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Publication numberUS1578626 A
Publication typeGrant
Publication dateMar 30, 1926
Filing dateApr 7, 1924
Priority dateApr 7, 1924
Publication numberUS 1578626 A, US 1578626A, US-A-1578626, US1578626 A, US1578626A
InventorsBaer Carl J
Original AssigneeBaer Carl J
Export CitationBiBTeX, EndNote, RefMan
External Links: USPTO, USPTO Assignment, Espacenet
US 1578626 A
Abstract  available in
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Claims  available in
Description  (OCR text may contain errors)

BEST AVAELAELE CQPY Match 30,1926. 1,578,526

0. J. BAER BARGEW Filed Ap ri1 7, 1924 4 Sheets-Sheet 1 r I I 1 W222; m A

March 30 1 926.

-c. J. BAER I 'BARGE Filed A il v, 1924 4 Sheets-Sheet 2 C. J. BAER March 30 1926.

BAR GE Filed April 7 192# 4 Sheets-Sheet 5 March 30 1926.

C. J. BAER BARGE Filed April v,

1924 4 Shets-Sheet 4 lmlllllllllm Patented Mar. 1925; i J

' To all whom amag concern:

' 3ARGE- Amman filed a iiik, 1924. Serial No. 704,864.

Be a known that I, om J. BAER,-tt ra zen of the United States, .residing at St.

Louis, in the State of Missourh'have ina vented certain new and useful Improvements} in Barges; and I'do hereby' decl'are the JfOl-f lowing to'be a full, clear, andfexactdescrip- 4 tion of the invention, "such as'will enable tains to make and use the same. v The lnvention relates to anovel construetion of boat of. the barge or scow type,

' thers skilled in the art to whichjit apperf adapted particularly for the transportation of freight and commodities of "all kinds on waterways generally, but more especially on inland waters subject to tidal currents,

or Constantly flowing currents, which vary 'qin' depth. from shallow feeder: streams .to

deep rivers, bay s,and open roadsteads, and has for its object. to provide a barge or iscow of'knoclr-down type, infwhi'ch the 'sevleral elements constituting the "hull and the .SiClGS and ends of the superstructureorjhous ing are formed as separate. units, preferably pontoon-like members,'-adapted to be employed as separate floating transportation units, the elements ofthe superstructure being. hingedly and removably 'connectedfto the deckof the hullyto" assume an upright relation normal tothe deck, or to be folded ontolthe deck, in knock-down formation,to facilitate the loading, transportation andunloading of certainobvious classes of freight,

and also to facilitate the disposition of the barges in stackedrelation when operating, with'no deck loads, thereby reducing the eX- 1.

tent of thewetted'surfaces and skin friction, anclcorrespondingly? reducing; the J r power necessary to tow or propelxagfieet 40 i I i v tercurrent, and also-permitting a material inof such barges, particularly 7 against 'a .oouncrease; in the speed of the entire load or equipment with a given towing or propelling power. The particular construction of barge also admitsjof a relatively large number of unit barges being loaded in stacked rela tion and in knock-down form'ontoa mother boat or barge, of larger cap'acit-y, to per; mit all of the barges to be movedfromplace to place at the normal speed of the mother boat or the towing or propelling power boat,

thereby materially decreasingthe time of operation and eliminating the dangers and *difiiculties of navigation incident to operating the barges in strings or raft formation;

Each unit barge iSQpreferably previded ""Fig. In a plctorla "of thesame;.-; r V 1 fragmentary; transverse fsecon, J. RAE-R, on ST; nonrsaivnssonnr;

with aniuildrcut 0r scow .typeboiv riild stern section inclined downwardly aiiflf i-"eai I wardly' from the plane of the deckto. flac ili tate the hauling or' skidding of theffunits into stacked relation and'fconaersely, to'perthe ready launching. and flotation of[the r severalstacked units, as"thef'case-"inayjbej Preferablyeach unit-barge is with; a removable top orroof for the; superstruc} hold, on-compartment the hull.

