THE SOCIETYOF NAVAL ARCHITECTSANO MARINE ENGINEERS

74 Trinity
Place,New York,N.Y.,10006
Paper
t.bepresented
attheShip
Structure
SYmposl.m
Washl”@m,
D.C.,October
68,1975

Structural Developments: Inland Waterway

Towboats and Barges
James O. Gundlach, Visitor, Canal Barge Company, Inc., New Orleans, La.

0 Copyright
1975by TheS.C#ety
d NavalArchitects
endMar!..
Eng,neers
ABSTRACT find and cure the cause; treat just not
the symptom.
The harsh, exacting environment
of the inland waterways requires a What are the incentives that prod
cent inual search for safer, more us to solutions? Obviously, increased
efficient and more reliable equipment productivity and safety of the equipment
and met hods. While traditional re– is dominant, but this goal is reached
search and development efforts have by a dual path. Surely higher operating
accounted for much of the progress performance characteristics, i.e. , speed
thus far, parallel headway has been made and tonnage, improve productivityy. But
by innovative operators seekizg higher just as important in this quest is the
levels of productivityy and reliabilityy. minimization of equipment idleness forced
on the operator by needed maintenance
Many improvements have occurred and repairs. Fortunately, sizeable gains
in the past and many are yet to come, have been made in both areas, with
hut this goal ca” be reached far more classic research and development account-
expeditiously by free md easy exchange ing for most of the performance improve–
of informat ion between designers, ments and field developments generating
builders and operators. It is in- most of the increased utilization
cumbent upon designers and builders through better ,,maintain–ability. <,
to follow their creations into the
rivers and canals to “ie.u them in From a ‘structures,, point-of–view
service, looking for flaws am wby is tbe matter of ,knaintain-ability”
weaknesses. It is ecpally important significant enough to warrant considera–
that we operators share experiences tion here? Are not structures, properly
and ideas, not only with one another, designed in the first place and adequately
hut with the design and buildimg cared for and protected during their
community, as well. With an open and lives, expected to be relatively free of
receptive exchange of information we maintenance and repairs? Perhaps this
can effectively utilize real-world is true of ocean–living equipment, but
operations as a research and develop– it certainly bas not been the case with
ment envircmment for future growth, river-bound equipment. Why is this?
Have river designs been inadequate?
INTRODUCTION Are the American Bureau of Shipping
rules deficient? Are the U. S. Coast
Developments or improvements in Guard regulations insufficient? The
any system usually come as the result answer to these questions is, “No.>,
of research and development efforts or Tbe current rules and regulations prodwe
through i“”ovations based on field river equipment designs quite adequate
experience. In the past one hmdred to perform their expected tasks safely
and fifty years river equipment in the and efficiently. Why then tbe need for
United States has experienced many inmrovisat ions? For one. comuet ition
technological ad”XnCeme”ts which came sp~rs us to achieve higher le~els of
by way of the former. By contrast, efficiency and lower operating costs.
this report deals with several re- Unforeseen operating requirements
finements, most of which are the similarly dictate a need for change in
products of the latter. Canal Barge equipment characteristics. And of no
Company is an operating barge line and small importance is the economic pressure
not a research and development enter– to create equipment capable of with-
prise. aut we, like so many others, have standing the countless impacts and
made significant developments by an abrasions during a full lifetime of
inquisitive and analytical search for river service.
better utilization of the equipment we
operate. The credo which guides us is Technology has brought the inland
simply stated: when solving a problem, waterway industry to its present high

