US 20140319906A1

(19) United States

(12) Patent Application Publication (10) Pub. No.: US 2014/0319906 A1
Grimm, III (43) Pub. Date: Oct. 30, 2014

(54) TUG BOAT - LNG BARGE SYSTEM WITH AN Publication Classi?cation

UMBILICAL POWER LINE
(51) Int. Cl.
(71) Applicant: Martin Operating Partnership L.P., B63B 35/28 (2006.01)
Kilgore, TX (US) 3633 21/56 (2006.01)
(52) US. Cl.
(72) Inventorl Edward H- Grimm, HI, Houston, TX CPC ............... .. B63B 35/28 (2013.01); B63B 21/56
(US) (2013.01)
USPC ............................................ .. 307/91; 114/26
(73) Assignee: Martin Operating Partnership L.P.,
K?gore’ TX (Us) (57) ABSTRACT
The disclosure relates to a transport-cargo vessel system con
(21) Appl' NO; 14/021,612 ?gured for travel on water. The vessel system either includes
a tug boat sect10n and a barge sect10n con?gured to interlock.
_ The barge section is con?gured to carry lique?ed natural was
(22) Flled: sep‘ 9’ 2013 (LNG) and includes an LNG electric generator. In some
embodiments, the barge section is con?gured to carry LNG
Related US. Application Data and at least one additional cargo. The additional cargo may
(63) Continuation of application No. 13/944,291, ?led on inelude a cargo for. resupplymg .anOther vess.el' The mg boat
1ncludes a propulsion system W1th an electric motor con?g
Jul. 17,2013. . . .
ured to receive electric power generated from multlple fuels.
(60) Provisional application No. 61/816,862, ?led on Apr. Electricity from the barge’s generator is provided to the tug
29, 2013. boat’s motor via a power umbilical line.

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Patent Application Publication Oct. 30, 2014 Sheet 1 0f 12 US 2014/0319906 A1

FIG.
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115
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180
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170