It is also desirable to provide each unit with suitable coupling "devices anddeadf- V heading or vestibule forming"plates, to 'a dunit of multiplebargesbeingoperatedin string 7 or series formatiomlor a series ofip arallel strings in raft-like relation, the cooperating plates of successive barges.servingtogtrapr' the water between the bargesand thereby v substantially eliminate the head resistance and the ,d'ragor theintermediate barges due a and sterns, respectively? to the displacement of the water by Ithe'bo ws particularly set forth "in the following'f'spe'ci 'fication,' re:t'erence being haditothe annealed drawings, in which These. and other structuraland operative advantages of the invention will be ;more

l diagram of a string:

of barges withlthe superstructuresraised, I

Fig. 2 is a similar view ;with:the super'- structures -collapsed-onto the decks.

"Figsi '3. and4 are diagrammatic side ele i as for-transportingloosematerial in bulk; 3

vations illustratingthe mode of stacking the 3 1"? barges one upon another;

g) is alongitudinal sectional elevation .ofoneo'ftheabarges f 1 Fig'fidis a tan flag, 7QiS' a i p tional elevation of a barge showingz'a' side verse l sectional? elevation;

of the superstructure folded f or, collapsed :ontothe deck. v

Fig.8'isa diagram, i'n-plan, of a string of barges provided withfcouplings and"dead- 5 heading devicesbetweensuccessive units. 'Flg. 9fis. a fragmentary sectionalplan Fig. 10' is a perspective viewbf-a single barge fhavinga removable cover or'jroof structure applled to, the 1 superstructure. f

Fig: 11 is a. sideelevation, partly in see}. 7 tion', of-thefbarge Sl1OWI1 iI1 Fig.'""lQ, if

Fig. 12 is a sectional end elevation of the same.

Fig. '13 is a fragmentary perspective of a typical roof-or cover of corrugated sheet" metal.

Fig. 14: is a partial transverse section of the roof or cover.

Fig. 15 is a diagrammatic plan of a series of barge units stowed on a mother boat or barge, r

Fig. 16 is a fragmentary perspective View illustrating the mode of coupling two barges.

Fig. 1.7 is a fragmentary side elevation,

' partly in. section, of two coupled barges.

, Fig. 18 is a fragmentary sectional elevation of the stern of a barge with the coupling unit collapsed in stowed relation.

Fig. l9 'is a fragmentary plan view illustrating an application of a coupling, means. 'In a copending application Serial, No.

' 693,13et, filed February 11, 1924:,there is described a construction and a system of unit barges and accessories, designed particularly for transportlng freight on inland waterways to conserve the greatest possible adapted to operation, either singly or. in

strings or rafts in rough open waters and also being convertible,individually, into. a series of pontoon-like units, each capable of being operated in small streams to collect or discharge freight at points which .would be inaccessible to the barge as a whole, and which is also susceptible of ex-' peditious conversion into a flat or lighter.

type, af gondola type having an open top superstructure, or a box type havingthe superstructure on the hull or deck provided with an effective roofor covering, the three types. being designed particularly for the accommodation of various kinds of freight.

' Referring to Figs. 5 to 14 of the drawings, the construction and arrangement of the various elements of the novel barge will be described. The hull 1 'is preferably constructed of fabricated metal sections in the form of sheets, bars, :beams and the like,

the general body formation ofthe hull being substantially rectangular in its several dimensions to define one or more holds, compartments or water tight sections capable of receiving liquid or solid freight in bulk; the bottoms, sides, ends and decks portion of the hull being suitably connected and reinforced, as good 'engineering practice may dictate. The hull 18 preferably provided with a scow type of bow 2- ancl with'a semiscow type of stern. 3, the upper surface of.

which is sloped downwardly and rearwardly to constitute a declining extension of the deck for purposes to be hereinafter explained.