K-1 L
F-

clegree of proficiency. It has not been size. In fact, some modern higher powerec
sheer luck, or accidental, or only the boats are smaller than their lower powere,
product of trial-and-error experiences predecessors.
that has carried us from the flatboats
and keelboats of the eighteenth Packing more power into a towing
century, past the steamboat and packet “essel implies the need for greater hull
boat era, and through tbe development rigidity. But as power levels have in-
of the diesel-powered towboats and creased, the propellers have grown in
specialized barges of today. This diameter up to about 10 feet. With
progress bas been the result of ;;’~czl water depths in the range of 9
systematic development based on sound the propellers must be recessed
technology, and nothing less. into “tunnels’, under the stern. These
tunnels have the effect of reducimg hull
Of utmost importance in any depths in this critical location which,
discourse on river equipment technology unless compensated for, would lessen
is the understanding of their unique rather than increase the rigidity, One
service conditions and operating common correction has been to raise the
requirements. Quite often we operators deck near the stern, thereby returning
find marine researchers, boat and the vital section modulus by deepening
barge designers, and our regulatory tbe bull. Another is to utilize the
agencies do not fully understand the structure of the deck house in this
uniqueness of the rivers and canals. area to provide the additional stiffness
In fact one might generalize by saying required. A third method has been to
the only thing common to river and modify and enlarge the structural mem-
ocean equipment is that both float in hers of the hull, especially those in
water and transport freight. Beyond tbe after parts of the vessel.
that there is little commonality.
Ships are built, sail the oceans for To those who have not experienced
decades, and barring grounding and a high-horsepower towboat in service,
collisions, the only things they touch, when the vessel is moving abead at full
save water, are piers when docking (and speed and suddenly the propellers are
usually these with the aid of tugs) reversed with the ‘>flanking” (or reverse)
Conversely towboats and barges are built rudders turned to one side and the
and from that moment to retirement steering rudders to the other, the
theirs is a life of repeated impacts, violent vibrations then encountered are
grounding and abrasions. difficult to describe adequately. It
has been said this is perhaps the most
On tbe other band, ships must tortuous maneuver one can ask of any
endure the ravaging effects of stormy boat , and yet it is a common occurrence
weather at sea, while river equipment with almost all river towboats. Since
seldom is exposed to any severe wave this maneuver is an operational necessity
action Obviously, the basic hull it is likewise necessary the hull struc-
streng, h required of ships is far ture be designed and built to accommodate
greater than that of river boats and it. This has been achieved in part by
barges. By the same token ships need the same techniques outlined before,
very little localized stiffening, added but, as the entire vessel is subjected
strength or abrasion protection, while to the violent shaking, the structure
on river equipment these are absolutely throughout has had to be strengthened
essential. and stiffened. Hull plate thicknesses
have been increased; bulkheads, trusses,
TOWBOAT DEVELOPMENTS and frames are made continuous through
intersecting bulkheads; and machinery
Increased Power: Todays towboats are fomdations made heavier and a part of
refinements of those which came on the the hull structure where possible.
scene in the decade prior to World War
II. The diesel engi~e prompted the Kort Nozzles: From a structural view–
shift from steam, and with it came im- point, the most complex portion of many
proved reverse-reduction gears and towboats, especially tbe higher powered
clutches. With a relatively low- ones, are the Kort nozzles enshrouding
weight and compact power train availa– tbe propellers. These devices enhance
ble towboats have progressed steadily the thrust production under load sig–
from a few hundred horsepower to the nificantly and are quite common on
10,000 horsepower brutes now in vessels in excess of 4000 horsepower.
service. But the changes have not all But, the advantages of the nozzles did
been in increased power. There is not come cheaply. Early nozzles were
hardly a.system on a boat that has not high maintenance items. Inadequate
been improved many times in tbe recent internal framing, insufficient welding,
past B“t what changes have occurred thin shell plating and weak hull attach-
in boats’ structures? ments combined to produce nozzles
needing frequent repairs. Rather quickly,
One readily apparent change has designers and builders modified and
been the capability of increased horse- strengthened this critical structure to
power with no increase in overall boat a point where now one can usually expect

