U.S. patent application number 14/021612 was filed with the patent office on 2014-10-30 for tug boat - lng barge system with an umbilical power line.
This patent application is currently assigned to Martin Operating Partnership L.P.. The applicant listed for this patent is Martin Operating Partnership L.P.. Invention is credited to Edward H. Grimm, III.
Application Number | 20140319906 14/021612 |
Document ID | / |
Family ID | 51788157 |
Filed Date | 2014-10-30 |
United States Patent
Application |
20140319906 |
Kind Code |
A1 |
Grimm, III; Edward H. |
October 30, 2014 |
TUG BOAT - LNG BARGE SYSTEM WITH AN UMBILICAL POWER LINE
Abstract
The disclosure relates to a transport-cargo vessel system
configured for travel on water. The vessel system either includes a
tug boat section and a barge section configured to interlock. The
barge section is configured to carry liquefied natural was (LNG)
and includes an LNG electric generator. In some embodiments, the
barge section is configured to carry LNG and at least one
additional cargo. The additional cargo may include a cargo for
resupplying another vessel. The tug boat includes a propulsion
system with an electric motor configured to receive electric power
generated from multiple fuels. Electricity from the barge's
generator is provided to the tug boat's motor via a power umbilical
line.
Inventors: |
Grimm, III; Edward H.;
(Houston, TX) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
Martin Operating Partnership L.P. |
Kilgore |
TX |
US |
|
|
Assignee: |
Martin Operating Partnership
L.P.
Kilgore
TX
|
Family ID: |
51788157 |
Appl. No.: |
14/021612 |
Filed: |
September 9, 2013 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
|
|
13944291 |
Jul 17, 2013 |
|
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14021612 |
|
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61816862 |
Apr 29, 2013 |
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Current U.S.
Class: |
307/9.1 ;
114/26 |
Current CPC
Class: |
B63B 2025/087 20130101;
B63B 21/56 20130101; B63B 2021/563 20130101; B63B 35/66 20130101;
B63B 35/28 20130101; B63B 17/0027 20130101 |
Class at
Publication: |
307/9.1 ;
114/26 |
International
Class: |
B63B 35/28 20060101
B63B035/28; B63B 21/56 20060101 B63B021/56 |
Claims
1. A system for supplying electrical power from a first marine
vessel to a second marine vessel, comprising: an LNG fuel tank and
an LNG-fueled electric generator on the first marine vessel; at
least one electric motor configured to provide propulsion for the
second marine first marine vesselvessel, and an electrical
umbilical coupled between the LNG-fueled electric generator and the
electric motor.
2. The system of claim 1, further comprising: a non-LNG-fueled
electric generator configured as an alternative power supply for
the at least one electric motor.
3. The system of claim 2 wherein the non-LNG-fueled electric
generator is disposed on the first marine vessel.
4. The system of claim 2, wherein the on-LNG-fueled electric
generator is disposed on the second marine vessel.
5. The system of claim 2, wherein the non-LNG-fueled electric
generator is a diesel electric generator.
6. The system of claim 1, wherein the first vessel is a barge and
the second marine vessel is a tug boat.
7. The system of claim 6, wherein the barge comprises: a hull; and
wherein the hull comprises at least one integrated tank configured
to hold at least one of: a resupply cargo and LNG.
8. The system of claim 7, wherein the first marine vessel is
configured to resupply a third vessel.
9. The system of claim 8, wherein configuration to resupply
includes configuration for at least one of: bunkering,
re-provisioning and midstream refueling.
10. The system of claim 7, further comprising: a crane configured
to move the resupply cargo.
11. The system of claim 7, wherein the at least one integrated tank
comprises a first tank configured to hold a resupply cargo and a
second tank configured to hold LNG.
12. The system of claim 7, wherein the resupply cargo includes at
least one of: i) MGO, ii) hydraulic fluid, iii) bio-fuel, iv)
lubricant, v) distillate fuel, and vi) water.
13. The system of claim 6, wherein the barge comprises: a hull; and
at least one non-hull integrated tank configured to hold a resupply
cargo.