Disposed in substantially rectangular arrangernent onthe flat deck of the hull are the side memberset and the end members 6 and 6 of'a superstructure, which member when in raised position, constitute the box like housing for the'jreception of freight in bulk, said members, when laid flat on'the surface of the deck presenting a substantially flat surface, parallel with the deck upon which relatively large units of freight, which may not be conveniently or economically stowed within the housing, may be carried. Each of the elements of the superstructure, to wit, thesides t and the end sections 6 and 6 are preferably constructed as hollow floatsuitable material, connected, braced and reinforced' by appropriate fabricated metal sections. Each element of the superstructure is preferably connected to the hull by suitable hinge-joints, such as 5, ap'p'lied between the innenwall of the sides f and the deck of the hull, '7' connecting the outer wall of theforward section (3 with the deck and 7 connecting the outer wall of the member 6 with the aft inclined section of the deck which connects with the stern. These hinge connections are preferably provided with removable pins to permit the bodily separation able units, formed of sheet metal, or other of the members of the, superstructurefrom the hull, when the former are to be employed individual units for transporting freight to and from the barge proper, under conditions where such operations may be found necessary or desirable, as for example in ferrying freight to and from the hull. on shallow streams or other bodies of water inaccessible to the barge'as'a whole. A primary object of hingedly connecting the sevllO eral members of the superstructureto the hull is to admit of the superstructure being collapsed onto the deck to provide a sub- ,stantially flat surface for receiving certain types of freight, as hereinbefore explained,

and alternatively, to enable the elements of the superstructure to be swung back into upright position on the deck to constitute the box-like housing aforesaid, the hinge con nection serving'to retain the several elements in fixed relation, so that, wien the side and end sections are swung on their hinges to vertical position, the end walls of the side sections will abut the inner faces of the end sections as illustrated in Figs.

5 and 10. I

In order to retain the; members of the superstructure in properly adjusted rela deck by a buck-stay 22 provided with a turn buckle or other adjusting device, by means of which the footing or bottoms of the end sections may be drawn into firm engagement with the deck surface and the inner faces of the end sections be forcedv into proper contacting engagement with the vertical ends of the side sect ons,

Preferably the 1omts between the bottoms of the superstructure sections and the deck,

when the superstructure is in raised position, are rendered water-tight by the provis on of suitable packings, such as gaskets or rubber or the like 10 inserted in a groove 9.

formed in the deck, said groove extending entirely around the clerk in rectangular arrangement and preferably underlying the mid sections of the bottoms of the several members of the superstructure. imilarly, watertight joints are formed between the abutting vertical walls of the superstructure by packing gaskets, such as 15, disposed in grooves 14 in the end walls of the end sec- 'tions 6 and 6 as exemplifiedin Fig.9,

- The forward end section 6is adapted to be folded or collapsed forwardly onto the deck, as indicated in 'dotted lines in Figs. Sand 11, and the upper portion of thissection is so constructed as toconform to and constitute an.upward'extension or pro ection of the scow-like bow of the hull, when said section 6 is in its flat or collapsed position. The rearsection 6 of the superstructure has its lowerwall formed ona bevel or incline to correspond with the inclination of the rear section of the deck to constitute a firm footing for the said section 6 when in upright position. This end section 6 is adaptedto be folded outwardly and-'rearwardly of the hull and to lie flat along the rear inclination of the deck at the stern, as illustrated in Fig. 5 to afford an inclined skidway over which another barge may be drawn onto the deck, where such superposed bargewill rest upon the collapsed SldQ'lDElIlbBIS l4; an'd'the front members 6 of the super structure, these members occupying the relation on the deck of the barge as illustrated graphically in Figs. 2 and 15.

' In transporting certain types of freight, it is obvious that provision must be made to protect the same from the elements and,

to meet this condition,each unit barge is to'be provided with a roof or cover for the superstructure, when the latter is raised to form thexhousing. This roof or cover may take the form illustrated iii-Figs. 10 to 14,

inclusive, in which a series of sheets of cor rugated metal,. or other appropriate ma terial, are so fashioned as to be disposed in overlapping relation to. cover the entire v open'top of the superstructure Each roof section comprises a" substantially fiat body portion 25 having one edge bent down wardly to .form an eave 2 6 and the other through the roof,; either in heavy rain storms orin rough water. In order to effectively support the roof or covering along the ridge line,,aj cable 30 is stretched between the highest points, at the mid sections, of the fore and aft superstructure members 6 and 6. As an additional precaution to maintain the necessary rigidity of the roof or covering, the cable is supported at various points in its length by means of struts 31 provided with socket members 32to engage the cable, the lower ends of the struts being. engaged in sockets 33 formed in or secured tothe deck. Under certain 'circumstances,-it may be found adend, there, is provided a cross beam'35, which, conveniently,- may be made of angle iron, having flangesv 37 onits ends which 'visable'to supply an; additional element of support to the roof or cover ng and, to this engage brackets 38 secured "to the inner V walls of the side members 4, asillustrated in Fig. 12. Secured to the middle of the cross beam 35 is a bracket or support 36 provided with a notch engaging cable 80 and holding the latter at-a proper level and preventing sagging. The vertical flange of the cross beam ,35 is tapered at its ends to conform to the slope of theroof sections andafiords an additional support for the roof at these-areas of engagement therewith. Any. suitable'means may be employed for securing theroof in position, as for example ropes or cables 37 which runtransversely over the roof and are secured .to snatch blocks or similar quick-fastening devices 38, which are preferably removably connectedto the outer faces of the side walls 4. By this means, the roof may be held securely in position, but may nevertheless be quickly removed by casting loose the cables 37 and then lifting oil the individual sections of the roof structure.