K-2 L

A
nozzles to perform for years with little tubular exchanger or a formed plate ol-
or no repairs. One significant change, channel-t ype cooler, Either choice is
which surely has heen of great importance acceptable, but each type must be given
here, has been to eliminate from the some protecticm from impacts and rubbing
nozzl Ps the pintlt! pins and gudgeo” along lock walls and docks. If repairs
plates commonly used to support both should be necessary, bowe”er, they are
the steering and flanking rudders. The relatively easy and accessible.
violent and turbulent forces imposed o“
the boat ,s rudders would be transmitted Retractable Pilot-House: To one unfa-
directly into the nozzles through the miliar with inland river towboats, the
pintle pins, and thereby imposed con- sight of a retractable Dilot. house boat
tinual high-energy vibrations into their mu~t give a strange imp~ession. Here
structure. It is no wonder early nozzles is a vessel, its deck house confined to
with rudder bearings attached were such a single level, with only its pilot-
problems. house extended atop a bydra”lic. ram,
sometimes approaching an elevation of
Skin Coolers: One novel use of the Kort 40 feet above water level. If not
nozzle that has been tried, albeit “s- blessed with the bea”t y of the swan ,
uccessfully, is that of a skin cooler surely these boats bz”e its style and
for engine cooling water. Notwith- grace. Only they can lower their ,,heads,,
standing the wroblem of keenin.z the to pass low fixed bridges which would
nozzle ~atert~ght , it would” be-an ideal bait most of their fixed pilot-house
cooler. The high external water counterparts. Tbe upper reach of the
velocities would produce heat transfer Illinois River near Chicago has seweral
coefficients sufficient to reject any of these bridges, but as most of you
engine, s requirements. But e;en todiy are aware many of tbe ri”ers we ply
it is practically inqms.sible to depend experience some extraordinary changes
on tbe nozzle as a vm.tertigbt vessel , in water le”els. It is not at all a
and so it has bee” abandoned as a cooler. rarity, therefore, for high fixed pilot-
house boats to find otherwise pass~ble
Kort nozzles are not the only bridges on the Ohio River and others
location found to be undesirable for the temporarily blocking passage because
placement of skin coolers, however Not they are too near tbe wxter surface.
too many years ago, it was a very common
practice to place the skin coolers on Some might ask then, why not build
the bottom of towboats, These were of only ,,retractables?,, A good question,
two basic types. One was an internal but many boats are built to ply only the
cooler with the hull ,.sbottom plate for- Mississippi River, and of that , only
ming the exterior side of the cooler. below St. Louis, Missouri or even Cairo,
The other was an external cooler affixed Illinois at the confluence with the Ohio
to the outside of the bottom plate. In River. This part of tbe Mississippi
either case the location bas proved to has no bridge which would impede even
be very undesirable! especially after tbe highest fixed pilot-house boat of
a few years of service. The abrasive today These limited-route boats though
action of rubbing the river bottoms generally are the highest powered vessels,
in shallow w~ter thins the plate, “u- But what of the great number of other
ltimately resulting i“ failures a“d leaks, boats which may see service on any
Even a small skin cooler leak must be navi=able stream? Would not tbe
repaired promptly and this is another retractable design be the most versatile
point of contention with bottom coolers: and functional ? In my opmlon, any
when repairs nmst be made, they are towboat built to see unrestricted service
very difficult and expensive. The re- should be of this type, simply because
pairs require overhead welding while a retractable pilot–house towboat can
tbe welder is usually i“ a prone position do anvthine a fixed Dilot-house boat
To complicate the problem, the very can, iut tiie reverse” statement cannot
docking of the boat frequently damages be made.
bottom coolers. Large towboats weigh
several hundred tons, and may be s“pport - If retractable are a desirable
ed on hut a few blocks. The loading design, do they present any unusual
on the hull in way of tbe blocks is structural problems? Yes, some, but not
sufficient to distort and upset tbe overwhelming ones. Basically, their
plate. Should it be weakened d“e to bulls are much like any other, the only
reduced thickness from abrasion, the difference being in the supports for
docking load can, and has, caused plate the lifting ram and guides. Perhaps the
failures which are usually found cmly biggest structural difference is in the
after the boat is returned to the water, deck house. Since the retractable has
only a single level house, its contribu-
h obvious solution to the cooler tion to overall hull rigidity would be
location problem is to place them else– less, if compensations are not made for
where. This is now easily accomplished extra stiffness.
by mounting tbe coolers on tbe bull
sides. To provide the surface area Towing Knees: Another noteworthy field-
needed one must use a separate extruded conceived improvement in towboat structure
is in the towing knees, These triangular sistant, But to do so almost always