14. The system of claim 6, wherein the barge is configured to meet
certification requirements for operation on at least one of: i)
high seas, ii) U.S. inland waterways, iii) foreign inland
waterways, iv) U.S. ports, and v) foreign ports.
15. The system of claim 6, wherein the barge is dimensioned for
travel on U.S. inland waterways.
16. The system of claim 6, wherein the electric motor is coupled to
a non-propulsion electrical system.
17. The system of claim 6, wherein the barge and the tug boat form
an articulated tug-barge.
18. The system of claim 1, wherein the at least one electric motor
comprises: three electric motors; and further comprising: three
propulsion units disposed on the second marine vessel; wherein each
is the three electric motors corresponds to one of the three
propulsion units and is configured to supply mechanical power to
the corresponding propulsion unit.
19. A method of providing electrical power to a second marine
vessel from a first marine vessel, the method comprising steps of:
generating electricity on the first marine vessel using an
LNG-fueled electric generator disposed on the first marine vessel;
and providing the generated electricity to at least one electric
motor configured for propulsion on the second marine vessel,
wherein the electricity is provided using a power umbilical.
20. The method of claim 19, further comprising: providing
electricity to the at least one electric motor using a non-LNG
fueled electric generator when the generated electricity from the
LNG fueled electric generator is not available.
21. The method of claim 20, wherein the non-LNG-fueled electric
generator is disposed on the first marine vessel.
22. The method of claim 20, wherein the non-LNG-fueled electric
generator is disposed on the second marine vessel.
23. The method of claim 20, wherein the non-LNG-fueled electric
generator is a diesel electric generator.
24. The method of claim 19, wherein the first marine vessel
comprises a barge configured to carry LNG fuel and a cargo.
25. The method of claim 24, wherein the cargo comprises LNG and a
resupply cargo.
26. The method of claim 25, wherein the resupply cargo comprises at
least one of i) MGO, ii) hydraulic fluid, iii) bio-fuel, iv)
lubricant, v) distillate fuels, and vi) water.
27. The method of claim 25, further comprising a step of: moving at
least part of the resupply cargo from the first marine vessel to
the second marine vessel using a crane.
28. The method of claim 27, wherein the crane is mounted on the
first marine vessel.
29. The method of claim 27, wherein moving the at least part of the
resupply cargo comprises: pumping the at least part of the resupply
cargo from a non-integrated tank on the first marine vessel to a
tank disposed on the second marine vessel.
Description
CROSS REFERENCE TO RELATED APPLICATION
[0001] This application claims the benefit of U.S. Provisional
Patent Application No. 61/816,862 filed Apr. 29, 2013 and
Non-Provisional patent application Ser. No. 13/944,291 filed Jul.
17, 2013, which applications are hereby incorporated by reference
for all purposes in its entirety.
BACKGROUND OF THE DISCLOSURE
[0002] 1. Field of Disclosure
[0003] The present disclosure relates to a tug-barge vessel system
for transporting one or more of Liquefied Natural Gas (LNG),
petroleum products, such as Marine Gas Oils (MGO), hydraulic
fluids, distillate fuels, bio-fuels, lubricants, and water, and
performing cargo delivery over water, and, in particular, on the
ocean, lakes, bays, sounds and inland waterways. The tug-barge
vessel system includes an umbilical line (or umbilical or umbilical
cord) configured to supply electrical power to the main propulsion
drive of the tug boat (or tug) from a generator on the barge while
the tug and the barge are under weigh, at anchor, or in port. The
umbilical line may also be configured to supply additional power
for other electrical loads on the tug (hotel power, etc.).
[0004] 2. Description of the Related Art
[0005] Cargo, such as LNG, may be transported across the sea and
along inland waterways using specially designed water-going
vessels, including, self-propelled, vessels and barge that may be
combined tugs (such as an Integrated Tug-Barge (ITB) or an
Articulated Tug-Barge (ATB)). Typically, LNG transport vessels are
designed to carry LNG (for hire by others) as their sole cargo.
Thus, an LNG transport vessel is unable to resupply another vessel
with non-LNG supplies, such as MGO, hydraulic fluids, distillate
fuels, bio-fuels, lubricants, and water. One or more additional
vessels, truck's or other delivery methods are required to supply a
vessel with non-LNG supplies.