When the roofis not in use, the sheets 25 are assembled in nested or stacked relation and, together with the ridge supporting cable 30, the struts 81, the cross beam 35 and the binding cables 37, may be conveniently stowed in ahold 42 formed inptlie' forward part of the hull, to which access may be had through a hatchway 420 in the open forward deck, which hatchway is closed by a water-tight hatch cover 41.

As matters of economy of construction, maintenance and operation, the barges will preferably be constructed as standard units of relatively small size as compared with the very large, heavy and deep draft barges commonly employed, so that the barges individually or in string or fleet formation may be operated with facility and expedition in the deeper waterways, while the separate barges, or the separate elements of the superstructures, constituting individual pontoon-like elements may be operated in the shallower streams, both in collecting and delivering the freight, the elements of the superstructure being employed as ferries t0 and from the hull and ultimately being reassembled on the hull when the barge is ready to rejoin the fleet. When a series of the barges are to be operated in string formation, they may, of course, be connected by the usualtow-lines with the towboat and with each other, when travelling with the current of a constantly flowing stream, thereby utilizing the force of the current as an assistance to navigation, but ordinarily the barges will be couples in close formation with dead-heading or res tibuling devices between the successive 'barges, as disclosed in my prior Patents Nos. 1,895,889 dated November 1, 1921; 1,400,787 dated December 20, 1921; 1,403,828

dated January 17, 1922; 1,406,602 dated February 1st; 1922; and also in my copend ing application Serial No. 692134;, filed February 11, 1924. 'As explained in said application, the material economy incident to the operation of the barges in string, or fleet formation, with the dead-heading devices between the barges to eliminate the head thrust and the stern drag of the individual barges, is especially effective in towing or propelling the barges against a counter-currentand, obviously, barges conrtructed in accordance with the instant invention subserve all of the operable advantages as set forth in the application afore:aid, with the additional advantage that, when the barges of a fleet, in wholeor in part, are navigated light or with only partial loads, as for example when they have a cargo of oil or other liquid in the holds of the hull and the hollow chambered members of the superstructure, one or more of the barges may be superposed on a sister barge. in a manner illustrated in Figures 3 and 4, thereby greatly reducing the wetted surfaces and the skin friction and correspondingly reducing the. resistance to the movement of the stacked barges through the, Water. The stacking of the barges, one upon another, is facilitated by the bow and stern construction and the collapsible character of thesuper-structures. As indicated in Figs. 3 and 4, to effect the stacking, the