shaped appendages on the bow decks of all implies more displacement (light) and
towboats provide the boat 1s contact sur. less cargo weight to be carried. In tbe
face when pushing barges. Obviously, extreme we can produce structures that
they must be of great strength and they would be practically impenetrable, b“t
are. From a strength point-of-view, I this is economic foolishness. No, we
think all builders have solved this must search for compromises in these
problem. But the towknee is mm-e than attempts at improving barge structures.
a pushing surface. When pushing barges And it should be emphasized strongly
whose decks are higher than tbe fore+ that a structure which appeals to one
deck of the towboat, the towknees also operation may be unacceptable to another.
serve as stairways. Most all are Certain situations may allow for barges
equipped with steps up their rear sloping to be removed temporarily from service
surfaces. Tbe problem thus created is for repairs, but when in service demand
if the barge deck is lower than the maximum cargo tonnages aboard. Others
top of the towk”ee, crewmen must climb may allow almost no dovmt ime, but em
to the top and then step or jump down tolerate small reductions in cargo
to the barge. Ideally the empty barge tonnage. The point here is that it is
deck would be even with the top of the not possible to generalize and make
towknees, while loaded barge decks would blanket statements on what is the ,,best,,
be flush with the foredeck of the boat design for all.
Unfortunately, the wide variance in
barges often places their deck at am In our operation, we have only tmk
intermediate level, forcing one to barges, many of which are highly special-
either climb up or down. With rigging ized. Their capital Requirements are
or other heavy loads in hand this natu.ally nmch higher than typical dry-
prestmts a hazard. The solution : cargo hopper barges. Since the capital
construct the knees with an additional cost of a barge is E prime factor in
sloping surface with steps from the determining allowable downtine, we have
top, extending inboard, adjacent to found it prudent to incorporate several
the headlog down to the deck. Then, features in our barges which add to
providing the knees are at least as their weight (and reduce cargo tonnages)
high as the highest barge decks, no in order to avoid costly premature
matter what deck elevation is encounter- idleness and repairs later.
ed thereafter one can step across
safely and comfortably. Bilge Knuckle Modif icat ions: One item
found to contribute significantly to
BARGE DEVELOPMENTS hull maintenance in ow scope of
operations was the bilge knuckle
General Considerateions: The concept of wearing thin prematurely due to abrasion.
barging as we know it todzy began almost That this area is one of high wear should
150 years ago when wooden keelboats come as no surprise. If one imagines +
were lashed to steamboats. Over twenty barge of rectangular cross-section
years passed however before the first floating in a stream whose bottom pro-
steamboat was built a“d operated ex- file is somewhat elliptical in shape,
pressly as a towboat for barges. How- the point of Contact , should a grO””ding
ever, another twenty years were to pass occur ,,is at the knuckles. Surely not
before barges in numbers became a all river beds are elliptical in shape,
common sight. The technology of barge but the wear patterns we see indicate
design moved ahead in the latter Dart the knuckles rub the bottom more than
of tiie 19th century and the first” 30 does the flat sect ion in between. Our
years of this century, b“t with the solution to this is to add a wearing
completion of the Ohio River improve- allowance to the plate thickness re-
ment project in 1929, this industry quired by the ABS rules. In a barge
spurted ahead to a new level of activity. measuring 25o feet long,, the required
Other rivers were then improved and the thickness is about 3/8 Inch. Our stand.
barge business continued to expand and ard Practice is to use 3/4 inch, so we
it is still growing today. have an additional 3/8 inch wear
allowance. In this barge we sacrifice
This growth i“ size should “ot about 10 tons of cargo capacity because
overshadow the tecb”ical growth i“ barge of this, but we know these knuckles will
designs brought on by the wide variety give at least 20 years of almost tro”ble-
of commodities shipped. Structurally, free service, whereas the required 3/B
the barges of today are highly developed, inch knuckle will usually require major
and though some might wish them to be repairs or replacement after eight to
stronger, more damage resistant and less ten years service, depending on routes
vulnerable to spilling their cargoes, it travslled.
should be acknowledged they are the
safest vehicles for bulk commodities in A feature we include in the use of
use. Yet each one of those desirable the extra-thick knuckles is a lap-joint
goals is sought by every barge operator, attachment to tbe side plate and bottom
and as everyone kmws we now can make plate rather than the customary b“ttweld
barges stronger and more damage re- connection. The advantage of the lap,
with the knuckle outside both bottom
and side plates, is it acts as a
continuous 3/4 inch thick rubbing strip
protect ing the adj scent plating.