[0006] Typically LNG transport vessels are designed to be compliant
with regulations for their transport medium. LNG transport vessel
may be designed for compliant operation as sea-going vessels or as
inland waterway vessels.
[0007] Substantial cost is incurred by using two vessels to
resupply a vessel in need of LNG and additional supplies. Involving
two resupply vessels with a vessel to be resupplied requires
coordination and timing, of the resupply operation to prevent
downtime and avoid conflicts. What is needed is a single vessel
that can resupply the needs of the vessel requiring, resupply.
Additionally, most LNG transport vessels are designed for operation
at sea. What is needed is a LNG transport vessel that is configured
to deliver various cargos for both sea-going, lakes, bays, sounds
and inland waterway operation.
[0008] Furthermore, the tug boat's propulsion systems typically
comprise of a diesel engine, wherein the tug boat includes on-board
storage for diesel fuel. A need exists for the tug boat's
propulsion system to operate using electric power derived from more
than one power source. What is further needed is a LNG electrical
generator on a barge to supply power to the tug boat's propulsion
system.
BRIEF SUMMARY OF THE DISCLOSURE
[0009] In aspects, the present disclosure is related to a system
and method of providing electrical power to a tug boat's propulsion
system, and, in particular, providing the electrical power from a
barge, wherein the barge includes an electrical generator that uses
LNG as a fuel. The barge can be configured to include LNG storage
tanks for the transport of LNG fuel for others. The electrical
generator can also be configured for dual fuel operations using LNG
and switchable to another fuel, such as diesel fuel or CNG.
[0010] One embodiment according to the present disclosure includes
a tug and a barge, wherein the barge is configured to carry LNG and
a resupply cargo and wherein the tug boat and the barge are
configured to interlock. The LNG may be stored in at least one of:
a tank integrated into the hull of the barge and a non-integrated
tank. The resupply cargo may include at least one of: i) MGO, ii)
hydraulic fluid, iii) bio-fuel, iv) lubricant, v) distillate fuel,
and vi) water. The barge may be configured to meet certification
requirements for operation on at least one of: i) high seas, ii)
U.S. inland waterways, iii) foreign inland waterways, iv) U.S.
ports, and v) foreign ports. The barge is configured to resupply a
marine vessel. The resupply configuration may include at least one
of: bunkering, re-provisioning, and midstream refueling under weigh
or at anchor. The barge may include a crane configured to move the
resupply cargo. The tug boat's propulsion system is comprised of
one or more main propulsion electric motors and one or more
propulsion units that are driven by the one or more main propulsion
electric motors. The tug boat's main propulsion electric motors are
configured to receive power from at least one of: i) an LNG
electric generator on the barge and ii) a diesel electric generator
located on the barge or the tug. The propulsion system may be
configured to switch to diesel electric generator when LNG
electricity generation is unavailable. The tug includes a storage
tank for the diesel fuel needed fur the tug's diesel generator
operations. The barge includes a LNG powered electric generator.
LNG from one of the barge's LNG storage tank supplies LNG fuel to
the LNG powered electric generator. An umbilical line is provided
to transmit electrical power from the LNG powered electric
generator to the tug boat's electrical system for distribution to
the tug boat's electric propulsion system. The umbilical line may
be stored on the tug or barge for easy installation or removal.
[0011] Another embodiment according to the present disclosure
includes a system for supplying electrical power from a first
marine vessel to a second marine vessel, comprising: an LNG fuel
tank and an LNG-fueled electric generator on the first marine
vessel; an electric motor configured to provide propulsion for the
second marine vessel, and an electrical umbilical coupled between
the LNG-fueled electric generator and the electric motor. The
electric generator may be coupled with a non-propulsion electrical
system of the tug boat. The first marine vessel may be a barge and
the second marine vessel may be a tug boat. The barge may include a
hull comprising at least one integrated storage tank configured to
hold at least one of: a resupply cargo and LNG. The at least one
integrated tank may include a first tank for the resupply cargo and
a second tank for the LNG. The first marine vessel may be
configured to resupply a third vessel. The configuration for
resupply may include configuration for at least one of: bunkering,
re-provisioning, and midstream refueling. The barge may include a
crane configured to move the resupply cargo. The resupply cargo may
include at least one of: i) MGO, ii) hydraulic fluid, iii)
bio-fuel, iv) lubricant, v distillate fuel and vi) water. In some
aspects the barge may include a non-hull integrated tank configured
to hold a resupply cargo. The barge may be configured to satisfy at
least one of: meeting certification requirements for operation on
at least one of: i) high seas, ii) U.S. inland waterways, iii)
foreign inland waterways, iv) U.S. ports, and v) foreign ports.