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FIG.
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FIG.
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Patent Application Publication Oct. 30, 2014 Sheet 12 0f 12 US 2014/0319906 A1
US 2014/0319906 A1
TUG BOAT - LNG BARGE SYSTEM WITH AN
UMBILICAL POWER LINE
CROSS REFERENCE TO RELATED
APPLICATION
[0001] This application claims the bene?t of US. Provi
sional Patent Application No. 61/816,862 ?led Apr. 29, 2013
and Non-Provisional patent application Ser. No. 13/944,291
?led Jul. 17, 2013, which applications are hereby incorpo
rated 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 Lique?ed Natural Gas
(LNG), petroleum products, such as Marine Gas Oils (MGO),
hydraulic ?uids, distillate fuels, bio-fuels, lubricants, and
water, and performing cargo delivery over water, and, in
particular, on the ocean, lakes, bays, sounds and inland water
ways. The tug-barge vessel system includes an umbilical line
(or umbilical or umbilical cord) con?gured to supply electri
cal 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 con?gured 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 anArticulated Tug-Barge (ATB)). Typi
cally, 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 ?uids, 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 con?icts. What is needed is a
single vessel that can resupply the needs of the vessel requir
ing, resupply. Additionally, most LNG transport vessels are
designed for operation at sea. What is needed is a LNG
transport vessel that is con?gured 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.
Oct. 30, 2014
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
con?gured to include LNG storage tanks for the transport of
LNG fuel for others. The electrical generator can also be
con?gured for dual fuel operations using LNG and switch
able to another fuel, such as diesel fuel or CNG.
[0010] One embodiment according to the present disclo
sure includes a tug and a barge, wherein the barge is con?g
ured to carry LNG and a resupply cargo and wherein the tug
boat and the barge are con?gured 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 ?uid, iii) bio
fuel, iv) lubricant, v) distillate fuel, and vi) water. The barge
may be con?gured to meet certi?cation 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 con?gured to resupply a marine
vessel. The resupply con?guration may include at least one
of: bunkering, re-provisioning, and midstream refueling
under weigh or at anchor. The barge may include a crane
con?gured to move the resupply cargo. The tug boat’s pro
pulsion 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 con?gured
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
con?gured to switch to diesel electric generator when LNG
electricity generation is unavailable. The tug includes a stor
age tank for the diesel fuel needed fur the tug’s diesel gen
erator 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 electri
cal 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 dis
closure includes a system for supplying electrical power from
a ?rst marine vessel to a second marine vessel, comprising: an
LNG fuel tank and an LNG-fueled electric generator on the
?rst marine vessel; an electric motor con?gured 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
?rst 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 con?gured to
hold at least one of: a resupply cargo and LNG. The at least
one integrated tank may include a ?rst tank for the resupply
cargo and a second tank for the LNG. The ?rst marine vessel
may be con?gured to resupply a third vessel. The con?gura
tion for resupply may include con?guration for at least one of:
bunkering, re-provisioning, and midstream refueling. The
barge may include a crane con?gured to move the resupply
cargo. The resupply cargo may include at least one of: i)
US 2014/0319906 A1
MGO, ii) hydraulic ?uid, iii) bio-fuel, iv) lubricant, V distil
late fuel and vi) water. In some aspects the barge may include
a non-hull integrated tank con?gured to hold a resupply
cargo. The barge may be con?gured to satisfy at least one of:
meeting certi?cation 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 dis
closure includes a method of providing electrical power to a
second marine vessel from a ?rst marine vessel, the method
comprising steps of: generating electricity on the ?rst marine
vessel using an LNG-fueled electric generator disposed on
the ?rst marine vessel; and providing the generated electricity
to an electric motor con?gured for propulsion on the second
marine vessel, wherein the electricity is provided using a
power umbilical. The ?rst marine vessel may comprise a
barge con?gured 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 ?uid, 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 ?rst marine vessel to the second
marine vessel using a crane. The crane may be mounted on the
?rst 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 ?rst marine
vessel to a tank disposed on the second marine vessel.
BRIEF DESCRIPTION OF DRAWINGS
[0013] For a detailed understanding of the present disclo
sure, 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-deliv
ery 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 ofthe barge ofFIG. 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 ofthe barge ofFIG. 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;
Oct. 30, 2014
[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 embodi
ment 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 accord
ing 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. Speci?cally, the present disclosure is related
to transporting LNG and optionally, at least one other cargo,
where the vessel is a barge con?gured 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 con?gured for
“bunkering” operations (such as the resupply of consum
ables, fuel for propulsion or auxiliaries (e.g., generators)) to
other vessels under weigh, at anchor, or in port. In addition,
the vessel is con?gured for “re-provisioning” to other vessels
for MGOs, hydraulic ?uids, distillate fuels, bio-fuels, lubri
cants, water, stores or groceries. The vessel may be con?g
ured for performing “midstream fueling,” provisioning of
engineering equipment and supplying “stores” for other con
sumables when operating on inland waters or high seas or
other suitable locations as wouldbe understoodby a person of
ordinary skill in the art with the bene?t of the present disclo
sure. The present disclosure is susceptible to embodiments of
different forms. There are shown in the drawings, and herein
will be described in detail, speci?c embodiments of the
present disclosure with the understanding that the present
disclosure is to be considered an exempli?cation of the prin
ciples 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 con?g
ured for operation on water to transport LNG and to deliver
supplies as additional cargo. The additional cargo is con?g
ured for at least one of: bunkering, re-provisioning, and mid
stream fueling of another vessel as would be understood by a
person of ordinary skill in the art with the bene?t of the
present disclosure. The versatile transport-delivery vessel
may include one or more LNG tanks and one or more addi
tional tanks con?gured 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, “resup
ply 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 ?uids, 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 con?gured to mate with the other to form a locking con
nection. Other con?gurations, such as a self-propelled single
US 2014/0319906 A1
vessel is also contemplated. In the tug barge con?guration,
the locking connection may be rigid (as in ITBs) or allow for
some movement (as inATBs or Push Boat & Barge or Tug and
barge on tow line). The preferred embodiment is an ATB
con?guration. Both of the sections may be con?gured to
comply with Det Norske Veritas (DNV) certi?cation (or other
Classi?cation Societies), Jones Act or other international
requirements (such International Maritime Organizationi
IMO or Safety of Life at SeaiSOLAS) for water vessels.
Both of the sections may also be con?gured with a fully
loaded draft that is compliant with inland waterway require
ments. 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 con?gured to comply with overall
length, beam, and channel requirements for transit on Us.
Inland and International Waterways (including, but not lim
ited to, GIWW, Mississippi River, Ohio River and Panama