Reduction of Hard-Spots: Another

practice adopt ed in tbe design of bilge
knuckles is to eliminate “hard-spots”
as much as possible. Hard spots are
those areas where a strone transverse
or vertical member attacb~s directly
to the side or bottom plating. If such
a frame or member is attached to the
knuckle it surely will create a spot
for concentrated wear. When the knuckles
impact severely with the bottom they
flex inward, often taking a permanent
deformation. But at the point of rein-
forcement behind the knuckle, it will
usually prevent or reduce tbe defor– ‘Spot of Sottom Failures
mat ion. This causes the ,,bard-spots,,
to protrude out from the surrmnding
plate. From this time on these spots EARLY DESIGN
will wear thin much faster tbam tbe
plate around them.

The use of the thicker knuckles

also did create a minor problem i“ tbe
adjscent hull structure of some barges.
In double-sided or double-skin barges
employing transverse wing tank stiff-
ener plates in lieu of built–up trusses,
it was found a minor impact from tbe
side on the stiff ! thick kmckle
would pull the thinner bottom plate
away from the stiffener plate if this
plate was not welded to the bottom
plate at the lap joint. (See Figure 1)

Early designs faced the toe of tbe

outer bottom longitudinal frame inboard.
With this frame placed directly over
the lap joint, tbe notch cut in tbe
stiffener plate to allow passage of
this frame caused the bottom plate to
first contact the stiffener plate several
inches away from the lap. Upon impact LATER DESIGN
at the knuckle its stiffness caused the
adjacent bottom plate to flex downward.
If even a moderate impact occurred tbe BILGE KNUCKLE DESIGNS
bottom plate might tear away from the
stiffener plate and fracture itself FIGURE 1
in tbe process thus creating a leak.
The solution here is fortunately simple.
We have found by only revei-sing the The problem just described surely
alignment of the outer bottom longitudinal must appear to a designer or builder as
so itS toe faces outward (rather than trifling, but to tbe operator it can be
inward) , the stiffener plate can be a major and very expensive nuisance.
attached easily to tbe bottom plate in We view this problem as an example of
way of the lap joint. The bottom plate tbe lack of understanding by designers
then does not have the flexibility to of the unique character of the river
bend and tear. Tbe forces imposed on environment mentioned before. Unfortun-
the vulnerable weld attachment are more ately this character is not always appar-
parallel with the weldment rather than ent on the drawing board. It is only
across it, (as in the earlier method) fully revezled in the barsb world of
and the unit stresses are reduced barges banging into each other, smacking
porportionally. and sliding along lock walls, landing
against docks and piers, smashing into
ice up to two feet thick, and rubbing
shallow river bottoms.