[0012] Another embodiment according to the present disclosure
includes a method of providing electrical power to a second marine
vessel from a first marine vessel, the method comprising steps of:
generating electricity on the first marine vessel using an
LNG-fueled electric generator disposed on the first marine vessel;
and providing the generated electricity to an electric motor
configured for propulsion on the second marine vessel, wherein the
electricity is provided using a power umbilical. The first marine
vessel may comprise a barge configured to carry LNG fuel and a
cargo. The cargo may include LNG and a resupply cargo. The resupply
cargo may include at least one of: i) MGO, ii) hydraulic fluid,
iii) bio-fuel, iv) lubricant, v) distillate fuel, and vi) water.
The method may also include at step of: moving at least part of the
resupply cargo from the first marine vessel to the second marine
vessel using a crane. The crane may be mounted on the first marine
vessel. The step of moving the at least pan of the resupply cargo
may include pumping the at least part of the resupply cargo from a
non-integrated tank on the first marine vessel to a tank disposed
on the second marine vessel.
BRIEF DESCRIPTION OF DRAWINGS
[0013] For a detailed understanding of the present disclosure,
reference should be made to the following detailed description of
the embodiments, taken in conjunction with the accompanying
drawings, in which like elements have been given like numerals,
wherein:
[0014] FIG. 1 shows a three-dimensional view of a versatile
transport-delivery vessel according to one embodiment of the
present disclosure;
[0015] FIG. 2 shows a side view of the versatile transport-delivery
vessel of FIG. 1;
[0016] FIG. 3 shows a view of the versatile transport-delivery
vessel of FIG. 1 from the tug boat side;
[0017] FIG. 4 shows a view of another versatile transport-delivery
vessel according to one embodiment of the present disclosure;
[0018] FIG. 5 shows a view of the barge of FIG. 1 from the recessed
notch coupling side;
[0019] FIG. 6A shows a schematic of the barge of FIG. 1 from the
topside;
[0020] FIG. 6B shows a schematic of the barge of FIG. 1 from the
side;
[0021] FIG. 6C shows a schematic of the barge of FIG. 1 from the
front;
[0022] FIG. 7 shows a cutaway view of the barge of FIG. 1;
[0023] FIG. 8 shows a schematic of the tug and barge with a power
umbilical according to one embodiment of the present
disclosure;
[0024] FIG. 9A shows a top view of the barge with an umbilical
mounting according to one embodiment of the present disclosure;
[0025] FIG. 9B shows a side view of the barge with an umbilical
mounting according to one embodiment of the present disclosure;
[0026] FIG. 10A shows a side view of the tug boat with a power
input for receiving a power umbilical according to one embodiment
of the present disclosure;
[0027] FIG. 10A shows a side view of the tug boat with a power
input for receiving a power umbilical according to one embodiment
of the present disclosure;
[0028] FIG. 10B shows a deck plan of a level of the tug wherein the
power input located according to one embodiment of the present
disclosure; and
[0029] FIG. 10C shows a deck plan of a machinery space the tug boat
wherein the electricity from the power umbilical is distributed to
the propulsion system of the tug boat according to one embodiment
of the present disclosure.