said member constitutes a forward and upward extension of the bow, and the rear member of the superstructure is folded onto the inclined rear portion of the deck at the stern. The sister scow to be stacked or superpog'ed may then be skidded or hauled onto the-first barge by a tow-line, or other suitable means, the operation being rendered comparatively easy of accomplishment by reason of the rake of the bow of the second barge and the inclined aft section of the first barge. Each superposed barge is so disposed on the next tubjacent barge that the bow sections are nested together with a forward overhang to constitute a substantially continuousv bow of uniform rake, per mitting the stacked barges tobe operated at the resultant deeper draft without materially inbreasing the head resistance. The number of barges which may be disposed in stacked relation will be limited, first, by the draft of the individual stacks, and the depth of the water to be navigated, and, second, by the height of the stacks above the water level, which height should not be sufiicient to render the stacks top-heavy. This stacking arrangement enables. a relatively large fleet of barges to be disposed in several stacks, the stacks either being disposed in string-like, or in raft-like formation, with the dead-heading devices of the barges, which are submerged or partially submerged, being applied in operative relation to reduce the head resistance and the drag of the respective stacks,.in the same manner in which these resistances are eliminated when the barges are individually floated in fleet formation, as hereinbefore described. In order to break up the stackformation, it is only necessary to reverse the operation, by launching the superposed barges sue CQSIlVQly over the stern of the subjacent barge, as for example by means of a line from the powerboat, or a Windlass or. other apparatus, to haul each barge rearwardly over the next barge below, until'the first barge overhangs the stern of that below sufficiently to permit raid first barge to slide into the water. Obviously, in order to facilitate the stacking and unstaclting relation, the contacting surfaces of the barges may be provided with rollers or straps in tracklike formation to reduce the friction and prevent undue wear on the parts in contact. T he construction'of the barges adapts them to be stowed in stacked relation on a mother boat or barge of larger size and capacity, gryhichmotherlboat may either constitute one of theitowing or propelling Qunits; or, iii-desired, maybe. a barge of the same general structural and operativecharacter l the smaller units tobe stowed thereon. In the a particular a exeniplification of J thi s mode of disposing and transporting the smaller 5 unit barges,- illustrated 1n Fig.

15,,a mother boat 60 'isfa larger unit of the saine't e of the other unit bar 'es havin H 1 l 23 7 ,7 L!

a rearwardly' and dewnyyardly inclined te t wa u a skid ay. Overs-Wh h t smaller"- unitQbarg-es are drawn to appropriate locations on the "deck, "the several smallenunits being stacked vone on the other and the several stacks disposed on thedeckto efl'ect a proper trim of the Inotherbarge. f It willbe understood that the-Ymother barge in thiscase may constitute a gfreightjcarrying 20 unit, hich may be; included the fleet and which is convertible into-av carrierpf a large number of smaller unit. barges to. permit of all oftheelements of the fieet be; I ing assembled and returnedtoflthe ultimate point or points oftdeliyeryr of the unit" bargesp ith a materialsaving of;time,anclpower, especially when .the equipment i 1s operated "against a counter-current v Yin-j the waterway In case the mothergb'oat con; 'stitutes one, of the power ,units for towing or-propelling the fleet,;;it.n1ay;be constructed along the general lines, as disclosed in my 1 application Serial No. GQQJQ LQ ith-arnple capacity 'I for receiving thesmaller unit barges and stowing them in mnltiple stacked relation in lieu of the nestedr'elation of the varying sized units disclosed. in" jsaid copending applicat on aforesaid. 1

' The feasibility of operat ng 1 the fibafg s' 1 stackedrelation presents an additional advantage 1n,nav1gat1ngfthe barges 1n waterways that'yary materially in 'depth or are obstructed by submerged bars. "For example; in trayersing a shallow tributary stream, ,the barges would be separatelyfloatedflanditowedl Whenthe' depth of the water is sufilcient', the 'targ a y be disposed' in stacksiof two and'the nnmber of barges the respective stacks increased with the commensurate iiicrease[in the depth of thewateryyayl, Shou1d allrowxofstacked "barges? encountera' sand-bar onsimilar' ob struction in the .yvater-wayl, which bar was submerged ,sufliciently ftd' p erniit'ifa single barge to passsafely thereover, Would be necessary only" to launch the several barges the bow and stern of the unit barges, which a stacked relation, it desirable that each barge be equipped Withfmeans for coupling itto the sister unitsi'fo're. and Taft, solthat all of the/barges in a "fleet or string, be securely" connected, the "coupling being designed as toIcompensateforTrelative move ment of the barges in all directions due to wavej motion and also tofpermit boat,v or both. v The [coupling units' must assembled barges to be either drawnfli'or I pushed. through the Water meansfojf a leading power boat or a following power also be of such character that they 5 an not interfere withthe operation of stacking the i barges v and, launching the-barges I "from staclged relation; ."Aj, typical form and ar-.-

rangenient of coupling between I unit barges is illustrated' inFigs: 16 to 19, 'inclusiye.