Another subtle improvement we have

made in double-side or double-skin barge

K-5 L
designs is to reduce to a minimun members blows , that is the contact area is
which may, if impacts or collisions small , the local stresses become quite
occur , cause a penetration of the cargo high. As we analyzed this problem, it
tank bulkhead. Even if the outer hull was concluded the only long-term
should remain tight, cargo spilled into solution would be to distribute the im-
a wing void can be a costly problem. pact force over a wider area where more
Some designers feel the wing tank trans- of the structure could absorb it.
verse framing, stiffener plates and Having tried thick contact plates (up
bulkbeads should be stiff a“d stout in to 2,,thick), with only moderate success,
the transverse direct ion. Certainly, it was decided to use reinforced concrete,
there must he transverse strength, b“t poured into a void one feet thick ad–
to make inflexible structures will only jacent to trail barge headlogs, and in
lead to wing bulkhead failures, In our the immediate space inside each vertical
experience, we would much prefer to corner on square ends. There is no
replace z bent or buckled plate or frame framing in the areas filled with the
in a ,Sclean,$ wing tank than to repair a concrete. It has been relocated inside
fractured cargo b“lkbead which had the bulkhead retaining the concrete.
deposited its product into the void. To many of you, the addit ion of concrete
to the structure of a cargo-carrying
The varieties of frame and bracket vessel may seem strange. But if the
arrangements are many, but the designer early results of this experiment are
and builder should be mindful of these indicative of the future, we think ours
potential problems when piecing together will have been a wise choice. (See
a hull c+tr”ct”re. Remember j it is Figure 2 )
usually better in low to moderate pacts
to let the structure flex and deform Retaining Bhd,
if it Must, rather than be extremely
stiff, especially in concentrated spots, 7

Longitudinal vs. Transverse Framing: A

discussion of river barge hull structm-es
would not be complete wit bout comparing
the two basic framing msthods, for
double–skin designs, longitudinal versus eadlog E
transverse. Our fleet has several
of each, and in our opinion the longit”–
dinally framed barge is the better
choice, Recall, the service of a einf,Bars
typical river barge consists of much
rubbing against fixed obj ects, and most
of this rubbing is in the longitudinal
direction. Theref m-e, a longitudinally
framed barge creates fewer ,, bard–spots<$ ncrete
as the frames adjacent to tbe hull plate
can flex and yield sinoothly with the
plate, usually remaining free of sharp
curves. Transverse framing conversely
creates “hard-spots,< where the frames
attach to the hull plate. While these HEADLOG SECTION
structures are strong, the hull plate
frequently and quickly takes on tbe
appearance of a washboard. With only tbe
‘,
bigh-spotsr, making contact when rubbing
tbe bottom or lock walls. it is easv to
understand why the bull plate wears- thin
before its time. Retaining Bhd. 1 Side IL
db
In most barges, two areas frequently Bkt.
damaged, although usually of a “inor
nature, are the hea.dlogs of rake ends
and the vertical corners on square e“d
transoms. The headlogs most wlnerable 1
are those pushed against by the towboats.
1 -1
In our operations where we push only in- Concrete
tegrated unit tows, it is the trail barge Transom
headlog which is most susceptible to
damage. The damages to these areas
usually result from tbe repeated impacts VERTICAL CORNER SECTION
(low energy) sustained when barges are
assembled in tow at docks, locks and in CONCRETE REINFORCEMENT
fleets. In most cases, brittle failures
occur as the structure is hit repeatedly. FIGURE 2
Because the impacts ordinarily EI-e ‘,point<,
 So much for structural improvements to tbe high loading temperatures, We
to enhance the serviceabilityy of barges. feel one practical way to accornpolisb
No doubt there are many others deserving this is to construct a ,,dam,,a few
recognit ion, but I should like to turn inches inboard of the bulkhead and
my attention to a subject of particular parallel to it. During the first
interest to many barge operators today. loading the product would spill o“er
Most of you are probably aware there into the isolated area and be trapped
are several cargoes commonly shipped indefinitely, As the barge is unloaded
which are heated, either enroute or this small amount of cargo would remain
prior to Ioadi”g and discharge. A few, in place. During subsequent unloading
like liquid sulpb”r, command mmch it will act as an insulator to reduce
attention and are usually carried cmly the temperature on the lower part of
in very specialized barges having in- the bulkhead proper. Surely, the
devende”t cargo tanks. free to ex!xind bulkhead will receive heat hy conduction
under the hig~ operating ternpertit;
re through the plate itself and even con–
(2750F) Others like residual fuel oil, vection of the product trapped behind
coal tar, waxes and asphalts have “ot the dam, but if this notion will reduce
attracted much technical attention, b“t the temperature in the danger zone
I hope this will change, especially the sufficiently, the stresses may become
ones requiring higher temperatures. tolerable. To my knowledge this idea
Fuel oil and coal tar normally are has never been attempted in practice
beated to no more th?.” 1500F and 125°F and before it is, I think some research
iS more common, but waxes require about is required, Should it prove to be a
200°F and aspbatls, while unloaded at workable solution it will ha”e gone t+
about 250°F, may be loaded at near 400°F. lone wav toward solvine one of the
Since these products, especially asphalt, puz; les-of today< s bar~e operations.
are fairly low-re”enue cargoes, most (See Figure 3)
barge companies have not seen fit to
carry them in expensive and sophisticated
barges. In short, the towing rates have
prohibited “simg the type equipment tbe
condit ions warrant. If this situation
continues, is there a way to redesign
the lower cost barges (double–sides and
double-skin) to accommodate the tempera-
tures and not be p=one to tank failures
from tbe high stresses developed?