DETAILED DESCRIPTION OF THE DISCLOSURE
[0030] Generally, the present disclosure relates to a water-going
vessel for transporting LNG and, optionally, at least one other
cargo. Specifically, the present disclosure is related to
transporting LNG and optionally, at least one other cargo, where
the vessel is a barge configured to interlock with a tug boat, and
where the cargo is a material required for resupply of a
water-going vessel. The novel vessel is configured for "bunkering"
operations (such as the resupply of consumables, fuel for
propulsion or auxiliaries (e.g., generators)) to other vessels
under weigh, at anchor, or in port. In addition, the vessel is
configured for "re-provisioning" to other vessels for MGOs,
hydraulic fluids, distillate fuels, bio-fuels, lubricants, water,
stores or groceries. The vessel may be configured for performing
"midstream fueling," provisioning of engineering equipment and
supplying "stores" for other consumables when operating on inland
waters or high seas or other suitable locations as would be
understood by a person of ordinary skill in the art with the
benefit of the present disclosure. The present disclosure is
susceptible to embodiments of different forms. There are shown in
the drawings, and herein will be described in detail, specific
embodiments of the present disclosure with the understanding that
the present disclosure is to be considered an exemplification of
the principles of the present disclosure and is not intended to
limit the present disclosure to that illustrated and described
herein.
[0031] A versatile transport-delivery vessel may be configured for
operation on water to transport LNG and to deliver supplies as
additional cargo. The additional cargo is configured for at least
one of: bunkering, re-provisioning, and midstream fueling of
another vessel as would be understood by a person of ordinary skill
in the art with the benefit of the present disclosure. The
versatile transport-delivery vessel may include one or more LNG
tanks and one or more additional tanks configured to carry the
additional cargo. The cargo may be stored in one or more tanks or
compartments. The one or more of the tanks may be integrated with
the hull of the versatile transport-delivery vessel. One or more of
the tanks may be separate from the hull. In some embodiments, the
additional cargo may be resupply cargo. Herein, "resupply cargo" is
cargo that is used for resupplying operational consumables in a
lake, sound, bay, inland or ocean going vessel. For instance,
resupply cargo may include, but is not limited to, one or more of
MGO, hydraulic fluids, distillate fuels, bio-fuels, lubricants, and
water.
[0032] The versatile transport-delivery vessel ma include a barge
section and a tug section. Each of the two sections may be
configured to mate with the other to form a locking connection.
Other configurations, such as a self-propelled single vessel is
also contemplated. In the tug barge configuration, the locking
connection may be rigid (as in ITBs) or allow for some movement (as
in ATBs or Push Boat & Barge or Tug and barge on tow line). The
preferred embodiment is an ATB configuration. Both of the sections
may be configured to comply with Det Norske Veritas (DNV)
certification (or other Classification Societies), Jones Act or
other international requirements (such International Maritime
Organization--IMO or Safety of Life at Sea--SOLAS) for water
vessels. Both of the sections may also be configured with a fully
loaded draft that is compliant with inland waterway requirements.
In some embodiments, the fully loaded draft of the sections is at
or under 9 feet and 6 inches. The LNG transport-delivery vessel may
be configured to comply with overall length, beam, and channel
requirements for transit on U.S. Inland and International Waterways
(including, but not limited to, GIWW, Mississippi River, Ohio River
and Panama Canal/Suez Canal). The overall length and beam are
configured for transit through lock structures, bridges, overhangs
and channels along U.S. Inland Waterways. The LNG
transport-delivery vessel may have an aerial, draft that is under
the lowest aerial clearances for GIWW, Mississippi River, Ohio
River and Panama Canal/Suez Canal).
[0033] FIG. 1 shows a versatile transport-delivery vessel 100
according to one embodiment of the present disclosure. The vessel
100 may include a tug boat 140 and a barge 105. The barge 105 may
have a first end 101 and a second end 102. The tug boat 140 may
have a first end 141 and a second end 142, where the first end 141
is configured to interlock with the barge 105. The second end 102
of the barge 105 may include a notch coupling, such as recessed
area 110, so that the barge 105 is configured to receive the first
end 141 of the tug boat 140. The recessed area 110 may be shaped
and form arms 120 on either side of the recessed area 110 on the
second end 102. The arms 120 may include attachment mechanisms 130
for interlocking the tug boat 140 and the barge 105. The attachment
mechanism 130 may comprise connection notches at the second end 192
of the barge 105 configured to receive corresponding connecting
wedges (not shown) at the first end 141 of the tug boat 140. The
use of notches and wedges as the attachment mechanism 130 is
illustrative and exemplary only, as other suitable means known to a
person of ordinary skill in the art may be used, including, but not
limited to, one or more of: wire, chains, and rope. The attachment
mechanism 130 may be configured for at least one of an articulated
connection and a rigid connection between the barge 105 and the tug
boat 140. The tug boat 140 is configured to propel the barge 105
while the tug boat 140 and barge 105 are interlocked. The tug boat
140 can be configured for push/pull operations. The tug boat 140
may be configured to pull the barge 105 when the tug boat 140 is
disengaged from attachment means 130.