Referring'tosaid figures, indicatesalstout" post which is pivo tally. mounted ina bearing block 61"secured Withinthe stern sectionof the hull andadapted to'be swung tofupright position through an openingin theinclined' deci section ofithe stern, or, in .thefal erinatiye, tobeflfoldedbacklinto the compart 9- inent formedfin thester'm asillustrated-in 1 Fig; 18 The post-' is supported in it movement in n jdirectio n, tie rods 'or struts 65;, Whichi are connected to swivel s 'right'position and securelybraced, aga-n' st bolts GGsecured'Within thehull and oeiitend ing up through lateral openings inthe stern" section, the openings being of sufficient ex tentjto permit the tie rods 65 to be dropped I 6 the. coupling unit is collapsed, A coupler I head 63isconneetedto theIuppe'n-portion of the post '60, by: ;means of the swivel pin- 6a :f 'which is journaled in a: bearing 6 8i in the post, the "connection between the coupler into'kthe compartment 'in the stern when h'eadarid the poStp'ermitting thefhea dg to rotate ,freely on the horizontal, axis rep'ref sented by the swivel] pin and-thereby ,co'inpensating for any relativexrocking motion between the coupled barges, Theflcoupler' head 63 is provided with inultiple jayvs which are adapted to receive nes'hingjaws The fin'atlng coupling map is adapted to 0f {a cooperating coupler blockj or head on I a f sisterbarge, the respective heads being pro; "vided With aligningopenin s 'to be engaged v 1 0 by the usual coupling pin 6 y beremOYably'T gappliedojto the bow? of each.

barge and=comprises a coupler'block or head TOQhaVing jaws meshingfivith thefijavys of 'the coupler head 63 of a leading bargefsaid coupler head being joinrnaled on a hori'-' zontal pin 72in the forked end ilof la' bar 73, whichflatterfis adapted to be secured to the bo-w of, the gi'yenf barge by a ping- 74" passed through an eye near, the rear end of section of thebow of the" said bargef It will be noted that the connection of the con the bar 73 and engaging a socket inthe mid "pler headTO with the barlg73 by. 'a v hor i-f zontally disposed pivot permits relative vertical movement, due tothe waves, between barges, which will effectively transmit either a pulling or a pushing force from one to the other and'at' the same time compensate for relative. movement between barges in any direction.

Preferably, the bar elements 73 of the couplings-will'be of sufficient length to'separatethe'coupled barges at bow and stern sufficiently to prevent any overhang of the stern of a leading barge by the bow ofa following barge, thereby avoiding possible contact between the barges when the latter are rolling or pitching in rough water. It is to be understood, therefore, that the graphical illustration of the barges, in overlapping relationat bow. and stern does not indicate the true relation of the barges, which, in actual practice, will be separated by considerable space, indicatedby the broken section of the bar 73. l e

1 Neither of the coupling" units as illustrated and described,will interfere with the normal the coupled operation of'collapsing the superstructures 05 including hollow walled side and end secand stacking the barges one on another, for the reason that thexcoupling unit connected to the stern may be cast loose from the struts and folded back into'th'e compartment within the stern,while said struts may be swung on their pivotal connections with the hull andalso dropped into the compartment, thereby leaving the aft inclined section of the deck free to receive the rear end of the superstructure 6', as indicated in Fig. 18, andas hereinbefore described. The coupling member applied to the forward end of the barge is'readily removed from position by Withdrawingthe pin 74, which releases the-entire coupling member, which latter may be stowed within the hull in the compartment providedforthe stowage of the roof sections. I

" What I claim is: I

1. A boat of the scow or barge type com:

prising ahull and asuperstructure including side and end sections'adapted to be collapsed onto the deck of the hull,fsaid hull and superstructure elements each constituting a separate water-tight pontoon-like member.

2. A boat of the scow or barge type conn prising a hull and a superstructure including side and end sections adapted to be collapsed onto the deckof the hull, said hull and superstructure elements eachconstituting a separate'enclosed pontoon-like member.

- 3. A boatof the scow or barge type comprising a decked'hull and a superstructure tions hinged to the deck and adapted to be the end sections'to be swung forward and aft onto the deck, respectively.

5. A boat of the scow or barge type comprising a decked hull, and a superstructure including side and end sections hinged to the deck and adapted to becollapsedonto the latter, the upper portion of the forward end section having the form of an upward e tension of the bow of the hull and the aft end section adapted to overlie the inclined stern section of the deck when said sections are collapsed. c.