The double-skin barge gi”es the

most protection from cargo spills into
the water, but with the carriage of
asphalt in these barges if the cargo
tank should allow the product to leak
into the inner bottcwn, the repair
consequewees are enormous. And since
the temperature differential between
the cargo tank and the outer hull may
be as much as 350°F, this calamity is
a real possibility.

The double-sided barge offers an

interesting prospect with this service.
The possibility of product leaking into
the wing voids certainly exists, but
if it shcmld, it is much easier to re–
move than from the i“nerbottmn of %
double-skin barge. What can be done to
prevent this from happening thcmgh?
.4swe view it, the most likely zone
for wing bulkhead failures in double–
sided designs is near tbe connection
WING BULKHEAD DESIGN
with the bottom plate. The bottom plate CARGO INSULATING LOWER PART
is cooled by the river, while the hot
product may raise the bulkhead fs FIGURE 3
temperatures to almost 4000F. It seems
logical then this is where to expect
trouble. It appears there is no CONCLUS ION
practical method of constructing this
bulkhead to allow flexibility along this I have alluded to many technical
critical juncture. One idea which developments in our area of the marine
seems to have some promise here is to transportation field. Much of what has
prohibit the lower portion of these been discussed has been the result of
longit”dina.1 bulkheads from exposure innovations based cm operational ex–
! periences. Not discussed in detail,
but certainly deserving acknowledgement,
is the vast amount of fruitful research
spanning more than a century which has
developed the inland waterway towing
industry into tbe safe, efficient and
reliable system we have today. But we
cannot stop here. To do so is to move
backwards. We need to continue our
efforts to improve reliability to make
our operations more safe, and to make
better use of the resources available
to us. These goals can only be
achieved if all of us, the research
community, the designers and builders
and we operators coordinate our efforts
and work together. Tbe opportunity to
have presented some of our thoughts
and ideas today is a fine example of
this much needed spirit of cooperat ion.
We thank You for allowing us to contri-
bute.

+
K-8