[0034] The barge 105 may include a hull 115 with an upper deck 117.
The barge 105 may also include one or more tanks 150 configured to
store and transport LNG. In some embodiments, the tanks 150 may be
integrated into the hull 115 of the barge 105. In some embodiments,
the tanks 150 may be positioned in the hull 115 by saddles (e.g.,
U-supports) or membranes (not shown). In some embodiments, the
tanks 150 may protrude above the level of the upper deck 117. The
barge 105 may also include one or more compartments 160 for storing
additional cargo. The compartments 160 may include tanks or
enclosed containers (such as Marine Portable Tanks). In some
embodiments, the compartments 160 may be integrated into the hull
115. In some embodiments the additional cargo may be stored in
tanks 180 that are not integrated into the hull 105. In the
preferred embodiment, the barge 105 may also include one or more
service cranes 170. The crane 170 may be configured for moving
cargo or lifting doors to deck hatches.
[0035] FIG. 2 shows the vessel 100 from FIG. 1 from the side. The
tug boat 140 may include a propulsion system including a propulsion
unit 210. In some embodiments, the propulsion system may include
one or more of: three propellers, a ducted propeller (such as a
KORT nozzle), and azimuth thrusting propulsion pods. The tug boat
140 may also include a rudder 220. Herein, the tug boat 140 is
shown with a draft 146 that is substantially similar to a draft 106
of the barge 105. In some embodiments, the draft 146 and the draft
106 may he different depending in conditions (ocean or inland
operation). FIG. 3 shows a view of the vessel 100 from FIG. 1 from
the tug boat 140.
[0036] FIG. 4 shows a versatile transport-delivery vessel 400
according to another embodiment of the present disclosure. The
vessel 400 may be self-propelled and have a first end 401 and a
second end 402. The vessel 400 may include a hull 415 with an upper
deck 417. The vessel 400 may also include one or more tanks 150
configured to store and transport LNG. In some embodiments, the
tanks 150 may be integrated into the hull 415 of the vessel 400. In
some embodiments, the tanks 150 may be positioned in the hull 415
by saddles (e.g., U-supports) or membranes (not shown). In some
embodiments, the tanks 150 may protrude above the level of the
upper deck 417. The vessel 400 may also include one or more
compartments 460 for storing additional cargo. The compartments 460
may include tanks or enclosed containers (such as Marine Portable
Tanks). In some embodiments, the compartments 160 may be integrated
into the hull 415. In the preferred embodiment, the vessel 400 may
also include one or more service cranes 170. The crane 170 may be
configured for moving cargo or lifting doors to deck hatches.
[0037] FIG. 5 shows the barge 105 from FIG. 1 viewed mostly from
the second side 102. The recessed area 110 is shown as a
substantially smooth U-shape. The smooth U-shape is exemplary and
illustrative only, as any shape for the recessed area 110 so long
at the front end 141 of the tug boat 140 may be received and the
tug boat 140 interlocked with the barge 105 at attachment mechanism
130.
[0038] FIG. 6A shows a top view of barge 105 from FIG. 5. As shown,
the barge 105 includes two tanks 150 for storing LNG disposed on
each side (port and starboard) of the barge 105. This distribution
of the tanks 150 is exemplary and illustrative only, as the tanks
150 may be distributed in any manner (i.e. fore and aft, etc.). In
some embodiments, the tanks 150 are integrated with the bull 115.