6. A boat of the scow or barge type comprising a deckedhull and a superstructure including side'and end sections hinged to the deck and adapted to becollapsed onto the latter, the upper portion of the forward end section having the form of an upward extension ofthe bow of thehull and the aft.

end section adapted to overlie thevinclined stern section of the deck when said sections are collapsed, said aft end section constituting a-skidway. V I 7. A boat of the'scowor barge typecomprising a decked hull, a box-like superstructure including side and end sections. secured to the deck and adapted to be folded or collapsed onto the deck, and means for effecting water-tight joints between the abutsaid sections and the deck when the superstructure is in raised position, and means for securing the s1de and end sections in upright and abutting relations.

9. A boat'of the scow orbarge type comprising a decked hull, a box-like superstructure including side and end sections secured to the deck and adapted'to be folded or collapsed onto the deck, means for effecting water-tight oints'between the abutting por- A tions of the respective sections and between said sections and-the deck when the super structure is in ra sed positlon, cross stays for locking the side sections in upright spaced V relation and, buck stays for locking the end sections in upright position and abutting 1 6 relation with the side sections.

' to said housing.

1mm i 10. A boat of the scow or barge type corn prising a hull, a superstructure including side and end sections normally disposedin upright abutting relation to constitute a housing and adapted to be collapsed onto the deck of the hull, and aremovable roof I or'cover overlying and secured to saidhous mg; r

11. prising a hull, a superstructure including side and end sections normally disposed in upright abutting relation to constitute a housing and adapted to be collapsed onto the deck of the hull, and a sectional and re movable roof or cover overlying and secured 12. A boat of the scoiv or barge'type comprising a hull, a superstructure including substantially rectangular side sections and tudinally;

abutting end section's, the latter having cambered upper edges, all of said sections being so connected to the hull as to be cole lapsibleonto the deck, a sectional roof or. cover adapted to overlie-the open top ofthe superstructure, and removable means for supporting the roof am dship and long 18'. A boat of thescovv'ior barge type com? prising a hull, a superstructureincluding substantially rectangular side sections and abutting end sections, the latter having cambered upper edges, all of said sections being so connected tothe hull as to be collapsible onto the deck, a roof or cover including sheet metal sections overlapping each other laterally and at the ridge line, and a lon gitudinal support extending along the ridge" line and secured to theend sections.

14. Aboat of the scow or barge type com-"1.v

'' to the end" sections.

each other laterally and at theridge line,'.

substantially rectangular side sections and abutting end sections, the latter "having cain-' bered upper edges, allot said sections being so connectedto the'hull asftolbe'collapsible; jonto theJjdeck, a roof or coverincluding 7 sheet metal sections overlapping each other v f I g a laterally-and at the ridge line, and a cable A boatof the scovv or barge type comextending "along the ridge line and secured 1 5. A boat of the scow orbargetypecoing substantially rectangular side sections and abuttingendsections, the latter having cambered upper edges, all ofsaid sectionsbeing so connected togthe hull as to be collapsible onto the deck, a. roof orcover including. 7

comprising a hull, a superstructure includ= ing substantially rectangular sidesections I v ic ambered upper edges,allof said sections v 136111;: so connected to the :hullas to ,be coland abutting. end sections, the latter having lapsible onto the deck, a roof or cover in cluding sheet metal sections overlapping a cable extending along the ridge line and secured toitlleaen'd sections, and struts dis- 7 posed between the cable and the deck said; struts having a sliding engagement with the, 1

cable and a socketed'engage nent ithfthe deck.

ln-testiinony whereofl affix mysignaturef;


50 prising a 'hull,a superstructure including ,thefend sections, and struts disposedlbetween W 16. A boat of the scow or barge type

Referenced by
Citing PatentFiling datePublication dateApplicantTitle
US4082051 *Jul 12, 1976Apr 4, 1978O & K Orenstein & Koppel Aktiengesellschaft Werk LubeckContainer ship construction
US6354235Jul 30, 1999Mar 12, 2002Robert C. DaviesConvoy of towed ocean going cargo vessels and method for shipping across an ocean
U.S. Classification114/26
International ClassificationB63B21/56, B63B21/62
Cooperative ClassificationB63B21/62
European ClassificationB63B21/62