Canal/Suez Canal). The overall length and beam are con?g
ured for transit through lock structures, bridges, overhangs
and channels along U.S. Inland Waterways. The LNG trans
port-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 ?rst end 101 and a second end 102.
The tug boat 140 may have a ?rst end 141 and a second end
142, where the ?rst end 141 is con?gured 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 con?gured to receive the ?rst 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 attach
ment mechanism 130 may comprise connection notches at
the second end 192 of the barge 105 con?gured to receive
corresponding connecting wedges (not shown) at the ?rst 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 con?gured 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 con?gured to propel the barge 105
while the tug boat 140 and barge 105 are interlocked. The tug
boat 140 can be con?gured for push/pull operations. The tug
boat 140 may be con?gured 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 con?gured to store and transport LNG. In some embodi
ments, the tanks 150 may be integrated into the hull 1 15 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 1 17. 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 inte
grated into the hull 115. In some embodiments the additional
Oct. 30, 2014
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 con?gured 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 propel
lers, 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 disclo
sure. The vessel 400 may be self-propelled and have a ?rst 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 con?gured 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 embodi
ments, 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 compart
ments 460 may include tanks or enclosed containers (such as
Marine Portable Tanks). In some embodiments, the compart
ments 1 60 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 con?gured 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 ofbarge 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 embodi
ments, the containment 160 may include one or more of
MGO, hydraulic ?uids, 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.
US 2014/0319906 A1
[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 com
partments 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 o?loading, or by manual of?oading
of the additional cargo as wouldbe understoodby 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 con?guration. 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 dis
posed 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 con?g
ured to carry LNG, then LNG tanks 150 may be disposed in
the cargo containment area 860. In some embodiments, addi
tional piping and valving may be con?gured 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 gen
erator 810 may operate using LNG that has been converted to
Compressed Natural Gas (CNG). The fuel tank 820 may be
con?gured to store and dispense CNG to the electric genera
tor 810. The fuel tank 820 at d suitable valving/compression
equipment may be con?gured 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 elec
tric generator 810 may be communicated to the electric
motors of the tug boat 140 through one or more power umbili
cals 830. The power umbilical 830 may be any cable con?g
ured 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 con?gured
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
con?gured to allow emergency separation of the vessels with
out damage to the power umbilicals 830. In some embodi
ments, the power umbilical 830 may be con?gured 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
Oct. 30, 2014
power. In some embodiments, the system 800 may be
equipped with a switching device (not shown) that automati
cally 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 trans
mit 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 embodi
ments, 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-sec
tional area, thickness, length, etc.) as would be understood by
a person of ordinary skill in the art with the bene?t 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 con?gured to communicate power from the barge 1 05
that is adjacent to the tug boat 140. This is also exemplary and
illustrative only, as the tug, boat 140 may be con?gured to
provide propulsion to multiple barges. In the event that mul
tiple barges are used, a barge (not shown) that is not adjacent
to the tug boat 140 may be con?gured 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 con?gured to
be powered by, alternately, the LNG-fueled generator 81 0 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 pro?le 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 con?gured to mate with the barge 105 of FIGS. 9A
and 9B according to one embodiment of the present disclo
sure. FIG. 10A shows a side view of the tug boat 140 includ
ing the power input 1000 for the power umbilical 830 on the
port side ofthe tug boat 140. FIG. 10B shows a top view ofthe
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 1 010; 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
US 2014/0319906 A1
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 con?gured 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-propul
sion systems circuits 1050. As shown, diesel electric genera
tors 840 disposed in the machinery space 1020 and may be
con?gured 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 contem
plated 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 refer
ence to exemplary embodiments, it will be understood that
various changes may be made and equivalents may be sub
stituted for elements thereof without departing from the scope
of the disclosure. In addition, many modi?cations 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 embodi
ments falling, within the scope of the appended claims.
What is claimed is:
1. A system for supplying electrical power from a ?rst
marine vessel to a second marine vessel, comprising:
an LNG fuel tank and an LNG-fueled electric generator on
the ?rst marine vessel;
at least one electric motor con?gured to provide propulsion
for the second marine ?rst 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 con?gured 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 ?rst 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 ?rst 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
con?gured to hold at least one of: a resupply cargo and
LNG.
8. The system of claim 7, wherein the ?rst marine vessel is
con?gured to resupply a third vessel.
9. The system of claim 8, wherein con?guration to resupply
includes con?guration for at least one of: bunkering, re-pro
visioning and midstream refueling.
10. The system of claim 7, further comprising:
a crane con?gured to move the resupply cargo.
11. The system of claim 7, wherein the at least one inte
grated tank comprises a ?rst tank con?gured to hold a resup
ply cargo and a second tank con?gured to hold LNG.
Oct. 30, 2014
12. The system of claim 7, wherein the resupply cargo
includes at least one of: i) MGO, ii) hydraulic ?uid, 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 con?gured to hold a
resupply cargo.
14. The system of claim 6, wherein the barge is con?gured
to meet certi?cation 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 dimen
sioned for travel on Us. 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 con?gured to
supply mechanical power to the corresponding pro
pulsion unit.
19. A method of providing electrical power to a second
marine vessel from a ?rst marine vessel, the method compris
ing steps of:
generating electricity on the ?rst marine vessel using an
LNG-fueled electric generator disposed on the ?rst
marine vessel; and
providing the generated electricity to at least one electric
motor con?gured 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 ?rst 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 ?rst marine vessel
comprises a barge con?gured 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 ?uid, 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 ?rst
marine vessel to the second marine vessel using a crane.
28. The method of claim 27, wherein the crane is mounted
on the ?rst marine vessel.
29. The method of claim 27, wherein moving the at least
part of the resupply cargo comprises:
US 2014/0319906 A1 Oct. 30, 2014

pumping the at least part of the resupply cargo from a

non-integrated tank on the ?rst marine vessel to a tank
disposed on the second marine vessel.
* * * * *