The number of tanks 150 is shown as two, however, more than two
tanks 150 may be included in barge 105. In some embodiments, a
single tank 150 may be disposed on the barge 105. The additional
cargo containment 160 may include one or more tanks or
compartments. As shown here, the additional containment 160 may be
integrated into the hull 115. In sonic embodiments, the containment
160 may include one or more of MGO, hydraulic fluids, distillates,
bio-fuels, lubricants, and water. Here, the containment 160
includes a port MGO tank 163p, a starboard MGO tank 163s, a port
fuel oil tank 165p, and a starboard fuel oil tank 165s. FIG. 6B
shows a side view of barge 105 from FIG. 5. FIG. 6C shows a front
view of barge 105 from FIG. 5.
[0039] FIG. 7 shows a cutaway view showing the starboard side of
the barge 105. The starboard fuel oil tank 165s and the starboard
MGO tank 163s are shown integrated in hull 115 below the level of
the deck 117 near the recessed area 110. The location of the
additional cargo compartments 160 near the second end 102 is
exemplary and illustrative only, as the additional cargo
compartments 160 may be located anywhere on or in the barge
105.
[0040] In operation, the additional cargo stored in the
compartments 160 or non-integrated tanks 180 may be moved from the
vessel 100, 400 to a second marine vessel. The additional cargo may
be moved by pumping of the additional cargo (if pumpable) through
umbilicals or hoses between the marine vessels, by crane
offloading, or by manual offloading of the additional cargo as
would be understood by as person of ordinary skill in the art.
[0041] FIG. 8 show a tug barge vessel system 800 system according
to another embodiment of the present disclosure. The system 800 may
includes a tug boat 140 and a barge 105 in an ATB configuration.
The tug boat 140 may power its electric motors with electric, power
from a diesel electric generator 840 disposed on the tug 140 or
from electric power produced on the barge 105. The barge 105 may
include an LNG-fueled electric generator 810. The LNG-fueled
electric generator 810 may receive LNG from a fuel tank 820
disposed on the barge 105. The fuel tank 820 may be disposed
separate from or adjacent to the cargo containment area 860 of the
barge 105. If the cargo containment area 860 is configured to carry
LNG, then LNG tanks 150 may be disposed in the cargo containment
area 860. In some embodiments, additional piping and valving may be
configured to allow LNG from at least one LNG tank 150 to supply
LNG to the fuel tank 820 or to supply LNG directly to the
LNG-fueled electric generator 810.
[0042] In some embodiments, the LNG-fueled electric generator 810
may operate using LNG that has been converted to Compressed Natural
Gas (CNG). The fuel tank 820 may be configured to store and
dispense CNG to the electric generator 810. The fuel tank 820 at d
suitable valving/compression equipment may be configured to receive
LNG from the LNG tank 150 and store the LNG in the form of CNG in
the fuel tank 820, which is, in turn, supplied, to the electric
generator 810.
[0043] Electric power generated by the LNG-fueled electric
generator 810 may be communicated to the electric motors of the tug
boat 140 through one or more power umbilicals 830. The power
umbilical 830 may be any cable configured to communicate electrical
power. The power umbilical 830 may be insulated against water,
moisture, temperature, physical impact, and corrosion. Since the
tug boat 140 and the barge 105 will have sonic independence of
motion relative to one another, the power umbilicals 830 may be
configured with protection against strain imposed by the relative
motion of the tug boat 140 and the barge 105. The power umbilical
830 ma be reinforced to prevent breakage or severance. Each power
umbilical 830 may be a single cable or may be made up of two or
more attachable/detachable segments. The power umbilicals 830 may
include special quick disconnects that are configured to allow
emergency separation of the vessels without damage to the power
umbilicals 830. In some embodiments, the power umbilical 830 may be
configured to prevent contact between the electric power and the
environment in the even that the power umbilical is detached or
severed while the LNG-fueled electric generator 810 is transmitting
electric power. In some embodiments, the system 800 may be equipped
with a switching device (not shown) that automatically switches the
propulsion system on the tug 140 from attempting to draw power from
the power umbilicals 830 to drawing power from the diesel electric
generator 840 in the event that the power coining over the power
umbilicals 830 is interrupted.
