanks, mooring constraints, and arrangement configurations provide rich findings on the physics of fluids. Mathematical solutions are also derived to interpret the underlying mechanism behind the experimental observations. Our primary findings suggest two essential modes, i.e., trend and oscillatory components, in the motion of the floating barge. Of these, the oscillatory component can be strongly coupled with the liquid sloshing in the tanks. A mean-drift load caused by internal sloshing waves occurs as a result of the second-order nonlinearity, which significantly modulates the mean-drift force induced by external water waves and may change the drift direction of the floating barge. The properties of the mooring constraints effectively determine the trend component. Regardless of the liquid filling level in the tanks, the maximum ratio of the sloshing-wave height to the oscillatory amplitude of the barge always occurs at the fundamental natural sloshing period. The contributions of radiation damping and viscous damping to the barge oscillation are explicitly distinguished. The physical insights revealed in this study will help guarantee the operational safety of side-by-side floating structures.
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Cheng, Xiaofei, Shimin Li, and Gang Wang. "Experimental Study on Hydrodynamic Characteristics of Barge-Type Breakwaters under Different Mooring Methods." Journal of Marine Science and Engineering 11, no. 5 (May 10, 2023): 1016. http://dx.doi.org/10.3390/jmse11051016.
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In this paper, a yacht project in Tingjiang Town, Mawei, Fujian, is suggested as an example of a barge type breakwater made out of scrap barges. The physical modelling of a two-dimensional flume wave test was carried out on a barge-type breakwater, focusing on the wave dissipation and anchor chain forces under two different mooring methods, the “crossed tilt” mooring and the “front and rear direct pull” mooring, with no change in the size of the breakwater. The test results show that the effect of wave elimination of the barge-type breakwater gradually decreases with the increase of wave elements under different mooring conditions, but the effect of wave elimination of the barge-type breakwater is significantly better under the “crossed tilt” mooring systems than under the “front and rear direct pull” mooring systems; the maximum tension of the anchor chain under the “inner eight” diagonal mooring method is significantly higher than that under the front and rear straight pulling mooring method. The maximum anchor chain tension under the “crossed tilt” mooring system is significantly greater than that under the fore and aft straight mooring method, while the average anchor chain tension does not change significantly under the two mooring methods.
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Kennedy, Stephen J., Aldo E. Martino, Alireza Mirzaei, and Fabio Zapata. "Equivalent SPS Compact Double Hull (CDH) Bottom Structure Grounding of Inland Waterway Barges." Ciencia y tecnología de buques 12, no. 23 (September 11, 2018): 41. http://dx.doi.org/10.25043/19098642.170.
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MARPOL regulations stipulate that all single hull oil carrying barges must be made of double skin construction or modified by an alternate construction provided that the construction ensures at least the same level of protection against oil pollution. It is be demonstrated that the proposed alternative method of design, made with a SPS Compact Double Hull (CDH) applied to the bottom hull, does not rupture under the prescribed grounding event (no rupture, no oil outflow, no oil pollution). A sophisticated finite element model was developed to simulate the grounding event for a single hull barge. Based on the experience gained from this simulation, a comparative grounding simulation study was conducted where a specified embedded object causes rupture of the outer and inner hull for double hull construction (a non-zero probability of oil outflow and pollution) and no rupture of the SPS CDH which demonstrates superior performance.
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Zou, Han, Shengtao Chen, Gang Sun, and Yongjun Gong. "Dynamic Analysis and Safety Assessment of Ships and Cables during Salvage Operations." Applied Sciences 13, no. 16 (August 19, 2023): 9420. http://dx.doi.org/10.3390/app13169420.
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The International Maritime Organization (IMO) emphasizes that shipwreck accidents frequently occur at sea and advocates for the safe recovery of shipwrecks. This paper examines the case of the Korean “Sewol” ferry salvage, where two lifting barges were symmetrically utilized to retrieve a substantial shipwreck. The dynamic analysis of the salvage operation is based on the computational fluid dynamics (CFD) approach. The main investigation covers two fundamental physical parameters: the motion response of the lifting barges and shipwreck and the tension response of the lifting cables. Using the parameters of the maximum absolute value (MA), root mean square (RMS), and coefficient of variation (CV), a unified criterion is established to quantitatively evaluate the safety of the salvage operation under different working conditions. The study demonstrates that by carefully considering the enhancement of safety and stability for the three vessels involved in the salvage process and by optimizing the safety performance of the lifting cables, suitable operating windows are determined at wave intervals of (115°, 155°) and (205°, 245°). Under most working conditions, curves illustrating the maximum tensions of lifting cables No. 1–15 and No. 16–30 show a distribution with a “middle part drooping” shape. The placement of connecting cables on the water’s surface at 1.1–1.2 times the salvage spacing between the two lifting barges or the arrangement of inclined lifting cables underwater proves advantageous in constraining the motion response of the three vessels. Reinforcing the lifting cables at the bow and stern ends is recommended. This study presents a methodology for salvaging a shipwreck using two lifting barges, which can be used as a reference for designing related salvage approaches.
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Nugraha, Markus Asta Patma, and Redy Yudanto. "Analysis of Slow Coal Loading in MV. Placid Sea at Tabone Anchorage." International Journal of Social Service and Research 2, no. 6 (June 23, 2022): 489–96. http://dx.doi.org/10.46799/ijssr.v2i6.120.
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PT. Indo Dharma Transport Banjarmasin is located in South Kalimantan and is one of Indonesia's best ship agency companies. This research aims to determine the factors that cause the slow process of transferring or loading coal from barges to large ships on MV. Placid Sea in Taboneo Anchorage, Banjarmasin, and to find out how to minimize the loading time of coal from barges to large ships. This research was conducted at PT. Indo Dharma Transport Banjarmasin. This type of qualitative descriptive research is the result of research in the form of data not stated in numbers but presented in the form of a narrative. The results showed the slow process of transferrin or loading coal from barges to large ships on MV. The Placid Sea in Taboneo Anchorage was due to several factors that hindered the loading process, including damage to the loading and unloading equipment, bad weather, and the slow process of barging berthing. Therefore, periodic maintenance and checks on loading and unloading equipment are needed to avoid damage during the loading process and assist tug boats in barging and berthing.
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HAUBEN, H. "The Barges of the Komanos Family." Ancient Society 19 (January 1, 1988): 207–11. http://dx.doi.org/10.2143/as.19.0.2011351.
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Shama, M. A., Y. A. Abdel-Nasser, and M. M. Abdel-Rahim. "Rational structural design of Nile barges." Alexandria Engineering Journal 58, no. 3 (September 2019): 1025–32. http://dx.doi.org/10.1016/j.aej.2019.09.005.
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