[0044] The power umbilicals 830 may be disposed to transmit power
to the power output of the diesel generator 840 to the propulsion
system motors of the tug boat 140 so as to minimize the number of
connection points to the propulsion motors for incoming electric
power. Thus, the propulsion system of the tug boat 140 may be
powered from the diesel generator 840 on the tug boat 140 or from
the LNG-fueled electric generator 810 on the barge 105. In some
embodiments, the propulsion system of the tug boat 140 may even be
powered from a diesel generator (not shown) on the barge 105. The
power umbilicals 830 may be dimensioned to reduce power losses,
voltage losses, and physical size (cross-sectional area, thickness,
length, etc.) as would be understood by a person of ordinary skill
in the art with the benefit of the present disclosure. In some
embodiments, the power from the LNG-fueled electric generator 810
may be stepped up at the barge 105 for transmission through the
power umbilical 830 and stepped down on the tug 140.
[0045] As shown in FIG. 8, two power umbilicals 830 may be disposed
on the port and starboard sides of the barge 105. The use of dual
power umbilicals spaced on either side of the barge is exemplary
and illustrative only, as other numbers of power umbilicals and
positions may be used as would be understood by a person of
ordinary skill in the art.
[0046] Also as shown in FIG. 8, the power umbilicals 830 may be
configured to communicate power from the barge 105 that is adjacent
to the tug boat 140. This is also exemplary and illustrative only,
as the tug, boat 140 may be configured to provide propulsion to
multiple barges. In the event that multiple barges are used, a
barge (not shown) that is not adjacent to the tug boat 140 may be
configured to venerate electric power for the tug boat 140 and may
communicate the electric power to the barge 105 over another set of
power umbilicals.
[0047] In some embodiments, the electric power for non-propulsion
systems of the tug boat 140 may be configured to be powered by,
alternately, the LNG-fueled generator 810 and the diesel generator
840.
[0048] FIGS. 9A and 9B show views of the barge 105 according to
another embodiment of the present disclosure. FIG. 9A shows a top
view of the barge 105 including the umbilical mountings 900 (which
enclose power umbilicals 830), where the umbilical mountings 900
are disposed on the arms 120 at the second end 102 of the barge
105. FIG. 9B shows a profile view of the barge 105 from the port
side, also including the umbilical mounting 900 on the port
side.
[0049] FIGS. 10A, 10B, and 10C show views of the tug boat 140
configured to mate with the barge 105 of FIGS. 9A and 9B according
to one embodiment of the present disclosure. FIG. 10A shows a side
view of the tug boat 140 including the power input 1000 for the
power umbilical 830 on the port side of the tug boat 140. FIG. 10B
shows a top view of the level 1010 of the tug boat 140 where the
power input 1000 is located on the port side of the tug boat 140.
As shown, power inputs 1000 are disposed on the port and starboard
sides of level 1010; however, this is illustrative and exemplary
only, as there may be one or more power inputs and they may be
disposed in any suitable location to provide power to the tug 1.40.
FIG. 10C shows a top view of the machinery space level 1020 of the
tug boat 140, wherein the electricity from the power umbilicals 830
is directed to the propulsion system of the tug boat 140. The
propulsion system may include a power switchboard 1030 that
configured to distribute electricity from the power umbilicals 830
to electric motors 1040 that drive the propulsion units 210 of the
tug boat 140. The power switchboard 1030 may also distribute power
to non-propulsion systems circuits 1050. As shown, diesel electric
generators 840 disposed in the machinery space 1020 and may be
configured to deliver electricity to the power switchboard 1030 as
well. While the diesel electric generators 840 are shown as an
alternate power source for the propulsion units 210, this is
exemplary and illustrative only, as it is contemplated that any
non-LNG-fueled electric generator may be used to supply alternate
power to the propulsion units 210.
[0050] While the disclosure has been described with reference to
exemplary embodiments, it will be understood that various changes
may be made and equivalents may be substituted for elements thereof
without departing from the scope of the disclosure. In addition,
many modifications will be appreciated to adapt a particular
instrument, situation or material to the teachings of the
disclosure without departing from the essential scope thereof.
Therefore, it is intended that the disclosure not be limited to the
particular embodiment disclosed as the best mode contemplated for
carrying out this disclosure, but that the disclosure will include
all embodiments falling, within the scope of the appended
claims.
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